WORKSHOP MANUAL

ZF AVS

9540 DW 050178
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CONTENTS

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Legend figure 00625B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2. General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3. Description of components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.1 Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.2 Position cylinder (shift cylinder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.3 Valve block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.4 relay valve range group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.5 Electronic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.6 Ignition key locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.7 Start security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.8 Neutral position check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.9 Output speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.10 Clutch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.11 Default drive program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.12 Emergency control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.13 Starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

4. Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.1 Start security system Emergency system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2 Start security system of the AVS system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

5. Adjusting neutral switch E500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

5.1 Adjusting range group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.2 Adjusting gear switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.3 Bleeding the clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5.4 Replacing a shift cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
5.5 Adjusting shift cylinder (long lever) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.6 Adjusting shift cylinder (short lever) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5.7 Adjusting outgoing shaft speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.8 Adjusting input speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

6. Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Appendix 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Appendix 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Appendix 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Decoding list defect code AVS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Appendix 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
AVS error table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

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1. INTRODUCTION

The basic principle of the AVS system is the operation of the gearbox using a simple switch knob.
Electric wiring can easily be bent around corners and the switch knob is small.
Electricity is an ideal medium for fast transmittance of commands. Because manual gear changing
takes quite a bit of strength, the change is made by pneumatic cylinders which are operated through
a valve block with electric signals.
As the vehicles are equipped with a compressed air system, pneumatic components can easily be
used for switch commands.
The AVS system is quite simple, in principle. Each vehicle which is equipped with the AVS system
has a control unit, a gearbox and operational components such as air cylinder, air valves, etc.
The system is made more complex by a number of safety measures.
In this booklet, we have described the AVS gear change system on a 8S180 gearbox without
retarder mounted in a SB 3000 WS chassis.

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Fig. 1

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Legend fig. 1

1 Accelerator pedal
4 Clutch pedal
22 1st/2nd and 5th/6th shift cylinder
23 3rd/4th and 7th/8th shift cylinder
24 Reverse gear shift cylinder
27 Shift turret
28 Shift valve for gear-change group, 5/2 valve
92 Hydraulic line to clutch release cylinder
115 Central pneumatic connection for emergency control system
170 Cable harness
171 Vehicle circuit connector 1
172 Vehicle circuit connector 2
174 Electronic control unit
175 Preselector control
175a Control lever
175b Rotary switch
176 Display unit
177 Diagnostics connection
179 Electronic signal booster module
180 Load sensor
187 Clutch switch
188 Emergency control knob
189 "Clutch hold-down" solenoid valve
190 "Gear engaged" signal sensor
200 Electronic pulse-generating sensor for input speed
205 Indicator switch for "range-change group engaged"
210 Indicator switch for "gear engaged"
215 Electronic pulse-generating sensor for output speed
220 Indicator switch for "reverse gear engaged"
225 Valve block
230 Indicator switch for "transmission in neutral"
231 Default Drive Program toggle switch
232 Default Drive Program control lamp
233 Instrument panel connector
299 EGAS Electronic unit
300 Parking brake/emergency brake valve
301 3/2 valve, air operated spring loaded return
302 5/2 valve, air operated spring loaded return
303 3/2 valve, air operated spring loaded return
304 clutch booster

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2. GENERAL DESCRIPTION:

The operation of manual gearbox requires the use of a gear lever. The handle and gearbox are
usually connected by a shift rod or switch cables.
This system has certain advantages:
- it is simple and reliable;
- through the handle, the driver feels what the gearbox is doing (it cracks when the wrong gear
is selected and the handle cannot be placed in the correct position if the box does not change
into this gear).

The system also has a number of limitations, such as:

- restricted distance between the handle and the gearbox;
- restricted weight of system of rods;
- strength required to engage gear in synchronized gearbox;
- required strength can only be produced if the handle is large enough;
- large handle takes up a lot of space;
- placement of handle is critical in a system of rods;
- to prevent wear, system of rods should be oiled regularly;
- sealing of the handle in the floor requires extra attention in a system of rods.

It is especially in a bus undercarriage in which the distance between the driver and the gearbox is
large and when comfort during gear change plays an important role, that a system of rods of cables
should not be used.

Figure 1 shows an overview of the most important AVS components.

