GS Funct

The following components are combined into one unit in The range module (A91) combines the following
gear module (A92): components into one unit:

- Gate sensor (SGG) (B60) - Range sensor (SRA) (B63)
- Gear shift cylinder (3) - Range shift cylinder (2)
- Uneven gears air admission solenoid valve (MUB) (Y35) - Range 1 solenoid valve (MR1) (Y31)
- Even gears air admission solenoid valve (MGB) (Y36) - Range 2 solenoid valve (MR2) (Y32)
- Uneven gears air release solenoid valve (MUE) (Y37)
- Even gears air release solenoid valve (MGE) (Y38)
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
Gate module (A90) Multifunction steering wheel (6)

The gate module (A90) and gear control (GS) control unit The back-up shift is operated via the button groups of the
(A16) form a single unit. multifunction steering wheel on the left (S144) and right
The following components are integrated into the gate (S145).
module (A90): The previously familiar rotary switch on the gear control
- Gate sensor (SGE) (B61) (GS) sensor unit (A15) is not applicable for the emergency
- Gate shift cylinder (1) shift.
- Splitter 1 solenoid valve (MS1) (Y29)
- Splitter 2 solenoid valve (MS2) (Y30) Base module (GM) (A7)
- Gate 1 solenoid valve (MG1) (Y33) The base module (BM) (A7) reads in the operation of the
- Gate 2 solenoid valve (MG2) (Y34) back-up shift via the multifunction steering wheel (6).
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
2.2 More advanced components 2.3 Further components
Gear control (GS) control unit (A16) Clutch travel sensor (B2)
The gear control (GS) control unit (A16) is a modular Instrument cluster (INS) (P2)
design. In the version for code (GS7) Gear control II, only Speed sensor (B17)
the software module for gear control (GS) which has - On vehicles with transfer case the vehicle speed sensor
extended shift functions is integrated. (B17) is located on the transfer case output.
Drive control (FR) control unit (A3)
The drive control (GS) control unit (A3) is a modular design. Transmission output speed rpm sensor
In the version for code (GS7) Gear control II, only the - Only on vehicles with 2-speed transfer case:
software module for drive control (FR) which has extended The transmission output speed rpm sensor is installed at the
functions is integrated.
transmission output.
Countershaft rpm sensor (B3)
Gear control (GS) shift control unit (A15)
----------------------------------------------------------------------------------------- Clutch booster (5)
Splitter sensor (SSP) (B62)
-----------------------------------------------------------------------------------------
3 Partial functions of gear control II (GS II)
The electronic systems for the partial functions at the
transmission end and vehicle end are separated from each
other. Information is exchanged between the drive control
(FR) and gear control (GS) in the form of
CAN messages.
3.2 Subfunction at transmission end

3.1 Subfunctions at vehicle end Shift transmission
Operation in normal mode
Operation in back-up mode
Displaying shift status
Acoustic output of shifting noise and warning tones -----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
4 CAN networking of gear control II (GS II)
The information between the control units which provide
relevant information for gear control II (GS II) is exchanged in
the form of CAN messages via the CAN data bus system.
In addition, the back-up mode K-line (KErs) is also available
when the backup shift is activated.
5 Overview of functions
5.1 Recording and evaluating shift commands in normal 5.2 Recording and evaluating shift commands in back-up
mode mode
The shift commands are recorded via the controls integrated The operating commands for navigation are entered in the
in the gear control (GS) (A15) sensor unit menu tree of the driver information system (FIS) via the left
The drive control (FR) control unit (A3) reads in the shift (S144) and right (S145) multifunction steering wheel (6)
button groups.
signals from the (GS) sensor unit (A15), evaluates them and
Copyright Daimler AG 4/14/11 G/07/08. This WIS printout will not be recorded by the update service. Page 2
The drive control (FR) control unit (A3) reads in the shift (S144) and right (S145) multifunction steering wheel (6)
button groups.
signals from the (GS) sensor unit (A15), evaluates them and
The base module (GM) (A7) reads in the shift commands
transmits corresponding
from the multifunction steering wheel (6), evaluates them and
CAN messages via the transmission CAN (CAN 5) to the gear transmits appropriate CAN messages to the instrument (INS)
control (GS) control unit (A16). (P2).
The instrument (INS) (P2) transmits the gear and clutch
requests selected by the driver as
CAN messages via the K-line back-up mode (KErs) to the
----------------------------------------------------------------------------------------- gear control (GS) control unit (A16).

-----------------------------------------------------------------------------------------
5.3 Recording and evaluating the operating condition at the 5.4 Shifting the transmission
vehicle end and transmission end The gear control (GS) control unit (A16) actuates the shift
The drive control (FR) control unit (A3) is the interface cylinder solenoid valves via electrical shift signals.
between the control units at the vehicle end and the gear The solenoid valves therefore the control air admission and
control (GS) control unit (A16). The integral software module
air release of the working spaces of the associated shift
for drive control (FR) records information relevant to shifts
about the operating condition at the vehicle end and evaluates cylinders. Their piston rods assume a defined position and in
it. the process operate the associated shift mechanism for
The gear control (GS) control unit (A16) is the interface
shifting the gear, range and splitter shift groups as well as the
between the transmission and the drive control (FR) control
gate position.
unit (A3). The integral software module for gear control (GS)
measures the shift status and operating condition at the
transmission end via the electrical signals from the
transmission sensors. and evaluates them.
The CAN messages of both control units are available
via the transmission CAN (CAN 5). CAN messages from the
control units of other systems with information relevant to
shifts for the gear control (GS) are placed by the drive control
(FR) (A3) control unit on the transmission CAN (CAN 5) or if -----------------------------------------------------------------------------------------
necessary evaluated by the drive control (FR).
-----------------------------------------------------------------------------------------
5.5 Displaying the shift condition and emitting shift noise and 5.6 Displaying the shift status and emitting shift noise and
warning tones in normal mode warning tones in back-up mode
The gear control (GS) control unit (A16) transmits the CAN The gear control (GS) control unit (A16) transfers the CAN
messages containing information on the display of the shift messages over the K-line back-up mode (KErs) to the
status and on the output of warning tones and shift noises to instrument (INS) (P2).
the drive control (FR) control unit (A3) via the transmission The instrument (INS) (P2) produces corresponding displays in
CAN (CAN 5). the driver information system (FIS) display and generates
The base module (GM) (A7) receives the
acoustic messages, the output of which takes place via the
CAN messages from the drive control (FR) control unit (A3)
center speaker.
and places them on the vehicle CAN (CAN 1) and on the
interior CAN (CAN 2) in a redundant manner, thus making
them available to the instrument cluster (INS) (P2).
Operation in normal mode, function GF26.20-W-3001MP

Operation in back-up mode, function GF26.20-W-3002MP
Enabling back-up mode, function GF26.20-W-3003MP
Activating back-up mode, function GF26.20-W-3004MP
CAN communications between the drive GF26.20-W-3005MP
control (FR) and the gear control (GS),
function
Shifting the transmission, function GF26.20-W-3007MP
Displaying the shift status, function GF26.20-W-3008MP
Acoustic output of shift noises and warning GF26.20-W-3009MP
tones, function
GF26.20-W-0999MP Gear control (GS) function description contents 14.4.08
TRANSMISSION 715.5 in MODEL 930, 932, 933, 934
with CODE (GS7) Gear control II
except CODE (GE2) Electronic drive control II
Gear control (GS), function GF26.20-W-0001MP

Operation in normal mode, function GF26.20-W-3001MP
Operation in back-up mode, function GF26.20-W-3002MP
Enabling back-up mode, function GF26.20-W-3003MP
Activating back-up mode, function GF26.20-W-3004MP
CAN communications between the drive GF26.20-W-3005MP
control (FR) and the gear control (GS),
function
Shifting the transmission, function GF26.20-W-3007MP
Displaying the shift status, function GF26.20-W-3008MP
Acoustic output of shift noises and warning GF26.20-W-3009MP
tones, function
Gear control (GS) survey of system GF26.20-W-9999MP
components, location/task/design/function
GF26.20-W-3012-03MP Gear module, design
The gear module (A92) is a unit in which the

following components are integrated:
- Gear shift cylinder

- Gate sensor (SGG) (B60)
- Uneven gears air admission solenoid
valve (MUB) (Y35)
Even gears air admission solenoid valve
(MGB)Y36
Uneven gears air release solenoid valve
(MUE)Y37
Even gears air release solenoid valve
(MGE)Y38
W26.20-1120-06
GF26.20-W-3012-04MP Gear module, function
1 Electrical connection "solenoid

valves ground"
1/3 Applied position "uneven gears"
2 Electrical connection "+ Uneven
gears air admission solenoid
valve (MUB) (Y35)"
2/4/R Applied position "even gears"
3 Electrical connection "+ Even
gears air admission solenoid
valve (MGB) (Y36)"
4 Electrical connection " - gear
sensor (SGG) (B60)"
5 Electrical connection "+ gear
sensor (SGG) (B60)"
W26.20-1117-06
6 Electrical connection "+ even B60 Gear sensor (SGG) A Gear shift cylinder
gears air release solenoid valve Y35 Uneven gears air admission B Double-diameter piston
(MGE) (Y38)" solenoid valve (MUB) N Applied position "neutral"
7 Electrical connection "+ uneven Y36 Even gears air admission
gears air release solenoid valve solenoid valve (MGB)
(MUE) (Y37)" Y37 Uneven gears air release
11 Reservoir pressure connection solenoid valve (MUE)
11 Y38 Even gears air release solenoid
32 Vent connection 32 valve (MGE)
1 Function when shifting uneven gears 1, 3, 5, 7

