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Issue 1 en
Opticruise
100 830
© Scania CV AB 1995-10
1 585 369
Contents
General
05_5338
Opticruise in brief
Opticruise is a system which allows a normal Opticruise requires that the vehicle be fitted
manual gearbox to shift automatically. The with both EDC and ABS/TC, due to the infor-
clutch is retained but is used only when start- mation exchange requirements between the
ing, stopping and shunting. systems.
A control unit collects and processes data from When changing gear, the engine speed is con-
controls, sensors and adjacent systems such as trolled so that the speeds of the gearbox input
EDC, ABS/TC and auxiliary brake (if fitted). shaft and output shaft correspond for the gear
to be engaged. Gear changing is only then
When it is time to change gear, the control unit completed.
actuates the solenoid valves, releasing com-
pressed air to the air cylinders. These air cylin- When necessary, the exhaust brake is used to
ders then change to the required gear. make changing up fast and smooth.
The control unit has an in-built warning sys-
tem. Fault codes can either be read on the dis-
play or using a PC and the Scania Diagnos
program. The latter makes fault diagnosis
quicker.
5 4
1
2
100 829
The above drawing shows the controls used for 1 Driving mode selector with positions R, N,
Opticruise. The clutch pedal, controls for EDC A and M. The driver is able to command up
cruise control and auxiliary brake control unit and downshift by moving the selector lever
also affect the system. to the side.
For example, the auxiliary brake may request 2 Program selector with Normal and Hill
that the engine brake program be activated in positions. The Hill position is for use on
order to increase engine speed and therefore steep slopes, preferably with the driving
coolant flow. This is essential for optimum mode selector set to M (manual).
retarder performance.
3 Switch for activating engine brake pro-
When driving with the cruise control, the sys-
gram and exhaust brake.
tem changes gear automatically provided the
driving mode selector is set the position A. The
4 Diagnostics switch
cruise control is deactivated using the clutch
pedal, brake pedal, retarder lever, cruise con-
5 Gear indicator with display and buzzer.
trol OFF button or using the exhaust brake
switch on the floor.
ABS/TC
The Opticruise control unit communicates with the ABS/TC
system. If there is wheel lock (causing ABS control) or spin
(causing TC control), the Opticruise is very reluctant to
change gear and does so according to special criteria. When
the driving mode selector is set to A, the Opticruise endeav-
ours to maintain the engaged gear.
Power take-offs
The control unit is configured for two types of power take-off,
PTO EK/ED and PTO EG.
PTO EK/ED provides torque compensation and therefore very
smooth gear changing if the vehicle is driven with an engine-
driven power take-off engaged (Max. compensation 200 Nm).
If the ED120 is used to drive a hydraulic pump, there may be
a lack of space around the longitudinal stroke cylinder. If this
is the case, turn the longitudinal stroke cylinder the other way
and move the compressed air couplings so that they swap
places.
PTO EG is for gearbox-driven power take-offs. If the vehicle
is driven with this input signal active, all gear changing is
blocked. The text PTO also flashes on the display if the vehi-
cle is driven above a certain speed.
The figure opposite shows which other systems • Opticruise is coupled to the auxiliary brake
are connected to Opticruise and in which system to make it possible to engage the
directions data is transferred. engine brake program to optimize the
retarder and achieve maximum braking
Any faults are transmitted in the same power in kW.
direction. This means that a fault in the
ABS/TC system can manifest itself in the When the auxiliary brake has requested the
Opticruise system, but not vice versa. exhaust brake to retard the vehicle, the
Opticruise will still be able to control the
Where appropriate, the figure applies to all exhaust brake for gear changing.
optional equipment affected.
• The Opticruise is coupled to the EDC sys- When the gear change is complete, the
tem to enable synchronous control of the exhaust brake will again be used to retard
speed of the gearbox input and output the vehicle. Prioritization of the various
shafts. The particular gear change does not tasks of the exhaust brake is controlled by
take place until these speeds correspond the exhaust brake control unit (EEB).
with each other.