AVS cancels the handle’s resistance and the gearbox’s mechanic force during gear change. The
driver operates the gearbox by means of a small control unit which has three drive modes (the so-
called DNR-switch) pos. 175b and a control handle pos. 175a. The control unit consists of a number
of switches which convert the driver’s commands into electric signals. All signals are transported to
the EST 14 unit. When all signals are present and correct, the EST 14 unit will make sure that the
correct actions are carried out after depression of the clutch. The solenoid switch valve operates one
of the three air cylinders 22, 23 or 24, which will engage the correct gear. The use of AVS hereby
enhances comfort during gear change and limits the space that is required.
First, the DNR-switch 175b enables the driver to choose between the (2nd) forward gear (drive
mode D) or the reverse gear (R). Then the clutch should be depressed, after which the system
slows down the primary and secondary shaft and the preselected gear is engaged.
When drive mode D has been selected on the rotary switch, the clutch should be depressed to
initiate the gear change in the gearbox. The clutch plate should disengages completely, thus
disconnecting the drive cable from the motor. To this end, a clutch booster is used, which operates
air valve 303 during disengagement of the plate. This air valve at its turn operates electric switch
187, which transmits the signal "disengaged" to the AVS system. The electronic unit 174 will now
transmit a switch command after which the switch cylinder involved is aerated and the preselected
gear is engaged. Both the preselected gear and the engaged gear are at all times visible on the
display 176.
A disadvantage of the use of the control handle is that the driver does not feel what is happening in
the gearbox. Therefore, a sensor 190 is built into the clutch system. Through pulses in the clutch
pedal, the driver feels if the clutch has indeed been engaged and knows if he can release the clutch
pedal. If the driver releases the clutch pedal before the gear has been engaged and before the
feedback signal has been transmitted, valve 189 leaves the clutch disengaged until the signal "gear
engaged" has been transmitted.

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When the clutch pedal is released, the air in the system drops and gear change is no longer
possible.
The electropneumatic nature of the system enables the use of a number of shift securities. Without
securities of any kind, the whole system would go down if, for example, the power supply fuse were
defective.
Therefore, a number of securities and functions have been incorporated into the system and in
addition to the default drive program, a complete pneumatic emergency control system helps cope
with all possible situations. This is why the control system is rather complicated.

The system can be roughly divided into 3 parts:

A The main switch system. This is the actual control system in which gears are preselected and
engaged depressing the clutch pedal - without use of the control lever.

B The default drive program enables gear change when one of these switches is defective:
1. gear engaged
2. transmission in neutral
3. range group engaged.
In this case, all gears are engaged through the main switch system by operating the control
handle rather than automatic preselection.

C The emergency control system in case the main switch system goes down.

In the following description, the working of all components that were used will be dealt with in detail
and all sub-situations which may occur while driving are discussed successively.

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3. DESCRIPTION OF COMPONENTS

3.1 Control unit:

The control unit fig. 2 consists of a spring-
loaded control lever, which can be pushed
forward (+) for shifting up, backwards (-) for
shifting down or sideways to the left (N) for
putting the transmission in neutral, and of a
rotary switch with the following modes: D for
forward gears, N for transmission in neutral
and R for reverse gear.
The control unit is fully electrical and is
attached to the cable harness with a 12-pole
connector. This paragraph describes the
operation of the switches and the control
unit’s output signals.

Fig. 2

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When turning the rotary switch (or DNR

switch) fig. 2, the voltages shown in table I
are generated. The switches that are
operated are also indicated.
Table I Overview rotary switch
* = 24 volt

OUTPUT SIGNAL PRESELECTOR AD1 AD2 AD3

SWITCH

CONNECTOR PIN 3 4 2

WIRE 4833 4832 4690

POSITION OPERATED SWITCH

PRESELECTOR SWITCH

D S1 *

N S1 *

R S1 *

- Neutral, pin 2 carries 24 V if the emergency control switch 188 is in position "aus" or neutral
switch E500 is closed (input voltage pin 1 and the DNR switch is put in neutral).
Upon operation of control lever 2B, the voltages indicated in table 2 are generated.

Table II Overview control lever

OUTPUT SIGNAL OPERATED SWITCH

PRESELECTOR SWITCH

AD4 AD5 AD7 S5 S6 S7

CONNECTOR PIN 6 7 9

WIRE 4830 4829 4828

CENTRAL POSITION *

SHIFT UP (+) * * X

SHIFT DOWN (-) * * X

NEUTRAL (N) X

NOTE: - All output signals and operated switches for the control unit can be found in table
I and II.
- The control unit receives 24 V through pin 10, wire 4827 if the emergency control
switch 188 is put in position "aus".
- Pin 12 is connected to the mass, but is not use internally.

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Fig. 3

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3.2 Position cylinder (shift cylinder):

The forward gears in the gearbox are
engaged with two 3-position cylinders. Fig. 3
shows a cross section of the three different
positions.

A. The pulled-out position can be

achieved by aerating the middle M and
the right R connection (MR).

B. The central (neutral) position can be

achieved by aerating only the middle
M connection. The left and right piston
are pressed outward, pulling the
centre in central position.

C. The pulled-in position can be achieved

by aerating the middle M and the left L
connection (ML).

In the following diagrams, these shift

cylinders are shown schematically. The
operation of the cylinders is not shown.

3.3 Valve block (fig. 4.1)

Engagement of the different gears requires
eight electropneumatic valves, which are
placed together in an aluminium housing.
The air connections on the valve block are
identical to the connections in the diagrams.