The uneven gears air admission solenoid valve (MUB) (Y35) The uneven gears air release solenoid valve (MUE) actuated
and uneven gears air release solenoid valve (MUE) (Y37) are (Y37) is located in the disable position and as a result
only actuated in pairs with an electrical signal from the gear separates the air ducts used for air admission and air release.
control (GS) control unit (A16).
The piston rod is fully extended in the applied position
The uneven gears air admission solenoid valve (MUB) (Y35) "uneven gears" (1/3).
actuated switches into the flow position and directs the
reservoir compressed air prevailing at the reservoir pressure The gear sensor (SGG) (B60) is not operated in the applied
connection 11 (11) into the working space of the gear shift position "uneven gears" (1/3).
cylinder (A). The result of its pressurization is that the double-
diameter piston (B) is moved towards the applied position
"uneven gears" (1/3).
Via the even gears air release solenoid valve (MGE) (Y38)
which is not actuated and which is in the through-flow
position, the air can escape from the opposite operating
chamber and reaches the atmosphere via the air release
connection 32 (32).
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
2 Function when shifting the even gears 2, 4, 6, 8 or

reverse gear
The even gears air admission solenoid valve (MGB) (Y36) The space between the double-diameter piston (B) and
and the even gears ventilation solenoid valve (MGE) (Y38) contact surface of the gear shift cylinder (A) is not vented via a
are solely actuated in pairs by the control gear control unit solenoid valve but via a direct connection to the vent
(GS) (A16) with an electrical signal. connection 32 (32).
The actuated even gears air admission solenoid valve (MGB) The uneven gears air release solenoid valve (MUE) actuated
(Y36) switches into the flow position and directs the reservoir (Y38) is located in the disable position and as a result
compressed air prevailing at the reservoir pressure connection separates the air ducts used for air admission and air release.
11 (11) into the working space of the gear shift cylinder (A).
The piston rod is fully extended in the applied position "even
The result of its pressurization is that the double-diameter gears" (2/4/R).
piston (B) is moved towards the applied position "even gears"
(2/4/R). The gear sensor (SGG) (B60) is not operated in the applied
position "even gears" (2/4/R).
Via the uneven gears air release solenoid valve (MUE) (Y37)
which is not actuated and which is in the flow-through
position, the air can escape from the opposite working
chamber and reaches the atmosphere via the air release
connection 32 (32).
-----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
3 Function when shifting into neutral

All the solenoid valves are actuated. The piston rod is located in the intermediate position in the
The uneven gears air admission solenoid valve (MUB) (Y35) applied position "neutral" (N).
and even gears air admission solenoid valve (MGB) (Y36)
switch into the flow position and both working spaces of the The gear sensor (SGG) (B60) is half operated in the applied
gear shift cylinder (A) are pressurized. position "neutral" (N).
The uneven gears air release solenoid valve (MUE) (Y37) and
even gears air release solenoid valves (MGE) (Y38) are
located in the disable position and separate the working
spaces used for air admission from the air ducts used for air
release.
The space between the double-diameter piston (B) and

contact surface of the gear shift cylinder (A) is not vented via a
solenoid valve but via a direct connection to the vent
connection 32 (32).
GF26.20-W-3013-02MP Gate module, task
The components in the gate module (A90) perform the following

tasks:
1 Tasks of gate shift cylinder 3 Tasks of splitter 1 solenoid valve (MS1) (Y29) and splitter 2
Mechanical operation of the shift mechanism for shifting: solenoid valve (MS2) (Y30)
- the gate for reverse gear Control of air admission and air release of the working
spaces of the splitter shift cylinder.
- the gate for gears 1, 2, 5 or 6
- the gate for gears 3, 4, 7 or 8
4 Tasks of gate 1 solenoid valve (MG1) (Y33) and gate 2
Manual actuation of gate sensor (SGE) (B61).
solenoid valve (MG2) (Y34)
Control of the air admission and air release of the working
2 Task of gate sensor (SGE) (B61)
spaces of the gate shift cylinder.
Senses the position of the piston rod of the gate shift
cylinder and provides a corresponding electrical signal.
GF26.20-W-3013-03MP Gate module, design
The gate module (A90) forms a unit with the gear control (GS)
control unit.
The following components are integrated into the gate module

(A90):
- Gate shift cylinder
- Gate sensor (SGE) (B61)
- Split 1 solenoid valve (MS1) (Y29)
- Split 2 solenoid valve (MS2) (Y30)
- Gate 1 solenoid valve (MG1) (Y33)
- Gate 2 solenoid valve (MG2) (Y34)
W26.20-1121-12
GF26.20-W-3014-02MP Range module, task
The components in the range module (A91) perform the following

tasks:
1 Tasks of range shift cylinder (range group) 2 Task of range sensor (SRA) (B63)
Mechanical actuation of the range sensor (SRA) (B63) and of Senses the position of the piston rod of the range shift
the shift mechanism for shifting the "Low-speed" range group cylinder and provides a corresponding electrical signal.
(gears 1 to 4 and reverse gear on transmission 715.5, and
gears 1 to 3 and reverse gear on transmission 715.3) and for 3 Tasks of range 1 solenoid valve (MR1) (Y31) and range 2
shifting the "High-speed" range group (gears 5 to 8 on solenoid valve (MR2) (Y32)
transmission 715.5, and gears 4 to 6 and reverse gear (fast) Control of air admission and air release of working spaces of
on transmission 715.3). the range shift cylinder.
GF26.20-W-3014-03MP Range module, design
The range module (A91) is a unit in which the following components

are integrated:
- Range shift cylinder
- Range sensor (SRA) (B63)
- Range 1 solenoid valve (MR1) (Y31)
- Range 2 solenoid valve (MR2) (Y32)
W26.20-1122-11
GF26.20-W-3014-04MP Range module, function
1 Electrical connection "range

sensor ground (SRA) (B63)"
2 Electrical connection "+ range 2
solenoid valve (MR2) (Y32)"
5 Electrical connection "+ range
sensor ground (SRA) (B63)"
6 Electrical connection "+ range 1
solenoid valve (MR1) (Y31)"
7 Electrical connection " range 1
solenoid valve ground (MR1)
(Y31) and range 2 solenoid valve
ground (MR2) (Y32)"
W26.20-1119-06
12 Reservoir pressure connection B63 Range sensor (SRA) A Range shift cylinder
12 Y31 Range 1 solenoid valve (MR1) RH Applied position, "High" range
33 Vent connection 33 Y32 Range 2 solenoid valve (MR2) RL Applied position, "Low" range
1 Function when shifting the "Low" range group 2 Function when shifting the "High" range group
Range 1 solenoid valve (MR1) (Y31) is actuated by the gear The "High" range group is shifted in exactly the same way as
control (GS) control unit (A16), goes into the applied position the "Low" range group (see 1), the two range 1 (MR1) (Y31)
and leads the reservoir compressed air applied at reservoir and range 2 solenoid valves (MR2) (Y32) exchanging their
pressure connection 12 (12) into the working space of the functions.
range shift cylinder (A) so that the piston is moved towards
the applied position "Low" range (RL). The piston rod is fully The range sensor (SRA) (B63) is not actuated.
retracted in applied position "Low" range (RL).
The other working space is vented via the range 2 solenoid

valve (MR2) (Y32) which is not actuated directly to the vent
connection 33 (33) into the atmosphere.
The range sensor (SRA) (B63) is actuated.
GF26.20-W-3051MP Split shift cylinder, location / task 5.12.06
TRANSMISSION 715.3 in MODEL 930, 934 with CODE (GS7) Gear control II
TRANSMISSION 715.5 in MODEL 930, 932, 933, 934 with CODE (GS7) Gear control II
1 Splitter shift cylinder
W26.20-1074-11
Splitter shift cylinder, location The split shift cylinder (1) is mounted on the
front section of the transmission housing on
the right-hand side.
Splitter shift cylinder, task Manual actuation:
- of the shift mechanism for shifting the
splitter group and
- of the splitter sensor (SSP) (B62).
GF26.20-W-3100-02MP Gear control (GS) control unit, task
1 General
The gear control (GS) control unit (A16) is the central control The gear control (GS) control unit (A16) carries out a logically
electronics for the implementation of functions at the structured data exchange with other system components and thus
transmission end. In normal driving mode and in back-up makes its contribution to the controlled sequence of the gear
mode the software modules for gear control (GS) integrated in control (GS).
the gear-control control unit (GS) (A16) and the clutch
operating system (KB) take over accurately defined tasks in The gear control (GS) control unit (A16) detects certain
each case. malfunctions and is capable of self-diagnosis.
The software module for the clutch operating system (KB)

is only integrated on vehicles with code (GE2) Electronic drive
control II or code (GE3) Mercedes PowerShift.
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
2 Recording and evaluating electrical sensor signals 3 Recording, evaluating and conveying CAN messages with
The electrical signals from the following sensors are data relevant to shifting CAN messages with data relevant to
measured and evaluated directly: shifting are read in and evaluated via the transmission CAN
- Clutch travel sensor (B2) (CAN 5) or if necessary via the K-line back-up mode.
- Countershaft rpm sensor (B3) Calculated vice versa and the gear-control control unit (GS)
- Vehicle speed sensor (B17) (A16) has data which it conveys as CAN messages to the
- Transmission oil temperature sensor (B47)
- Transmission output speed rpm sensor (B57) control units of other systems.
- Gate sensor (SGG) (B60) Within the gear control (GS) control unit (A16) the data is
- Splitter sensor (SSP) (B62) processed by the two software modules for gear control (GS)
- Range sensor (SRA) (B63) and clutch operator (KB).
- Transmission output speed rpm sensor (B99) (only when
Example:
transfer case is fitted)
The shift commands from the gear control (GS) shift control
unit (A15) are read in by the drive control (FR) control unit
-----------------------------------------------------------------------------------------
(A3) and conveyed to the gear-control control unit (GS) (A16)
as corresponding CAN messages via the transmission CAN
(CAN 5).
-----------------------------------------------------------------------------------------
4 Electrical actuation of solenoid valves for shifting
individual shift groups
The software module for gear control (GS) actuates the
following electropneumatic solenoid valves for shifting the
individual shift groups and the gate position with an electrical
control signal.
- Range 1 solenoid valve (MR1) (Y31) or range 2 solenoid - Gate 1 solenoid valve (MG1) (Y33) or gate 2 solenoid valve
valve (MR2) (Y32) - these are integrated into the range (MG2) (Y34) - these are integrated into the gate module
module (A91) and they shift the range group (A90) and shift the gate position
- Split 1 solenoid valve (MS1) (Y29) or split 2 solenoid valve - Countershaft brake solenoid valve (Y125) - this is
(MS2) (Y30) - these are integrated into the gate module integrated the gate module (A90) and shifts the
(A90) and they shift the splitter group countershaft brake.
- Uneven gears air admission solenoid valve (MUB) (Y35), Only on vehicles with code (GE3) Mercedes PowerShift.
even gears air admission solenoid valve (MGB) (Y36), odd
gears admission solenoid valve (MUE) (Y37) or even gears
air release solenoid valve (MGE) (Y38) - these are
integrated into the gear module (A92) and they shift the
gear group -----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
5 Electrical actuation of solenoid valves for operating the

clutch
The following electropneumatic solenoid valves of the clutch
actuator (A93) are actuated to operate the clutch by the
software module for the clutch operating system (KB):
- Clutch air admission 1 solenoid valve (Y39.1)
- Clutch air release 1 solenoid valve (Y39.3)
GF26.20-W-3100-02MP Gear control (GS) control unit, task
1 General
The gear control (GS) control unit (A16) is the central control The gear control (GS) control unit (A16) carries out a logically
electronics for the implementation of functions at the structured data exchange with other system components and thus
transmission end. In normal driving mode and in back-up makes its contribution to the controlled sequence of the gear
mode the software modules for gear control (GS) integrated in control (GS).
the gear-control control unit (GS) (A16) and the clutch
operating system (KB) take over accurately defined tasks in The gear control (GS) control unit (A16) detects certain
each case. malfunctions and is capable of self-diagnosis.
The software module for the clutch operating system (KB)

is only integrated on vehicles with code (GE2) Electronic drive
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
2 Recording and evaluating electrical sensor signals 3 Recording, evaluating and conveying CAN messages with
The electrical signals from the following sensors are data relevant to shifting CAN messages with data relevant to
measured and evaluated directly: shifting are read in and evaluated via the transmission CAN
- Clutch travel sensor (B2) (CAN 5) or if necessary via the K-line back-up mode.
- Countershaft rpm sensor (B3) Calculated vice versa and the gear-control control unit (GS)
- Vehicle speed sensor (B17) (A16) has data which it conveys as CAN messages to the
- Transmission oil temperature sensor (B47)
- Transmission output speed rpm sensor (B57) control units of other systems.
- Gate sensor (SGG) (B60) Within the gear control (GS) control unit (A16) the data is
- Splitter sensor (SSP) (B62) processed by the two software modules for gear control (GS)
- Range sensor (SRA) (B63) and clutch operator (KB).
- Transmission output speed rpm sensor (B99) (only when
Example:
transfer case is fitted)
The shift commands from the gear control (GS) shift control
unit (A15) are read in by the drive control (FR) control unit
-----------------------------------------------------------------------------------------
(A3) and conveyed to the gear-control control unit (GS) (A16)
as corresponding CAN messages via the transmission CAN
(CAN 5).
-----------------------------------------------------------------------------------------
4 Electrical actuation of solenoid valves for shifting
individual shift groups
The software module for gear control (GS) actuates the
following electropneumatic solenoid valves for shifting the
individual shift groups and the gate position with an electrical
control signal.
- Range 1 solenoid valve (MR1) (Y31) or range 2 solenoid - Gate 1 solenoid valve (MG1) (Y33) or gate 2 solenoid valve
valve (MR2) (Y32) - these are integrated into the range (MG2) (Y34) - these are integrated into the gate module
module (A91) and they shift the range group (A90) and shift the gate position
- Split 1 solenoid valve (MS1) (Y29) or split 2 solenoid valve - Countershaft brake solenoid valve (Y125) - this is
(MS2) (Y30) - these are integrated into the gate module integrated the gate module (A90) and shifts the
(A90) and they shift the splitter group countershaft brake.
- Uneven gears air admission solenoid valve (MUB) (Y35), Only on vehicles with code (GE3) Mercedes PowerShift.
even gears air admission solenoid valve (MGB) (Y36), odd
gears admission solenoid valve (MUE) (Y37) or even gears
air release solenoid valve (MGE) (Y38) - these are
integrated into the gear module (A92) and they shift the
gear group -----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
5 Electrical actuation of solenoid valves for operating the

clutch
The following electropneumatic solenoid valves of the clutch
actuator (A93) are actuated to operate the clutch by the
software module for the clutch operating system (KB):
GF30.35-W-4103-02MP Task of the drive control (FR) control unit
1. Ignition off
Storing vehicle-specific data (parameters, protective

functions, equipment). The drive control (FR) control unit
(A3) has a sticker with the corresponding data.
In the event of a system fault, storing the appropriate fault
code (with indication of time and frequency).
Storing highest maximum engine torque as verification of
manipulation of performance. The stored maximum value
cannot be overwritten (changed back).
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
2. After switching on the ignition (in the operating mode)
Operating brake lights (if brake light switch operated or if Immobilizer function
engine brake operated with a deceleration of 1 m/s 2 up to - Checking transponder code and storing until ignition
2 switched off
0.5 m/s ).
24 V voltage supply of the electronic foot throttle actuator - Sending transponder code and status of the immobilizer
(B1). on request from the engine control (MR) control unit (A6)
5 V voltage supply for via the engine CAN (CAN 4).
- coolant level switch (B6) Constantly monitoring connected components and data
- Outside temperature sensor (B4) lines (CAN data buses) for detecting faults.
Supplying four switch outputs (GSV1 to GSV4) with 24 V Continuous data exchange (regulation specifications, data
square-wave voltage (pulsed for monitoring). checking) via the engine CAN (CAN 4) to the engine control
Detecting the maximum engine torque and drag torque (MR) control unit (A6).
(engine braking effect) for engine control. Continuous data transfer via the vehicle CAN (CAN 1), e.g.
Sending service messages (outside temperature) for display parking brake applied,
in the instrument (INS) (P2). other electronic systems.
Communications interface (Gateway) to read out the If a fault exists (at vehicle and engine side), activating the
diagnosis (INS, STAR DIAGNOSIS) of control unit versions, yellow and red fault light through the instrument.
measured values, fault codes and vehicle-specific data
(parameter values) etc. for engine control (MR) and the
flame starting system (FLA).
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
3. After switching on the ignition (in the diagnostic and

parametric mode)
Conducting the following automated learning processes Measurement and activation functions for the following
(detecting parameterizing data): connected components:
- Circuit W conversion factor (is redundant speed signal) - Constant throttle/engine brake solenoid valve
- Control units on the vehicle CAN (CAN 1) with data (actuation and measurement)
exchange to drive control (FR): instrument (INS), brake - Brake light relay (actuation and measurement)
control (BS), parameterizable special module (PSM) - D+ relay (actuation and measurement)
- Immobilizer read-out electronics - Coolant level switch ( measurement)
- Foot throttle actuator (with STAR DIAGNOSIS or - Outside temperature sensor ( measurement)
instrument) Preparing and storing variable parameterization values in
various access authorization stages
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
4 While starting the engine
Alternator pre-excitation and D+ recognition by means of Protective function for a start or start/stop button operation
an integrated electronic circuit. A 300 resistance is on the engine. Before engine control (MR) control unit (A6)
connected to D+ for this purpose till a charge signal is enables the "Start" and "Crank engine" functions, the drive
detected or the engine speed has reached 1000/rpm. The control (FR) control unit (A3) checks whether the
display is, as before, through a red charge indicator lamp. transmission is in the neutral position.
When switching on the terminal 15 the engine CAN (CAN Engine torque change limit in the case of cold start (if
4) is initialized to the engine control (MR) control unit (A6). parameter 35 is set to "YES").
For terminal 50 (starter position at ignition lock) starter
actuation is requested by the engine control (MR) control unit
(A6) if direct actuation from the engine control (MR) control
unit (A6) is defective or faulty.
-----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
5. Additional functions in case of the following equipment
variants
For code (EM7) Parameterizable special module with body
For code (M89) Flame starting system (FLA) CAN bus (ISO 11992), code (EM8) Parameterizable special
Gateway function (translation function for the different module with body and trailer CAN bus (ISO 11992) or
communication form and transmission rate between engine code (EM9) Parameterizable special module with body
and vehicle CAN data bus) for service and fault messages of and trailer CAN bus, ISO 11898 instead of 11992
the flame starting system (FLA) connected to the special Data exchange via the vehicle CAN (CAN 1) with the PSM
communication form and transmission rate between engine code (EM9) Parameterizable special module with body
and vehicle CAN data bus) for service and fault messages of and trailer CAN bus, ISO 11898 instead of 11992
the flame starting system (FLA) connected to the special Data exchange via the vehicle CAN (CAN 1) with the PSM
equipment CAN data bus. The service and fault messages, control unit (A22) after the ignition is switched on to enable
like the service and fault messages from the engine control the working speed control (after ignition is switched on in
(MR) control unit (A6) in the data transmission form on vehicle operating mode).
CAN (CAN 1) - high-speed-CAN bus with the high transfer Switching off engine control functions in the case of PSM
rate, translated and passed on (after ignition is switched on in identifier (message)
operating mode). ID900 The engine Start, Stop and lock function as well as the
Monitoring the special equipment CAN data bus. If faults
exist, e.g. engine CAN (CAN 4) in single-wire mode, the working speed control and the selection of the controller
special equipment CAN data bus is switched off (only if
engine running or when driving). model takes place through the PSM control unit (A22) only
-----------------------------------------------------------------------------------------
for a running engine or while driving).
-----------------------------------------------------------------------------------------
For code (GS7) Gear control II (also in combination with For code (MD9) Cruise control
code (GE2) Electronic drive control II or code (GE3) Cruise control and cruise control, control.
Mercedes PowerShift) Raising the idle speed up to about 750/rpm through the
Automatic gear determination (AG). cruise control lever.
Computation of all processes required for regulation and Cruise control monitoring (switching off if fault at operating
2
control of the clutch (KS). lever and deceleration > 2 m/s without brake light signal).
Actuation and operation of the electropneumatic clutch Standby function for cruise control regulation (memory
actuator via the software module clutch operating system function for cruise control speed if clutch operated for less
(KB) in the gear control (GS) control unit (A16). than 5 s).
Power supply and recording of data by the gear control
(GS) shift control unit (A15).
Continuous data exchange via the transmission CAN
(CAN 5)
GF42.25-W-3116-02MP Brake control (BS) control unit, task
The brake control (BS) control unit is the central component of the
Telligent brake system (BS). It monitors and controls all functions
integrated in the brake system.
The brake control (BS) control unit