Fig. 4

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3.4 Relay valve, range group (fig. 5)

A separate relay valve is used for
engagement of the range group. The valve is
kept in high range by a built-in compression
spring and is put in low-range by air
pressure. The low-range command is
transmitted from the valve block.

Fig. 5

3.5 AVS Diagram (fig.6)

Figure 6 shows a complete ABS diagram

with all components

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Fig. 6

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3.5 Electronic unit EST 14 (fig. 7)

The electronic unit EST 14 controls the
operation of the AVS shift system (fig. 1 pos.
174).

On the basis of input information from:

- preselection switch
- sensor drive
- sensor output shaft
- switch "range group engaged"
- switch "gear engaged"
- switch "transmission in neutral"
- clutch switch
- load sensor load signal (digital EMS) Fig. 7
(analogue) eg. Egas
- compression (option)
retarder switch

the unit calculates the vehicle’s speed, motor

load and acceleration or deceleration.

On the basis of this information, the system

determines the right gear for each situation.
If the determined gear does not coincide with
the engaged gear, the display will show a
gear change advice. At the same time, the
system is prepared for gear change, so that
operation of the clutch switch results in the
correct gear’s engagement.

The following functions are also incorporated

in the EST 14:
- information supply to the display
- system protection against too fast or
incorrect gear change
- error registration plus readout possibility
- default drive program

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4. SYSTEM DESCRIPTION

4.1 Ignition key locking

If the vehicle is parked with one of the gears still engaged, the following could happen. Because of
air leakage, the air pressure might become too low to operate the clutch pedal, which results in the
absence of the release AVS signal. Without air, the gearbox cannot be put in neutral, unless the
shift lever on the box is pushed in neutral position by hand via the repair hatch. Normally, the
vehicle cannot be started.
Therefore, a separate ignition lock has been fitted, in which the ignition key can only be turned from
position 2 to position 0 if the gearbox is in neutral position. When the transmission is in neutral, the
ignition key locking (fig. 6) C539 is raised and the key can be turned to the 0 position. The engine
will automatically stop if the key is turned to positions 1 and 0. The voltages on engine stop valve
B078 is disconnected, pulling the fuel pump in stop position.

4.2 Start security

The ignition key locking also prevents the driver from starting the engine if not all starting conditions
have been met.
If the transmission is not in neutral or if the DNR-switch is not in neutral position, relay contact G039
is de-energized and the vehicle cannot be started.

4.3 Neutral position check

The connection between control unit and gearbox is fully electrical. This means that it is not always
clear if the gearbox is in fact in neutral position. Therefore, the gearbox has been fitted with a
neutral switch (fig. 1 pos. 23 or fig. 6 E500), which transmits the neutral signal to the EST 14 unit,
which on its turn shows the neutral signal N on the display when the gearbox is in neutral (vehicle
speed under 10 km/h) and the ignition key is in position 2.

4.4 Output speed sensor

The signal of output speed sensor fig. 1 pos. 215 is used for registration of vehicle speed.

4.5 Clutch operation

If you try to put a manual gearbox in reverse gear but the clutch does not engage fully, you can
hear a "grinding noise".
This "grinding" is produced because the non-rotating sleeve is pushed against the reverse gear
wheel.
Compared with the forward gears, the reverse gear is not synchronized.
The AVS system is activated by means of the clutch switch. The clutch signal is present when the
clutch booster supplies air to the clutch switch (E531) via a valve (V6). This valve is integrated in the
clutch booster.
The clutch switch transmits the signal to the EST 14.
The clutch booster’s stroke disengages the clutch, whereafter the clutch switch can be operated.
If the above-described is to function correctly, there should be no air in the clutch system.

Note:
If the hydraulic part of the clutch operation is not well-vented, the clutch plate will not disengage
sufficiently and gear change will not pass correctly. A grinding noise is produced during gear
change.

Warning!
As the forward gear is synchronized, the vehicle can start to move if the hand brake is not applied.

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4.6 Default drive program

The AVS system needs information from a number of sensors and switches. If one of these
switches is defective, or if the switch’s signal does not reach the AVS control unit, the AVS system
will no longer operate.
The AVS system can then be switched to the default drive program. In this program, the switches’
signals are not required.

The sensors on the gearbox which send information to the control unit are:
- neutral switch
- gear engaged switch
- range group switch
- sensor input speed
- sensor output speed.