determines the driver's braking requirements via the electrical decides whether ABS or ASR intervention is necessary, and
signals from the brake power sensor, then controls and monitors the respective regulation
evaluates the signals from the wheel-speed and brake wear processes,
sensors, evaluates feedback from the brake components during the
receives brake-related information from other vehicle systems entire braking operation and, if necessary, adjusts the brake
via the data bus, pressure,
combines all input parameters and calculates the brake controls the hill holder function,
pressures for the individual axles and for the trailer taking into performs self-tests and continuously monitors all functions of
account the distribution of braking force and harmonization of the electropneumatic brake regulation system,
brake wear, triggers measures to ensure that the service brake continues
supplies the appropriate electrical signals to actuate the to function correctly in the event of faults or failures
proportioning relay valve at the front axle, the axle modulator and
for the drive axle and the trailer control valve used to regulate stores system faults for diagnostic purposes and immediately
the brake pressures, informs the driver of serious faults via the display field in the
instrument (INS).
GF26.20-W-3011-04MP Gear control (GS) sensor unit, function
A15 Gear control (GS) shift control

unit
A15s1 Main lever UP
A15s2 Main lever DOWN
A15s3 Half-gear lever UP
A15s4 Half-gear lever DOWN
A15s5 Function button
A15s6 Neutral button
A15s7 AUTO/MAN switch
W26.20-1131-04
1 Switching the microswitches
The controls of the gear control (GS) sensor unit (A15) are Corresponding signal voltages are applied to the signal
connected to a total of 7 microswitches which are switched by outputs of the gear control (GS) sensor unit (A15) depending
them when the controls are operated: on the shift status of the microswitches.
- Main lever UP (A15s1)
- Main lever DOWN (A15s2) These signal voltages are conveyed via electrical lines to
- Half-gear lever UP (A15s3) the drive control (FR) control unit (A3) and processed further
- Half-gear lever DOWN (A15s4) there.
- Function button (A15s5)
- Neutral button (A15s6)
- AUTO/MAN switch (A15s7)
Only on vehicles with code (GE2) Electronic drive
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
2 Control status of the microswitches depending on the

shift carried out
2.1 Main lever UP (A15s1) and main lever DOWN (A15s2) Shifting into the adapted gear:
Shifting into reverse gear: The main lever UP (A15s1) or main lever DOWN (A15s2)
The transmission is in neutral, the main lever DOWN are shifted.
(A15s2) is shifted together with the function button (A15s5)
(see 2.3). The adapted gear is determined by the gear control
(GS) control unit (A16) (Telligent selection).
Upshift and downshift by one gear:
The main lever UP (A15s1) or main lever DOWN (A15s2) 2.2 Half-gear lever UP (A15s3) or half-gear lever DOWN
are each shifted together with the function button (A15s5) (A15s4)
(see 2.3). Upshift or downshift by a half gear or by one-and-half
gears:
Upshift and downshift by one and half gears: The half-gear lever UP (A15s3) or half-gear lever DOWN
The main lever UP (A15s1) or main lever DOWN (A15s2) (A15s4) is shifted.
are each shifted together with the function button (A15s5)
(see 2.3). 2.3 Function button (A15s5)
The half-gear lever UP (A15s3) or half-gear lever DOWN Upshift or downshift by a gear or by one and a half gears
(A15s4) are also shifted (see 2.2). as well as shifting into reverse gear:
----------------------------------------------------------------------------------------- The function button (A15s5) is shifted.
-----------------------------------------------------------------------------------------
2.4 Neutral button (A15s6) 2.5 AUTO/MAN switch (A15s7)
Shifting into neutral:
The neutral button (A15s6) is shifted. Only on vehicles with code (GE2) Electronic drive control
The main lever UP (A15s1) and main lever DOWN (A15s2) II or code (GE3) Mercedes PowerShift.
as well as the half-gear lever UP (A15s3) and half-gear
lever DOWN (A15s4) are not shifted. The AUTO/MAN switch (A15s7) is shifted to the manual or
automatic shift mode.
GF54.21-W-4014-02MP Base module (GM), task
The base module (A7) is the central electronic unit in the "contact" 3 Level control (NR)
networking principle and is linked over various CAN data bus Reads the actuation of buttons on the operating module, or, if a
systems with the control modules of all the other electronic button on the modular switch panel (MSF) is actuated, receives
systems. the associated message from master switch module 4 (A68).
Converts the incoming signal from the operating module into a
1 Cab release message and relays it over the frame CAN (CAN 3) to the rear
Receives the switching signal via the left and right cab release module (A65), or relays the incoming message from master
switches (S20, S21). switch module 4 (A68) over the frame CAN (CAN 3) to the rear
Sends relevant information in the form of CAN messages to the module (A65).
instrument (P2) and makes it available to other control modules
on the vehicle CAN (CAN 1). 4 Gateway function
Translates CAN messages from one CAN system for relaying
2 Locking system radio receivers over another CAN system because of different transmission
Receives the radio signal (868 MHz) from the radio remote rates.
control.
Converts the incoming signal into a CAN message and
transmits it over the interior CAN (CAN 2) to the driver door
module control module (A66) or passenger door module control
module (A67). -----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
5 Power take-off 8 Parameterizable function pins

Receives CAN messages from master switch module 4 (A68). The base module (A7) features three parameterizable outputs,
Checks the activation conditions for the PTO: called function pins, which can fulfill two predefined and one
- Vehicle speed selectable function. These are:
- Clutch fully open Position lights
- Transmission in neutral Actuates all three outputs when the signal "terminal 58 ON" is
- Engine running at idle speed detected.
- Parking brake engaged Speed indicator lamps for Japan
Actuates the PTO 1 and 3 solenoid valves (Y46, Y48). - Actuates Pin 1 at and above a speed of 20 km/h.
Reads the state of PTOs 1 and 3 via the PTO 1 and 3 indicator - Actuates Pin 2 at and above a speed of 40 km/h.
switches (S23, S80). - Actuates Pin 3 at and above a speed of 60 km/h.
Relays information on the state of PTOs 1 and 3 as messages Threshold function / logic function
on the vehicle CAN (CAN 1) and the interior CAN (CAN 2). - Actuates Pins 1 to 3 individually when a dynamic value is
exceeded or not attained.
6 Diagnostic socket Examples of dynamic values:
Interface for connection of an external tester (STAR Vehicle speed, engine speed, engine oil pressure, coolant
DIAGNOSIS) to the diagnostic socket, which is connected to the temperature
base module (A7) via the diagnostic K-line. - Relays the values as CAN messages on the vehicle CAN
(CAN 1), the interior CAN (CAN 2) and the frame CAN (CAN
7 Multifunction steering wheel 3).
Reads actuation of the buttons, converts it into an appropriate
message and transmits is over the vehicle CAN (CAN 1) to the
instrument (P2) or over the interior CAN (CAN 2) to the radio
(A9).
-----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
9 Headlamp range adjustment 12 Central data memory (ZDS)
Receives CAN messages from master switch module 4 (A68). Stores the entire software programs including all parameters of
Relays the message over the frame CAN (CAN 3) to the front all the electronic systems installed in the vehicle.
module (A64). Performs a master function in distributing the parameters
between the individual electronic systems, e.g. after
10 Communications processor KOM replacement of a control module.
The KOM interface for the connection of conventional computers or
transmission devices allows: 13 Signaling horn or fanfare horns
Data to be processed externally, or Reads messages concerning the driver's commands (fanfare or
Data to be remotely transmitted via the "FleetBoard" system signaling horn, and actuation of the horn button) from master
switch module 4 (A68).
11 Maintenance system (WS) Actuates the air horn solenoid valve (Y50).
The maintenance system (WS) is integrated into the base module Transmits the CAN message over the frame CAN (CAN 3) to
(A7). the front module (A64).
Reads CAN messages over the various CAN systems with the
relevant information on the following data: 14 Headlamp cleaning system, windshield washer system
- Wear data (e.g. brake lining wear) Receives CAN messages from master switch module 4 (A68).
- Service fluids (e.g. oil temperatures) Actuates the washer pump (M4) and windshield wiper motor
- Operating states of major assemblies (rotational speeds) (M3).
Evaluates measured data and computes service intervals. Actuates the headlamp washer pump (M5).
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
15 Cab tilting mechanism Relays CAN messages.