The default drive program should only be used if:

1. the gearbox is not mechanically damaged;
2. there is sufficient air pressure for the system (min. 6.5 bar);
3. the display shows one of the error codes mentioned in the table below:

ERROR NUMBER COMPONENT

(DECIMAL)

61 neutral switch interrupted

62 gear engaged switch interrupted

63 gear engaged switch closed

64 range group switch closed

65 range group switch interrupted

67 neutral switch closed

The default drive program is activated by a special toggle switch fig. 1 pos. 6, fig. 6 C665. All gears
can now be engaged manually through the control lever, like in a manual gearbox. Push the gear
lever forward (+) if you want to shift up and push the lever backwards (-) if you want to shift down.
The engaged or preselected gear is shown on the display (fig. 1 pos. 176, fig. 6 B530), together with
the spanner symbol. Also, the control light on the SWS panel (fig. 6 pos. D582) is on, indicating the
activation of the default drive program.

- Once the default drive program is activated, resetting toggle switch C665 does not deactivate to
the normal drive program until the power supply to the EST-14 has been down.
- If the neutral switch does not close, starting and stopping the engine is not possible since wire
4690 is not powered. Use the emergency switch as described below to power wire 4690 directly
and reset it to "AVS" after the engine is started.

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Fig. 8

4.7 Emergency control system (fig. 8)

Fig. 8 shows a schematic overview of the
emergency control system. Each electric
system, however well-made, has fragile
wiring and connections. It is possible that
because of one defective connection, none
of the gears can be engaged. Therefore, a
separate emergency system has been
added. This emergency system works solely
on air.
The emergency control system enables
pneumatic gear change in the gearbox by
means of the emergency system’s control
knob (fig.1 pos. 28, fig. 8 C664). With this
knob, the neutral position N, first (1) and
second (2) gear and the reverse (R) can be
engaged without intervention of electric
components. The shift cylinder corres-
ponding to the control knob’s position is
aerated. When the forward or reverse gear is
engaged, the relay valve high low (fig.1 pos.
34, fig. 8 V4) is activated in low range.
The gears below correspond to the positions
on the control knob:
position on knob engaged gear
1 2
2 4
R R
N N

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Under no circumstance should the AVS

system be able to work if the emergency
system is activated. Therefore, a switch 1-3
is opened when switch C664 is operated.
This cuts the AVS system’s voltage. When
the emergency switch is put in neutral
position, contact 2-5 is closed, thus making it
possible to start the engine.
The emergency system is also protected
against incorrect gear change. This is done
in the following way:
- The first gear or reverse gear can only be
engaged if the vehicle has come to an
absolute stand-still. To this end, the
emergency system is accessed via switch
valve V2, which is operated through switch
valve V2 by park brake valve V5.
- Gears can only be engaged if the clutch
plate is disengaged (clutch pedal is
pressed down). The required air comes
from switch valve V6, which is operated by
the clutch booster.
This method’s plus is that when the
emergency system is activated, the driver
can change gears without having to apply
the park brake all the time. Switch valve
V1 is in emergency switch position and
remains in this position until the AVS
system can be activated again, pressing
valve V1 in its original position.

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Fig. 9

4.8 Starting the engine (fig. 9)

- Park brake applied
- Control knob emergency system in "Aus"
position
- Default drive program switch off
- Main switch G053 on
- Ignition key in lock, position 2, "ignition on"
- Rotary switch control unit in position N,
("N" indicated on display)
- Gearbox in neutral (E500 closed)
- Ignition key blockage raised.

Starter motor B010 receives voltage via

ignition lock C539 pos. 3, switch start
forward/reverse C580, start locking relay
G100, neutral position start relay G035 and
start relay G038.

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5. SECURITY

The common starting and stopping procedures turn out to cause a number of unwanted situations if
combined with an AVS system. To prevent these situations, a special electric circuit has been
devised so that:
- the engine cannot be started if the gearbox is shifted into gear.
- the key cannot be taken from the ignition if the gearbox is shifted into gear.
- the engine cannot be cut of/by turning the ignition key backwards.
- the main switch cannot be switched off while the engine is running.

5.1 Start security system Emergency system:

If main switch G053 has not been activated, the ignition key can be inserted into the ignition lock
and it can be turned as well. The key snaps into position 2 because the blocking relay is not
energized. As long as the main switch has not been activated, the engine cannot be started; the key
cannot be taken from the ignition anymore.
As soon as main switch G053 is activated and the ignition key is in position 2,
- ignition relay G015 is energized so that all power consuming elements are connected to the power
source (connection point 15);
- fuel valve B078 is actuated via fuse E109 so that the fuel pump is no longer pulled into the
stopping position and the engine can be used;
- the neutral switch in C664 is connected to the power source via fuse E054 of the emergency
system, energizing relay G039 in neutral position;
- G074 is energized, releasing ignition key locking.

Starting of the engine is achieved by turning the ignition key to position 3. The starting signal then
goes from contact 3, via switch C580, start locking relay G100, neutral position starting relay G039
and starting relay G038 to the relay on starter motor B010. The starter motor is engaged.
As soon as the engine engages, the dynamo will supply power, causing relay G100 to de-energize.
The starting signal is interrupted and the starter motor is disengaged.