Reads information concerning the state of the tilting pump motor - To the front module (A64)
switch (S76) in the form of messages from master switch Information concerning actuation of the front lights.
module 4 (A68).
Copyright Daimler AG 4/14/11 G/07/08. This WIS printout will not be recorded by the update service. - To the rear module (A65) Page 1
- To the rear module (A65)
Transmits the operating voltage of 24 V to the output for the
Information concerning actuation of the rear lights.
tilting pump motor (M18).
- To the driver door module control module (A66) and the
The tilting pump motor (M18) is actuated by the integrated passenger door module control module (A67)
tilting pump button (S90). Information concerning actuation of the entrance lights.
Actuates the interior lights.
16 Lights
- Passenger-side reading lamp (E30)
The base module (A7) is responsible for the logic for all the
- Top and bottom bunk lamps (E31, E32)
switching functions of the vehicle lights. It reads the switching
- Driver and passenger stowage space lamps (E38, E39)
functions via appropriate CAN messages, relays CAN messages to
- Left and right outer stowage space lamps (E40, E41)
the relevant units and control modules for actuating the exterior
- Waistrail and roof ambient lighting (E54, E55)
lights and actuates the interior lights itself.
- Driver, center and passenger-side storage compartment
Reads CAN messages from the following control modules:
lamps (E58, E59, E60)
- Master switch module 4 (A68)
- Driver and passenger-side interior lamps (E61, E62)
- Brake control (BS) control module (A11) Transmits control signals to the trailer socket for actuating the
- Drive control (FR) control module (A3)
lights on the trailer.
- Driver door module control module (A66)
- Passenger door module control module (A67)
-----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
17 Anti-theft alarm system (ATA) To guard the cargo, digital interfaces are provided for:
The electronic circuitry of the anti-theft alarm system (ATA) is - External motion sensors
integrated into the base module (A7). - Box-body switching contacts
- Actuation of the KOM electronics so that a silent radio alarm
Reads CAN messages. can be triggered via the "FleetBoard" system.
- From master switch module 4 (A68) Trailer uncoupling alarm
- From the driver door module control module (A66) - When "terminal 15 ON" and the ATA is active, the trailer
- From the passenger door module control module (A67) recognition system is used as an uncoupling alarm:
Receives the radio signal (868 MHz) from the radio remote Transmits a defined current to three outputs of the trailer
control. socket and detects the lamp load.
Monitors signals from the following switches and contacts: Actuates the alarm siren (B72).
- Interior motion sensor (B74) Relays CAN messages.
- Maintenance flap switch (S143) - To the instrument (P2)
- Left and right cab release switches (S20, S21) - To the front module (A64) and the rear module (A65)
- Driver and passenger-side interior flap stowage space lamps - To the driver door module control module (A66)
(S150, S152) - To the passenger door module control module (A67)
- Driver and passenger-side exterior flap stowage space lamps
(S151, S153)
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
18 Emergency concept for the front module and rear module

on the frame CAN
If the "terminal 30" supply lines to the rear module (A65) or front The "terminal 31" supply lines to the front module (A64) and
module (A64) are interrupted, the base module (A7) supplies rear module (A65) are only monitored for shorting to
these modules with a current of max. 8 A via the emergency ground.There is no redundant supply.
supply line. Since the current can be no higher than 8A, the In the event of a failure of CAN communications to the front
vehicle lights have top priority. The level control (NR), the roll module (A64) and rear module (A65), the following lighting
control (WR), the fog lamps, the floodlight, the headlamp range functions can be activated from the base module:
adjustment, the brake lining wear sensors at the front and the - Headlamps on and off
compressed-air drier remain inactive or are not switched on. - Hazard warning flashers on and off
One exception is the double-pressure sensor. This remains - Stop lamp on and off
active in emergency mode. The switching information is transmitted over the emergency
All other lighting functions remain intact. However, due to the supply line (wakeup line) in the form of pulse-width modulated
high power consumption of the low and high beams, only the signals. This means that the simultaneous emergency supply of
low and high beam lamps in the left headlamp unit are actuated. the front and rear modules is not possible. The flasher
frequency is determined from the frequency of the pulse-width
modulated signal.
GF26.20-W-0001MP Gear control (GS), function 14.4.08
TRANSMISSION 715.5 in MODEL 930, 932, 933, 934
with CODE (GS7) Gear control II
except CODE (GE2) Electronic drive control II
W26.20-1077-79
1 Gate shift cylinder B3 Countershaft rpm sensor Y30 Splitter 2 solenoid valve (MS2)
2 Range shift cylinder B17 Vehicle speed sensor Y31 Range 1 solenoid valve (MR1)
3 Gear shift cylinder B60 Gear sensor (SGG) Y32 Range 2 solenoid valve (MR2)
4 Splitter shift cylinder B61 Gate sensor (SGE) Y33 Gate 1 solenoid valve (MG1)
5 Clutch servo assistance B62 Splitter sensor (SSP) Y34 Gate 2 solenoid valve (MG2)
6 Multifunction steering wheel B63 Range sensor (SRA) Y35 Uneven gears air admission
CAN 1 Vehicle CAN solenoid valve (MUB)
A3 Drive control (FR) control unit CAN 2 Interior CAN Y36 Even gears air admission
A6 Engine control (MR) control unit CAN 4 Engine CAN solenoid valve (MGB)
A7 Base module (GM) CAN 5 Transmission CAN Y37 Uneven gears air release
A15 Gear control (GS) shift control P2 Instrument (INS) solenoid valve (MUE)
unit S144 Left multifunction steering Y38 Even gears air release solenoid
A16 Gear control (GS II) control unit wheel button group valve (MGE)
A90 Gate module S145 Right multifunction steering
A91 Range module wheel button group
A92 Gear module Y29 Splitter 1 solenoid valve (MS1) KErs Back-up mode K-line
B2 Clutch travel sensor
1 General
A convenience gearshift system is available with gear control Optimum gear selection assists an economic, fuel-saving
II (GS II). Passive safety is also increased by making it easier driving style. All the shift operations take place in the optimum
for the driver to shift the gears. rpm range, minimizing wear on the transmission and engine.
Faults during shifting are ruled out and it is no longer possible
The gears can be selected in two ways: to overrev the engine.
The driver specifies the required gear by means of gear
selection using the "Driver selection" program. There are modes for gear control II (GS II):
The driver specifies his gearshift requirement via the Normal mode
"Electronic selection" program and the gear control (GS) When the differential locks are engaged, the Telligent
control unit (A16) automatically selects the optimum gearshift automatically changes into "construction site
connection gear. In the process parameters such as operation" operating mode.
accelerator pedal position, driving speed, torque request,
acceleration in the previous gear and vehicle weight are taken Back-up mode (backup drive mode)
into account. Comprises the additional function "Towing".
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------
2 Components of gear control II (GS II)

An improvement and expansion of the functionalities
compared with the previous gear control I (GS I) is achieved
by new and further developed components.
2.1 New components

Gear module (A92) Range module (A91)
The following components are combined into one unit in The range module (A91) combines the following
AH00.18-N-0001-01A Notes on compressed air connection systems
Installability of compressed air connectors Mixup of the compressed air connections from the various
compressed air connectors leads to failure or damage of the
With the introduction of the Schäfer SDF (NG6) and VOSS 232 corresponding system.
(NG8/12) compressed-air connectors it is now possible - together
with the previous VOSS 230 compressed-air connector - to install
Reliable identification of the compressed air connector installed
different types of compressed-air connectors in Mercedes-Benz in each individual case is, therefore, absolutely necessary.
vehicles.
Common features of new Schäfer SDF and VOSS 232

compressed air connectors
All function elements are permanently inserted on the plug or on the

retaining bolt; there are no separate parts in the graduated hole.
The fact that the first arrest stage (secured arrest) is reached easily
at an early stage and that the second arrest stage (correct arrest)
can be reached with minimum insert force, ensures high process
reliability.
If components are replaced, only the retaining screw is removed.

The plug and retaining screw are only to be separated in the event
of a repair (leakage or damage).
After separation of the new VOSS 232 and SCHÄFER SDF

compressed air connectors, it is always necessary to install a repair
kit.
W00.18-1000-11
Compatibility and installability
The individual parts (plugs and retaining screws) on the VOSS 230, The previous VOSS 230 compressed air connector cannot be
VOSS 232, and Schäfer SDF compressed air connectors are not installed on assemblies or components with straight-through hole.
compatible with one another. If the retaining clamp and spring element (VOSS 230) are
However, installation of different complete compressed air
incorrectly installed in an assembly or component with straight-
connectors on one vehicle, or assemblies and components, is
through hole with the assembly mandrel, the parts can fall into the
permissible.
assembly or component when the assembly mandrel is removed,
The VOSS 232 and Schäfer SDF compressed air connectors can making the assembly or component unusable.
be used in components with the previous VOSS 230 graduated
hole, as well as in a straight-through hole (screw-in hole according When converting or replacing a plug (T-piece, angle piece, etc.),
to DIN ISO 6149-1). from the previous VOSS 230 compressed air connector, we
With introduction of the VOSS 232 and Schäfer SDF recommend installing the plug and associated retaining screw for
the new VOSS 232 or Schäfer SDF compressed air connector.
compressed air connectors, the previously used graduated hole will
be deleted successively and replaced by the straight-through hole
(screw-in hole according to DIN ISO 6149-1).
The spring element (14) of the VOSS 230 compressed-air