5.2 Start security system of the A.V.S. system:

If the control knob of emergency system C664 is in the "Aus" position, the switch is closed and the
contacts 1, 3 and 4 are connected. This supplies power to:
- switch E531, which is operated by the clutch booster
- contact 20 of the electronic unit
- contact 10 of control unit C668
- control switch C665 of the default drive program

Because the rotary switch is in position "N", according to table 1, switch S1 in control unit C688 is
closed, which causes power to go to contact 2, relay G074 to be energized and the ignition key
locking to be lifted.

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6. ADJUSTING

6.1 Adjusting neutral switch E500

Neutral switch E500 is a break-switch. Fig. 1
pos. 23, fig. 10 shows the switch as mounted
on the gearbox. If this switch has to be
replaced, the replacement has to be adjusted
by mounting it with a distance washer of the
correct thickness. Use a feeler gauge and
continuity testing lamp to determine the
correct thickness of the washer.

- Remove distance washer from under the

neutral switch.
Warning! The ball (3) may fall out if the
switch is dismounted.
- Shift switch rod into neutral.
- Screw in the switch until the signal just
disappears (test the switch with a
continuity testing lamp). If a testing lamp is
used, the light will go out.
- Measure distance B with two feeler gauges Fig. 10
(in connection with possible toppling of the
switch). 1. Neutral switch
- Find the correct thickness of the distance 2. "Gear engaged" switch
washer in the table below. 3. Ball
- Clean the surfaces of grease.
- Mount the switch and the distance washer
with tightening torque 50 Nm

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Table for the aluminium distance washer, mounted without lubrication.

Distance B 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7

Distance 1.8 1.8 2.0 2.0 2.2 2.2 2.4 2.4 2.6 2.6 2.8 2.8 3.0 3.0
washer

Check correct operation of the switch:

- gearbox in neutral: light on;
- gearbox in gear: light off.

6.1 Adjusting range group switch

The switch for the range group is a break-
switch and is identical to the neutral switch.

Fig. 11 shows the position of the switch as

mounted on the gearbox. When replaced,
the switch does not have to be adjusted, but
has to be mounted with the supplied
distance washer.

Follow the steps below if adjustment is

required:
- Remove the distance washer from under fig. 11
the neutral switch.
- Put the switch shaft into middle position
with the aid of compressed air.
- Remove connection p25 and p26 on the
cylinder of the range group.
- Briefly aerate p25 or p26 until the gap in
the control pin is visible for the entire
diameter of the switch shaft. The switch
shaft is now in the middle position.
- Screw in switch until signal is lost.
- Measure distance D with two feeler
gauges (in connection with possible
toppling of the switch).
- Suppose D = 2.6 mm
distance washer Z thickness = D - (0.8 +0
+0.2
) mm
maximum thickness distance washer =
2.6 - 0.8 = 1.8 mm.
minimum thickness distance washer =
2.6 - 1.0 = 1.6 mm.
Choose the correct distance washer.
The aluminium washers can be supplied in
the following thicknesses:
1.0 - 1.2 - 1.4 - 1.6 - 1.8 - 2.0 - 2.2 - 2.4 -
2.6 - 2.8 - 3.0.

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- Clean the surfaces of grease and install

the switch and washer.
Tightening torque switch = 50 Nm
Tightening torque threaded bush = 50 Nm

6.3 Adjusting gear switch

The gear switch is a make-switch. Fig. 12A
and 12B shows the switch as mounted on
the gearbox. When replacing the gear
switch, it has to be adjusted by mounting it
with the correct distance washer thickness.
A continuity testing lamp and feeler gauges
are used to determine the correct thickness
of the distance washer.

Fig. 12A

Fig. 12B

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Determination of the thickness of the distance washer.

1 Shift into 1st gear with default drive program.

2 Screw in switch until testing light goes on (switch closed).
3 Activate all gears one by one. Check if the testing lamp goes on for all gears.
4 Repeat step 2 and 3 if the testing lamp does not burn for one of the gears.
5 Shift gearbox into neutral.
6 Start engine. Shift into reverse and slowly release clutch to verify that reverse gear is selected and
turn engine off. Repeat step 2 if the testing lamp does not burn.
7 Measure distance X with two feeler gauges (in connection with possible toppling of the switch).
8 Find the correct thickness of the distance washer in the table below.

Table for the aluminium distance washer, mounted without lubrication.

Distance 3.3 3.2 3.1 3.0 2.9 2.8 2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 1.9 1.8
X

Distance 2.6 2.4 2.4 2.2 2.2 2.0 2.0 1.8 1.8 1.6 1.6 1.4 1.4 1.2 1.2 1.0
washer

Verification of the adjustment.

9 Shift into neutral.

Screw in switch to distance Y. Signal should not come in.

- Horizontally mounted neutral switch.