connector has to be removed from the stepped bore if converting to
the new VOSS 232 or Schäfer SDF compressed-air connector, as
otherwise the second stop stage (correct lock) may not be reached
when plugging in.
W00.18-1001-11
System components, VOSS 232 compressed air connector
The VOSS 232 compressed air connector is available in nominal sizes of 8 and 12.
It consists of the retaining screw (1), the plug (2), an O-ring (3), a locating ring (4), the clamp
cage with two retaining clamps (5), one sealing O-ring (6) and one contamination and pre-
tension O-ring (7). In the delivery state, a protective cap is mounted on the plug (2).
The VOSS 232 compressed air connector can be recognized by the notches (10) on the
front of the retaining screw (1).
W00.18-1002-03
Correctly locked VOSS 232 compressed air connector
When assembling the VOSS 232 compressed air connector, ensure

that the plug (2) is locked via the two arrest stages (C, D) of the
retaining screw (1).
W00.18-1003-12
Incorrectly locked VOSS 232 compressed air connector
If the plug (2) was not inserted to the second arrest stage, correct
locking is not accomplished. When pressure is built-up in the
system, the plug (2) is pushed back to the first arrest stage and
locked there.
In spite of leakage, the connector is secured against disengaging.
The plug (2) can now no longer be removed.
In this position, the plug (2) protrudes so far out of the retaining
screw (1) that escaping air (arrows) is causing an air noise and a
visual localization of the leakage position by the technician is also
possible. The air noise results from the notches (10) on the retaining
bolt (1).
W00.18-1004-11
SCHÄFER SDF compressed air connector system components
The SCHÄFER SDF compressed air connector is available in nominal size 6.
It consists of the plug (2), the retaining screw (1), an O-ring (3), a sealing O-ring (6), a
contamination and pre-tension O-ring (8), and the retaining/catch ring (9). In the delivery state, a
protective cap (12) is mounted on the plug.
The SCHÄFER SDF compressed air connector is recognizable on the circumferential notch
(11) on the retaining bolt (1).
W00.18-1005-03
Correctly locked SCHÄFER SDF compressed air connector
When assembling the SCHÄFER SDF compressed air connector,

ensure that the plug (2) is locked with the retaining/catch ring (9) via
the two arrest stages (C, D) of the retaining screw (1).
W00.18-1006-12
Incorrectly locked SCHÄFER SDF compressed air connector
If the plug (2) is not pushed forward to the second arrest stage (D),
proper locking is not possible.
When pressure is built-up in the system, the plug (2) is pushed back
to the first arrest stage (C) and locked there.
In spite of leakage, the connector is secured against disengaging.
The plug (2) can now no longer be removed.
In this position, the plug (2) protrudes so far out of the retaining
screw (1) that escaping air (arrow) is causing an air noise and a
visual localization of the leakage position by the technician is also
possible.
W00.18-1007-12
AR42.10-W-0950-01A Disassemble/assemble compressed air
connector
Disassemble
1 Remove locating ring (2) from retaining bolt (1).

The locating ring (2) is no longer required.
W42.10-1143-12
2 Remove bottom retaining clamp (3) from clamp cage (4).
The lower retaining clamp (3) is no longer required.
W42.10-1144-11
3 Lift clamp cage (4) with upper retaining clamp (5) slightly and
remove upper retaining clamp (5).
4 Remove clamp cage (4).

The clamp cage (4) and upper retaining clamp (5) are no
longer required.
5 Remove plug (6) from retaining bolt (1).

The retaining bolt (1) is no longer required.
W42.10-1145-11
Assemble
6 Install new contamination and pre-tension O-ring (8) on plug

(6).
7 Install new sealing O-ring (7) on plug (6).
8 Insert plug (6) into new retaining bolt (1).

Plug (6) must latch twice in the retaining bolt (1).
W42.10-1146-11
AR42.10-W-0950-01B Disassemble/assemble compressed air
connector
001 589 00 63 00
Assembly tool
Commercially available tools

Number Designation
WH58.30-Z-1029-02A Circlip pliers, 3 to 10 mm,
Firma Knipex-Werke D-42349 Wuppertal
Disassemble
1 Remove catch ring (3) using circlip pliers, 3 to 10 mm .

The catch ring (3) must not be used anymore.
2 Remove plug (2) from the retaining bolt (1).
W42.10-1147-11
Assemble
3 Mount the assembly tool on the

plug (2).
W42.10-1139-05
4 Install new contamination and pre-tension O-ring (5) over
assembly tool.
5 Install new sealing O-ring (4) over assembly tool.

Do not replace O-ring (6) for reinserting under pressure.
W42.10-1148-10
Installation position of catch ring
3 Catch ring
A Correct installation position

B Incorrect installation position
W00.18-1008-05
6 Mount assembly tool with guide pin

on plug (2).
7 Mount a new catch ring (3) on the plug

(2) via the assembly tool .
The catch ring (3) must not be
overstretched when assembling.
Observe the correct installation position
(A) of the catch ring (3).
W42.10-1140-05
8 Insert plug (2) into retaining bolt (1).
The plug (2) must latch twice in the retaining bolt (1).
W42.10-1147-11
Document number: pe30.35-w-2001-99gb
Document title: Wiring diagram for drive control (FR)
Code: Designation: Coordinates:
A15 Gear control (GS) shift control unit 6L

A15 Gear control (GS) shift control unit 64 L
A15s1 Main lever UP 64 L
A15s2 Main lever DOWN 64 L
A15s3 Half-gear lever UP 64 L
A15s4 Half-gear lever DOWN 64 L
A15s5 Function button 64 L
A15s6 Neutral button 64 L
A15s8 AUTO/MAN button 64 L
A16 Gear control (GS II) control unit 53 L
A20 Retarder control (RS) control unit 38 L
A3 Drive control (FR) control unit 10 B
A4 Flame starting system control unit (FLA) 59 L
A42 Immobilizer read-out electronics 14 L
A6 Engine control (MR) control unit 12 L
A6 Engine control (MR) control unit 61 L
A7 Base module (BM [GM]) 23 L
B1 Foot throttle actuator 4L
B46.1 Electromagnetic fan clutch high-low pressure switch 26 L
B46.1 Electromagnetic fan clutch high-low pressure switch 64 L
B6 Coolant level switch 46 L
B7 Air cleaner monitoring sensor 45 L
CAN 1 Vehicle CAN 37 E
CAN 4 Engine CAN 59 E
CAN 4 Engine CAN 61 E
F14-A7 Tml. 30 FR, drive switch fuse 22 K
F28-A7 Tml. 15 drive control fuse 23 K
G2 Generator 64 L
K4-A7 Tml. 15 relay 24 L
P1 Tachograph 51 L
P2 Instrument (INS) 64 L
S1 Drive switch 18 L
S103 Cargo lift gate switch 17 F
Document number: pe30.35-w-2001-99gb
Document title: Wiring diagram for drive control (FR)
S2 Engine control/permanent brake operating lever 7L

S2 Engine control/permanent brake operating lever 29 L
S2s1 Cruise control/Temposet switch 9L
S2s2 Retarder switch 32 L
U154 Valid for autonomous intelligent cruise control (ART) 10 D
U155 Not valid for Voith retarder or torque converter clutch 29 D
U156 Valid for front air intake 41 B
U26 Valid for vehicles without cargo lift gate 17 H
U27 Valid for vehicles with cargo lift gate 15 D
U72 Valid for Linnig type fan drive 25 D
X1.3 Cab-chassis connector 25 G
X124.1 Driver side roof connector 51 G
X73 Allison button panel connector 6G
X73 Allison button panel connector 63 G
XB.31.L Left ground weld 15 L
XG.4 GS weld 55 L
XX.31.6 Tml. 31 pin 16 L
Y1 Pneumatic constant throttle solenoid valve 48 L
Y2 Engine brake flap solenoid valve 49 L
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
A3 A3
A
B KUP1 KUP2 GAS1 FG2- FG1- GAS2 FG2+ FG1+ TSV MSS S-B GSV1 AUS TSET S+B QUIT 50
18/1 18/2 18/3 18/4 18/5 18/6 18/7 18/8 18/9 18/10 18/11 18/12 18/13 18/14 18/15 18/16 18/17 18/18
X1
C
U27
0.75 0.75
U154 sw sw
D 0.75 bl bl
sw ws ws
bl X1
0.75 ws
sw 6 4
E gr
rt PE55.40-W-2000E
S103
F 0.75 0.75 0.75 0.75 0.75 0.75 9/9 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 18/5 0.75
ge rt br ws sw bl sw sw ws ws ws sw sw ge sw sw
ws ws ws gr ws X73 gn ws bl gn li gr ge rt gn X2.2 bl
rt rt sw ws ws ws
G
0.75 1
sw sw
gr U26
bl 0.75 0.75
H rt ws sw sw
bl
ws
J
X1 8 10 9 12 11 16 17 18 13 X1 0.75 10 1
9/9 16/8 1 2 3 br br
2 3 1 4 6 5
+ 50 15 50 31 15
012 3
K
B1 A15 S2 S2s1 A6 A42 XB.31.L XX.31.6 S1

L
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
Affix page 2 here
Wiring diagram for drive control (FR) / pe30.35-w-2001-99gb