Distance Y = X - 1 mm
- Neutral switch mounted in 45° angle.
Distance Y = X - 1.2 mm

Example:
Horizontal version.
Distance X = 2.6 mm
Distance Y = 2.6 - 1.0 = 1.6 mm

Further check.

10 The difference between X and Y must be equal to or larger than 0.3 mm (X - Y ≥ 0.3)

Clean the surfaces of grease and install the switch and correct distance washer with a 50 Nm
tightening torque. If the difference between X and Y complies with this.
Check the complete adjustment procedure again if X - Y < 0.3 mm.

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6.4 Bleeding the clutch

Follow the steps below to bleed the clutch
system (see fig. 13A):
1 Pressurize the compressed air system until
maximum system pressure.
2 Fill the clutch fluid reservoir completely.
3 Connect vent lines to the bleed nipples of
- the "gear engaged" sensor
- the "clutch hold-down" valve
- the clutch booster
Note: The component that is placed
highest, should be vented first.
In this case, this component is
the "gear engaged" sensor.
4 Open the bleed nipple of the sensor and
step on the clutch pedal until no more air
bubbles are visible in the out flowing clutch Fig. 13A
fluid.
Warning: Make sure the clutch fluid level
remains above the minimum
level.
5 Close the bleeding nipple while the clutch
pedal is down.
6 Remove the vent line and place the
protector cap on the bleeding nipple.
7 Repeat steps 4-6 for the other two nipples.
8 Fill the clutch fluid reservoir until the
maximum level.
Warning: If the clutch pedal is released
too soon, the following situation
may arise (fig. 13C)
The clutch booster remains
aerated because the "clutch
hold-down" valve is activated. Fig. 13B
The clutch pedal is not
operated.
In these circumstances, the
clutch pedal’s locking pin may
drop out of the main cylinder’s
piston, preventing the clutch
from engaging fully.

Fig. 13C

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Replacing a shift cylinder:

Two identical shift cylinders are mounted on
top of the gearbox (fig. 1 pos. 22 and 23).
The cylinder connected to the long gear
lever operates gears 1-2 and 5-6. The
cylinder that is connected to the short gear
change lever shifts gears 3-4 and 7-8.
The integrated reverse gear’s shift cylinder
(fig. 1 pos. 24) clearly is different from these
shift cylinders. Replacement of this cylinder
will not be discussed here.

First, the gear change levers should be

mounted as described below (fig. 13B). The
short gear lever should be mounted on the
hollow clutch shaft first, in such a way that
the marks on the switch are on the same line
with the marks on the gear lever.

This lever’s fixing bolt should first be

tightened at 30 Nm, and finally at 46 Nm.
Lock the gear change lever with the lock nut
and tighten it at 40 Nm.
The long gear change lever is connected
using the same procedure, the final
tightening torque of 30 Nm can, however, be
used directly.

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A new cylinder should be mounted as follows

(figs. 14A and 14B):
- Shift the gearbox into neutral.
- Loosen the lock nut on the new cylinder’s
rod.
- Mount the cylinder on the fixed pin on the
gearbox housing.
- Connect a compressed air line to the shift
cylinder’s middle connection point (Neutral)
and pressurize the cylinder.
- Turn the yoke until the head can easily be
shoved onto the clutch shaft through the
gaps in the yoke and the lever.
- Lock the heads and connect the air lines.

Fig. 14B
Fig. 14A

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6.5 Adjusting shift cylinder (long lever)

1. Turn on the ignition.
2. Aerate the AVS system in neutral position by setting the preselector switch to N and pressing
down the clutch pedal.

Note 1. The cylinder must remain aerated during adjustment.

2. The gearbox must mechanically be set in neutral.
3. The long gear change lever has a mark that has to correspond to the mark on
the clutch shaft.
3. Turn the cylinder towards the long lever.
4. Verify that the gaps in the yoke correspond to the gap in the long lever. If not, the length of
the cylinder must be changed.
5. Change is carried out as follows:
Slide away the rubber boot and loosen the lock nut (22 mm). The shaft in the yoke can now
be turned so that the gaps correspond.
6. Screw the nut on the yoke (70 Nm) after the length is changed.
7. Mount the fitting bolt that connects the yoke and the lever stress-free (tightening torque 30
Nm).
8. Lock the fitting bolt with a new check nut (tightening torque nut 40 Nm).
9. Slide the rubber boot over the nut and the yoke ridge.

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6.6 Adjusting shift cylinder (short lever)

If the shift turret and the shift cylinder are
replaced simultaneously, the shift cylinder
must be set in advance.
The preset size (350 ± 1.5 mm) is set as
follows:

1. Turn on the ignition.

2. Aerate the AVS system in neutral
position by setting the preselector
switch to N and pressing down the
clutch pedal.
Note 1. The cylinder must remain
aerated during
adjustment.
2. The gearbox must
mechanically be set in
neutral.

3. Verifying the size

- The size can be changed by sliding
away the rubber boot and loosening
the lock nut (22 mm). The shaft in
the yoke can now be turned until
the correct size is obtained.
- Screw the nut on the yoke (70 Nm).
- Slide the rubber boot over the nut
and the yoke ridge.
- Turn the cylinder towards the short
lever.
- Turn the short lever, which is not
fixed to the clutch shaft, until the
gaps in the yoke and the lever are
on the same line and the fitting bolt
that connects the lever and the
yoke can be mounted stress-free at
30 Nm. Fig. 15
- Lock the fitting bolt with a new
check nut (tightening torque 40
Nm).
- Clamp the short lever on the clutch
shaft by fastening the M10 bolt and
nut (tightening torque 46 Nm).
Note The short lever is meant for
one-time use only; it can only be
clamped around the clutch shaft
once.

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6.7 Adjusting outgoing shaft speed

sensor (fig. 16A, 16B, 16C)
Adjustment of the outgoing shaft speed
sensor (fig. 1 pos. 215) takes place as
follows:
- remove the sensor from the gearbox (fig.
16A)
- Measure distance X between the gearbox
housing and one of the teeth.
Note that the tooth must be in the centre
of the bore.
- Subsequently, measure distance Y (fig.
16B).
- The margin is then X - Y, which should be Fig. 16A
1.2 ±0.4 mm (fig. 16C).
- Adjust, if necessary, the measured margin
by replacing the distance washer.
- Mount the sensor without sealing
compound.

Fig. 16B

Fig. 16C

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6.8 Adjusting input speed sensor

(fig. 17A, 17B)
Adjustment of the input speed sensor (fig. 1
pos. 200) takes place as follows:
- remove the sensor from the gearbox (fig.
17A).
- Measure distance X between the gearbox
housing and one of the teeth.
Note that the tooth must be in the centre
of the bore.
- Subsequently, measure distance Y (fig.
17B).
- The margin is then X - Y, which should be
0.8 +0.2 - 0.35 mm. Fig. 17A
- Adjust, if necessary, the measured margin
by replacing the distance washer.
- Mount the sensor without sealing
compound.

fig. 17B

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7. AVS DIAGRAM

Figures 18 up to 31 shows the AVS diagram for the different situations

Fig. 18 Gearbox neutral

Fig. 19 1 st gear engaged
Fig. 20 2 nd gear engaged
Fig. 21 3 rd gear engaged
Fig. 22 4 th gear engaged
Fig. 23 5 th gear engaged
Fig. 24 6 th gear engaged
Fig. 25 7 th gear engaged
Fig. 26 8 th gear engaged
Fig. 27 reverse gear engaged
Fig. 28 Emergency control position 1 2 nd gear engaged
Fig. 29 Emergency control position 2 4 th gear emgaged
Fig. 30 Emergency control position N gearbox neutral
Fig. 31 Emergency control position R reverse gear engaged

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Fig. 18 Gearbox neutral

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Fig. 19 1e gear engaged

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Fig. 20 2e gear engaged

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Fig. 21 3e gear engaged

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Fig. 22 4e gear engaged

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Fig. 23 5e gear engaged

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Fig. 24 6e gear engaged

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Fig. 25 7e gear engaged

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Fig. 26 8e gear engaged

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Fig. 27 Reverse gear engaged

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Fig. 28 Emergency control position 1. 2e gear engaged

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Fig. 29 Emergency control position 2. 4e gear engaged

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Fig. 30 Emergency control position N. Gearbox neutral

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Fig. 31 Emergency control position R. Reverse gear engaged.

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8 AVS ERROR TABLE

AVS error messages are described in the following tables. Included are also possible causes, effects
on the system, solutions and safety guidelines.
System oriented errors cause an error number to show on the display, which can be viewed
according to the procedure Default drive program in chapter 4.6.

8.1 Pneumatic/mechanical errors:

Error Possible cause Solution

Rattling or chattering during Clutch switch incorrectly adjusted Use emergency switch to go to
shifting. or defective. nearest repair shop

Reverse cannot be accessed at - Teeth out of mesh. - Shift into reverse

first attempt. - Air pressure too low. again.
- Reverse engaged while vehicle - Increase air pressure.
is moving. - Stop vehicle and turn
rotary switch to "R"
again.

One or more gears cannot be
used.
- Air pressure too low. - Increase air pressure.
- System defective. - Use emergency
- Clutch does not switch to go to
disengage fully nearest repair shop.
- Follow directions
given by vehicle
manufacturer.

No feedback signal to clutch - Clutch pedal not held - Press pedal

pedal. down. completely down
- Pressure sensor during shifting and
defective. keep it there until
- Air pressure too low. feedback signal can
be felt in the pedal.
- Find repair shop.
Normal driving is
possible. Release
clutch when display
shows new gear.
- Check air pressure.