ENGINES 541.9 in MODEL 930, 932, 934 with code (GE3) Mercedes PowerShift wiring diagram I ENGINES 542.9 in MODEL 930, 932, 934 with code (GE3
19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
A3 A3 A3
GSV3 30 31 15 D+A RÜLI GSE GSV4 SSL SSH MBE0 MBE1 MBE2
18/12 18/1 18/2 18/3 18/4 18/5 18/6 18/7 18/8 18/9 18/10 18/11 18/12 18/13 18/14 18/15 18/16
X4 X2
U72 U155
0.75 0.75
gr ws
0.75 0.75 0.75 0.75

sw sw sw bl
gn gn ge
li gn
0.75 0.75 0.75 18/3 18/4
rt br sw
br bl X1.3
1 1
gr ws
0.75 0.75 0.75 0.75
sw sw rt sw
rt bl rt
1 2 3 6 X17 X10 X17 X13 2 3 4 5 6 7 1 14

15/5 15/11 15/1 15/10 15/8 15/9
15 50 R15 30 30 31 15 15 15R 3 4
23
F14 F28
10A 10A P
K4
S1 A7 B46.1 S2 S2s2
19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
Cut here
Affix page 3 here

38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
A3 A3
LOW GND HIGH LOW GND HIGH NG NG- MS- SVL+ SVH+ GSV1
18/16 18/17 18/18 18/1 18/2 18/3 18/4 18/5 18/6 18/7 18/8 18/9 18/10 18/13
X4 X1 X4
CAN 1 CAN 4 CAN 4
0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75

sw sw sw sw sw bl br sw sw
0.75 0.75 0.75 0.75 bl bl bl br ge ge ge ge gr
0.75 0.75 ge br br bl gn ge rt rt
ge bl rt gr
0.75 0.75 18/1 18/4 18/2 18/3 9/1 9/2 9/3 9/4 9/5 9/6 9/7 9/8 9/9
ge bl
X2.2 X73
1 1 1 1 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75

ge br br bl sw sw sw sw sw bl br sw sw
rt gr bl bl bl br ge ge ge ge gr
gn ge rt rt
0.75 0.75 0.75 X1
sw sw sw
ge gn gn 9/1 9/2 9/3 9/4 9/5 9/6 9/7 9/8 9/9
gn li +
14 X1 X11
X1 X1
18/3 18/1 18/16
18/3 18/1 16/2 16/4 16/3 16/1
LOW HIGH
PE43.30-W-2001BA RS LOW HIGH LOW GND GND HIGH
PE43.40-W-2000D RS PE15.45-W-2000D PE07.15-W-2002FA
PE25.40-W-2000B WSK FLA MR s1 s2 s3 s4 s5 s6 s8
A20 A7 A4 A6 A15
38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
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Affix page 4 here

56 57 58 59 60 61 62 63 64
A3
A
PE30.35-W-2001GD
GSV1 W D+ KWG KWG- N R B

18/11 18/13 18/14 18/15 18/16 18/17 18/18
X4
0.75 0.75 0.75

sw ws bl
gr bl E
rt
0.75 18/2 18/1 F

ws
bl X2.1
0.75 1 1
sw ws bl
gr bl
rt H
+ X1 J
X1 1
1 2 3 4 5
18/16 sw
W D+ 15 30 bl
W ws
G
3~ K
U
30 31
A0
P2 G2
L
PE30.35-W-2001-99GB
56 57 58 59 60 61 62 63 64
Cut here
Document number: pe26.20-w-2001-99a
Document title: Wiring diagram of gear control (GS)
A15 Shift control unit, gear control (GS) 5B

A15s1 Main lever UP 2B
A15s2 Main lever DOWN 3B
A15s3 Half-gear lever UP 4B
A15s4 Half-gear lever DOWN 4B
A15s5 Function botton 5B
A15s6 Neutral botton 6B
A15s7 AUTO/MAN switch 7B
A16 Gear control (GS) control unit 19 C
A3 Drive control unit (FR) 6M
A7 Base module (BM[GM]) 17 M
A90 Gate module 14 B
A91 Range module 46 M
A92 Gear module 56 M
A93 Clutch actuator 61 M
A94 LSVA control unit 20 K
B2 Clutch travel sensor 26 M
B3 Countershaft rpm sensor 28 M
B47 Transmission oil temperature sensor 29 M
B57 Transmission output speed sensor 34 M
B60 Gear sensor (SGG) 58 L
B61 Gate sensor (SGE) 37 C
B62 Splitter sensor (SSP) 41 M
B63 Range sensor (SRA) 47 L
B63 Range sensor (SRA) 52 M
CAN 5 Transmission CAN 9J
CAN 5 Transmission CAN 11 J
F12-A7 Tml.30 GS fuse 15 L
K3-A7 Tml.15 relay 18 L
P2 Instrument (INS) 24 K
Document number: pe26.20-w-2001-99a
Document title: Wiring diagram of gear control (GS)
P3 Modular tachograph (MTCO) 21 M

U140 Valid without automated gearshift (EAS) and without 2-gear transfer 30 D
case
U141 Valid with automated gerarshift (EAS) or 2-gear transfer case 33 D
U142 Valid with automated gearshift (EAS) and 2-gear transfer case 36 D
U143 Valid for live power take-off 42 G
U144 Not valid for live power take-off 41 B
U145 Not for constant-mesh transmission 56 L
U166 Valid for constant-mesh transmission 39 B
U171 Valid for drive control unit (FR) up to 31.08.2005 8H
U209 Valid with automated gearshift (EAS) 59 D
U97 Valid for Telma retarder 48 D
X124.1 Driver-side roof connector 21 J
X2.1 Cab-chassis connector 10 F
X2.1 Cab-chassis connector 21 F
X73 Shift console 1 connector 1F
XG.4 GS weld 13 M
Y125 Countershaft brake solenoid valve 40 C
Y29 Split 1 solenoid valve (MS1) 42 C
Y29 Split 1 solenoid valve (MS1) 43 M
Y30 Split 2 solenoid valve (MS2) 43 C
Y30 Split 2 solenoid valve (MS2) 43 M
Y31 Range 1 solenoid valve (MR1) 45 L
Y31 Range 1 solenoid valve (MR1) 49 M
Y32 Range 2 solenoid valve (MR2) 46 L
Y32 Range 2 solenoid valve (MR2) 51 M
Y33 Gate 1 solenoid valve (MG1) 36 C
Y34 Gate 2 solenoid valve (MG2) 36 C
Y35 Uneven gears air admission solenoid valve (MUB) 54 L
Y36 Even gears air admission solenoid valve (MGB) 55 L
Y37 Uneven gears air release solenoid valve (MUE) 57 L
Y38 Even gears air release solenoid valve (MGE) 57 L
Y39.1 Clutch air admission 1 solenoid valve 59 L
Y39.2 Clutch air admission 2 solenoid valve 61 L
Y39.3 Clutch air release 1 solenoid valve 60 L
Y39.4 Clutch air release 2 solenoid valve 62 L
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A15 A90
A
s1 s2 s3 s4 s5 s6 s7
+ 10/07
C
9/1 9/2 9/3 9/4 9/5 9/6 9/7 9/8 9/9 HIGH LOW 31a 30a 31b 30b 15
15/1 15/4 15/2 15/8 15/5 15/11 15/14
0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 X1
D sw sw sw sw sw bl br sw sw
bl bl bl br ge ge ge ge gr 1 1 2.5 2.5
gn ge rt rt bl ge br rt
E
9/1 9/2 9/3 9/4 9/5 9/6 9/7 9/8 9/9 18/6 18/7 18/8 18/9
F X73 X2.1
2.5 2.5 2.5 1

br br rt sw
G bl br rt
U171
0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 1 1 0.75 0.75 2.5
sw sw sw sw sw bl br sw sw bl ge bl ge 0.75 rt
H bl bl bl br ge ge ge ge gr br gr
gn ge rt rt 1 1 gr 0.75 2.5
CAN 5 br br CAN 5 br br
gr rt rt
J
X4 X1 X3 X3 X10 X17 X23

K 18/16 18/4 18/5 18/14 18/8 18/10 18/18 18/15 18/13 15/13 15/15 15/14 21/21 21/19 21/20 15/4 15/13 12/7 12/10 12/6
N nG nG- KWG SVL+ SVH+ R KWG- GSV1 HIGH LOW 31 HIGH LOW 31 31 30 31 30 15
F12 F4 F20
15A 15A 10A
L K3
A3 XG.4 A7
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Affix page 2 here
Wiring diagram of gear control (GS) / pe26.20-w-2001-99a

TRANSMISSION 715.50 /52 in MODEL 930, 932, 933, 934 with CODE (GE2) Electronic drive control II with CODE (GS7) Gear control II TRANSMISSION 7
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
A90 A90 A90
A16
10/07
K SKU 31 DZVGW 31 31
15/7 15/7 15/10 46/34 46/30 46/38 46/31 46/16 46/28
X2
1 1 1
br br gr
bl bl sw
ws
18/5 18/5 18/4

X2.1 X2.1
0.75 0.75 0.75

br br gr
bl bl sw
ws
1 1 1 1 1 1
18/2 gr gr gr gr gr gr
X124.1
0.75 0.75
br br
bl bl
X1 X1
18/3 X1 X2 18/7 1 2 1 2 1 2
K 21/1 8/6 K
PE54.30-W-2200J B6 PE54.30-W-2200J
PE82.85-W-2003E PE54.61-W-2001A
INS INS
P2 A94 P1/ P3 P2 B2 B3 B47
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
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Affix page 3 here

40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
A90 A90
U166 U144
Y33 Y34 B61 Y125 Y29 Y30

A16 A16
U140 U141 U142

31 EXTUB 31 DZ1 DZ2 EXTUB 31 DZ1 DZ2 EXTUB 31 DZ1 DZ2 SSP MS1 MS2 MR1 MR2 SRA
46/28 46/18 46/20 46/45 46/43 46/18 46/20 46/45 46/43 46/18 46/20 46/45 46/43 46/19 46/14 46/13 46/46 46/17 46/29
U143
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr
6 2 7 5 1
2 1 2 3 1 2 3 1 2 3 1 2 3 1 2
+ 31 + 31 + 31
Y31 Y32 B63