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Error
Engine cannot be started using
emergency switch.
Gears cannot be selected with
emergency switch.
Selected gear in emergency
switch is too high.
Engine cannot be started.
Engine cannot be started using
emergency switch.
Gear cannot be selected using
emergency switch.
34
3
Possible causes Solution
- Emergency switch is - Turn emergency switch
not in position "N". to position "N".
- Fuse defective. - Replace fuse.
- Not enough air - Increase air pressure.
pressure. - Depress clutch pedal
- Clutch not held down. completely and keep it
- Gear position not depressed during
sufficiently aerated. shifting.
- Depress clutch pedal
at least 5 sec. in gear
position.
- Neutral position not - Depress clutch pedal
sufficiently aerated at least 5 sec. in
(range group still neutral position.
in pos. "fast").
- Fuse blown. - Replace fuse.
- Gearbox is in gear. - Shift gearbox into
neutral (use air from
external source if
necessary).
- Emergency switch not - Turn emergency switch
in position "N". to "N".
- Fuse defective. - Replace fuse.
- Air pressure too low. - Increase air pressure
- Clutch not held down. in air receiver.
- Gear position - Depress clutch pedal
insufficiently aerated. completely and keep it
depressed during
shifting.
- Depress the clutch at
least 5 sec. in gear
position.
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8.2 Electric/electronic errors:

Display Error Effect on system Action by driver
nr. Safety guidelines

N 35,55 No feedback signal to clutch pedal. Driving can be continued.

Follow directions on display.
Press clutch pedal when new gear is displayed.

N 62,63, Gearbox doesn’t shift gears; when Check air pressure. If necessary: continue
64,65 in reverse: teeth out of mesh. driving with default drive system.

N 75,76 Gearbox doesn’t change gears. Use emergency switch to drive to nearest repair
shop.

N 91,92, No effects. Driving can be continued.

93 Have errors repaired.

34,54 Default drive light is constantly Driving can be continued.

burning or doesn’t work. Have errors repaired.

71,72, AVS drive program not optimally Driving can be continued.

73,74 adjusted. Have errors repaired.

77 Driving signal is not present. Driving can be continued. Shifting down only
allowed to maximum nominal rpm.

78 Driving signal not present. Longer Driving can be continued.

delay when shifting to starting Reverse gear can only be selected/deselected
gear. while stationary and when ignition is on.

N 84 Defective control device. Continue driving if possible.

Shifting down only allowed to maximum nominal
rpm.

N 88 Default drive program is active. Control (refer to chapter 4).

N 21 Starting gear cannot be selected. Use emergency system to find nearest repair
shop.

N 23 1st and 5th gear cannot be selected. Driving can be continued with manual
preselection.
Warning! 1st gear cannot be selected as starting
gear.

N 24 2nd and 6th gear cannot be Driving can be continued with manual
selected. preselection.
Warning! 2nd gear cannot be selected as starting
gear.

N 25 3rd and 6th gear cannot be Driving can be continued with manual
selected. preselection.

N 26 4th and 8th gear cannot be Driving can be continued with manual
selected. preselection.

N 27 Reverse gear cannot be selected. Select reverse using emergency switch.

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Display Error Effect on system Action by driver

nr. Safety guidelines

N 31 Applicable only for compression Shut off engine: refer to par. 5.5.2 B.
retarder via AVS: Warning! Shift down early when going
Engine cannot be shut of with downhill.
retarder.

N 32,52 Applicable only for ignition blocking Shut off engine: refer to par. 5.5.2. B.
via AVS system:
Engine cannot be shut off via ignition
lock.

N 36 No function "clutch hold-down". Wait for feedback signal to clutch pedal.

Warning! If the pedal is released before the
pulse, the clutch will not engage. The
displays shows "KU".

N, stop, 51 Applicable only for compression - Shift down early if going

retarder via AVS system:
- No retarder function.
- Engine cannot be shut
off with retarder.
- Retarder remains active
all the time.
downhill.
- Shut off engine: refer to
par. 5.5.2. B.
- To move vehicle out of danger
zone: pull plug from retarder
valve.
Warning: follow vehicle manufacturer’s
instructions.

N, stop, 28,41, Gearbox doesn’t shift gears. Use emergency switch to go to nearest
43,44, repair shop.
45,46,
47,48

N, stop, 56 Clutch will not engage in certain - Clutch engages: use emergency
circumstances. Gearbox does not switch to go to nearest repair
shift gears. shop.
- Clutch does not engage: driving
cannot be continued. Let vehicle
be towed.

N, stop, 61,67 No display message if clutch pedal is Check air pressure.

pressed. Continue driving with default drive program if
Display shows "KU" when clutch is necessary.
not pressed down.

N, stop, 81 Gearbox does not shift gears. Use emergency switch to drive to nearest
repair shop if no gear is selected after
switching the ignition off/on.

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