B47 B57 B57 B99 B62 Y29 Y30 A91
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
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Affix page 4 here

59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
A90 A90
A16 30 LOW HIGH GND U5

6/2 6/3 6/5 6/6 3/1
X1 X6
U97 MUG MGG
U209
MR1 MR2 SRA MUB MGB 31 MUE MGE SGG MKUB1 MKUE1 31 MKUB2 MKUE2 31
46/46 46/17 46/29 46/42 46/37 46/35 46/44 46/36 46/27 46/4 46/2 46/7 46/5 46/3 46/12
1 1 1 1 3/1
br ge bl br
rt sw gr
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 A78 3/1
gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr gr CAN 2 X2
X4
1 2 3 1 7 6 4 5 6 5 2 4 3 7
18/10 18/11 18/8 18/9 3/1
1 2 1 2 1 2
U145 30 LOW HIGH GND
F6
10A
B63 Y35 Y36 Y37 Y38 B60 Y39.1 Y39.3 Y39.2 Y39.4
Y31 Y32 B63 A92 A93 A7
59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
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Affix page 5 here

78 79 80
A68
U5 B U6
3/1 3/2 3/3 3/1 3/2 3/3
X6 X6
C
0.75 0.75 0.75 0.75 0.75 0.75

bl br ge D bl br ge
rt rt
E
X1 X1
3/1 3/2 3/3 3/1 3/2 3/3
F
S192 S194G S194 S192

A78 3/1 3/2 3/3 A78 3/1 3/2 3/3
X2 X2
H
0.75 0.75 0.75 0.75 0.75 0.75

bl br ge bl br ge
rt J rt
X1 X1 1
3/1 3/2 3/3 3/1 3/2 3/3 sw
K bl
ws
L
A0
A79 A79
78 79 80
PE26.20-W-2001-99A
Cut here
OV00.01-W-1001-27D Abbreviations for wiring diagrams MODEL 930, 932, 933, 934
Abbreviation Designation Code FG.FSG

15 Circuit (terminal) 15, voltage supply,
switched, UB
15R Terminal 15, voltage supply, switched, radio
30 Circuit (terminal) 30, voltage supply, battery,
UB
31 Circuit (terminal). 31, voltage supply, ground
50 Circuit (terminal) 50, engine start switch
58 Circuit (terminal) 58, light switch
AB Airbag (SA5) Driver airbag 91.60
ABH Body manufacturer
ABS Antilock brake system
ADR Working speed control 54.21
AGE Automatic gear detection
APS Auto pilot system 82.85
ART Adaptive cruise control 30.30
ASIC Application system integrated circuit
(integrated subbus system)
ASR Acceleration slip regulation
BS Brake control (BB8b) Telligent brake system with ASR 42.25
(BB8) Brake system (BS) with ASR 42.25
CAN Controller area network (data bus)
CAN-GND CAN bus ground
CAN HIGH CAN bus high, positive
CAN LOW CAN bus low, negative
D+ Dynamo plus
DeNOx De-nitrogen oxide
DTCO Digital tachograph 54.61
EAS Electronic drive train 26.20
EDW Anti-theft alarm system 80.50
EHZ Electronic-hydraulic auxiliary steering 46.80
EPW Electropneumatic converter 07.15
ETC Electronic toll collection (EX8) Preinstallation for distance-related toll 82.88
calculation
FDR Vehicle dynamics control 42.25
FHS Cab
FIS Driver information system
FLA Flame starting system 15.45
VHF Front Module 54.21
FR Drive control 30.35
GGVS German hazardous goods road transport (E06) Electrical system for hazardous goods
regulations vehicles (GGVS)
BM Base module 54.21
GND CAN bus, ground
Gulf Gear control 26.20
HA Rear axle 35.40
HIGH CAN bus, positive
HM Rear module 54.21
HZR Heater control 83.20
INS Instrument cluster 54.30
K K-line (diagnosis)
KLA Automatic air conditioning 83.20
KOM Communications interface 54.21
L Left
LH Long raised roof (cab)
LL Left-hand drive
LOW CAN bus, negative
MG 1 Gate 1 solenoid valve
MG 2 Gate solenoid valve 2
MGB Even gears air admission solenoid valve
MGE Even gears air release solenoid valve
MKB Clutch brake solenoid valve
MR Engine control 07.15
MR 1 Range solenoid valve 1
MR 2 Range solenoid valve 2
MS 1 Splitter 1 solenoid valve
MS 2 Splitter 2 solenoid valve
MSS Engine start/engine stop
MTCO Modular tachograph 54.61
MUB Uneven gears air admission solenoid valve
MUE Uneven gears air release solenoid valve
N Neutral
NA PTO 26.45
NLA Trailing axle
NR Level control 32.33
NS Front fog lamp 82.10
NSL Rear fog lamp 82.10
NV Ancillary consumer distributor unit
OT Top dead center
PFA Particle filtration system
PLD Pump-line-nozzle 07.15
PPM Pulse-pause modulation
PROP- Proportioning valve feedback
RÜCK
PROP 1 Proportioning valve 1
PSM Parameterizable special module (EM7) Parameterizable special module with 54.21
body CAN bus
(EM8) Parameterizable special module with
body and trailer CAN bus
(EM9) Parameterizable special module with
body and trailer CAN bus, ISO 11898 instead
of 11992
PWM Pulse-width modulation
QUIT Acknowledge signal (cruise control)
R Right
RDK Tire pressure monitor 40.15
RL Right-hand drive
RS Retarder control 43.30
SA Special equipment
SCR Selective catalytic reduction 07.15
SGE Gate sensor
SGG Gear sensor
SHD Tilting/sliding sunroof 77.20
SPA Lane Assistant 54.71
SR Stability control 42.25
SRA Range sensor
SRS Supplemental restraint system 91.60
SSP Splitter sensor
TCO Tachograph 54.61
TEL Telephone (EV5) Preinstallation telephone 82.70
TMB Front passenger door module 54.21
TMF Driver door module 54.21
V Vehicle speed signal
VA Front axle 33.40
VG Transfer case 28.55
VLA Leading axle 35.50
W Circuit (terminal) W, alternator (engine 15.40
speed)
Wake Up Wake up
WR Roll control 32.34
white Maintenance system 00.20
WSK Torque converter clutch 25.40
WÜK Torque converter lockup clutch 25.40
Copyright Daimler AG4/14/11G/07/08. This WISprintout will not berecordedby theupdateservice. Page2
ZHE A u x ilia r y h e a te r (H61) "Webasto" Air Top 2000 warm air 83.70
auxiliary heater
(H63) "Webasto" Air Top 3500 warm air
auxiliary heater
(H65) "Webasto" Thermo Top 90 warm water
auxiliary heater
ZL Auxiliary steering 46.80

GS Funct

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The following components are combined into one unit in The range module (A91) combines the following

gear module (A92): components into one unit:

Gate module (A90) Multifunction steering wheel (6)

3.2 Subfunction at transmission end

----------------------------------------------------------------------------------------- gear control (GS) control unit (A16).

Operation in normal mode, function GF26.20-W-3001MP

Gear control (GS), function GF26.20-W-0001MP

The gear module (A92) is a unit in which the

- Gear shift cylinder

1 Electrical connection "solenoid

1 Function when shifting uneven gears 1, 3, 5, 7

2 Function when shifting the even gears 2, 4, 6, 8 or

3 Function when shifting into neutral

The space between the double-diameter piston (B) and

The components in the gate module (A90) perform the following

The following components are integrated into the gate module

The components in the range module (A91) perform the following

The range module (A91) is a unit in which the following components

1 Electrical connection "range

The other working space is vented via the range 2 solenoid

The range sensor (SRA) (B63) is actuated.

1 Splitter shift cylinder

The software module for the clutch operating system (KB)

5 Electrical actuation of solenoid valves for operating the

The software module for the clutch operating system (KB)

5 Electrical actuation of solenoid valves for operating the

Storing vehicle-specific data (parameters, protective

3. After switching on the ignition (in the diagnostic and

4 While starting the engine

The brake control (BS) control unit

A15 Gear control (GS) shift control

2 Control status of the microswitches depending on the

5 Power take-off 8 Parameterizable function pins

15 Cab tilting mechanism Relays CAN messages.

18 Emergency concept for the front module and rear module

2 Components of gear control II (GS II)

2.1 New components

Common features of new Schäfer SDF and VOSS 232

All function elements are permanently inserted on the plug or on the

If components are replaced, only the retaining screw is removed.

After separation of the new VOSS 232 and SCHÄFER SDF

The spring element (14) of the VOSS 230 compressed-air

When assembling the VOSS 232 compressed air connector, ensure

The SCHÄFER SDF compressed air connector is available in nominal size 6.

When assembling the SCHÄFER SDF compressed air connector,

1 Remove locating ring (2) from retaining bolt (1).

4 Remove clamp cage (4).

5 Remove plug (6) from retaining bolt (1).

6 Install new contamination and pre-tension O-ring (8) on plug

7 Install new sealing O-ring (7) on plug (6).

8 Insert plug (6) into new retaining bolt (1).

Commercially available tools

1 Remove catch ring (3) using circlip pliers, 3 to 10 mm .

2 Remove plug (2) from the retaining bolt (1).

3 Mount the assembly tool on the

5 Install new sealing O-ring (4) over assembly tool.

A Correct installation position

6 Mount assembly tool with guide pin

7 Mount a new catch ring (3) on the plug

Code: Designation: Coordinates:

A15 Gear control (GS) shift control unit 6L

Code: Designation: Coordinates:

S2 Engine control/permanent brake operating lever 7L