If the vehicle has an auxiliary brake, the
The communication between the Opticruise Opticruise forwards the speed signal from
and the EDC covers a wide range of data, the speed sensor on the gearbox output shaft
such as engine speed, requested and actual to the auxiliary brake control unit.
torque, throttle pedal position, coolant tem- • Opticruise is connected to the tachograph so
perature and cruise control. that it can use the speed information from
this to check that other speed signals are
Communication is via two CAN leads and is reasonable.
for such things as executing engine-control-
led gear changing and determining which
gear should be selected at any particular
time.
• The Opticruise is coupled to the ABS/TC
system to receive information on ABS con-
trol, TC control, wheel speeds etc.
ABS/TC
Opticruise
Exhaust brake
Auxiliary brake
system with
Scania retarder
EDC
Tachograph
The drawing below is general and applies to all optional equipment affected. Only relevant sec-
tions apply to vehicles with less equipment.
10 11
4
1 2 3 5 12
6
8
9
PTO EK/ED 21
14
22
PTO EG
OPTI−
RETARDER 20 CRUISE 13 ABS/TC
EDC 19
15 16 17 18
100862
18 The speed sensor on the gearbox output 21 PTO EK/ED provides torque compensa-
shaft is used to calculate vehicle speed and tion during engine-controlled gear chang-
to confirm other speed signals from ing and therefore an excellent level of
ABS/TC and the tachograph. A corre- comfort if the vehicle is driven with an
sponding output signal is relayed to the engine-driven power take-off engaged.
auxiliary brake control unit.
22 PTO EG is for gearbox-driven power take-
19 Control of engine torque and speed is offs. When this input signal is active, all
requested by Opticruise but carried out by gear changing is blocked and the clutch
EDC. Just when Opticruise is controlling cannot be used.
the engine, the control unit continuously
checks that actual torque corresponds to
the requested level.
20 The auxiliary brake system control unit can
request Opticruise to activate the engine
brake program.
Warning system
The control unit takes various action in the case of faults. This
is to prevent the fault having expensive consequences. For
example, the control unit has two different emergency gear
changing programs. The first of these still provides good driv-
ability while the second requires more from the driver. The
intention of this is that minor faults should not cause too much
inconvenience.
CLU MODE Certain types of less-serious fault cause the control unit to
switch from normal operation to the simpler of the two emer-
gency gear changing programs. The text ”CLU MODE”
C (clutch mode) is shown on the gear indicator display. In this
case, the driver is required to use the clutch for each gear
change. While the control unit is working in this mode, the
letter C will be displayed near the left of the display.
NORMAL
If the fault disappears on its own, the control unit immediately
returns to normal operation. The display then shows ”NOR-
MAL”.
FAILURE
In the case of more serious faults, ”FAILURE” is displayed. If
this happens when driving, the control unit locks the engaged
gear. This gear alone is shown on the display. The driver must
then stop the vehicle and activate the ”LIMPHOME” emer-
gency gear changing program. This process is described in
detail in the Opticruise driver’s manual.
The display can, for example, look like the figure to the
left. A shows the number of the fault code (10 in this case)
A B and B shows how many times this fault code has been reg-
istered (3).
7 Make a note of the fault codes. Run through the test pro-
gram. Press the diagnostic switch to switch between the
various stages of the test. See pages 59 - 69.
05_5161
central electric unit.
Fault codes are extremely useful in the work-
shop as they facilitate fault diagnosis.
• In the driver’s manual, there is an explana-
tion of how to erase fault codes. However, it
is also advised that they should not be erased
unnecessarily and that it is preferable, if pos-
sible, to seek advice at a workshop.
The symbols for the various switches are on the
inside of the lid. These can be seen when the lid
is opened. The Opticruise symbol is shown to
the right.
Fault codes
General
The control unit acts fast and accurately, according to certain
instructions. It has no imagination and no judgement. When it dis-
covers a fault, or anything it interprets as abnormal, it reacts
immediately and generates fault codes. The warning system is
capable of generating around 70 different fault codes.
Despite the advanced and ”farsighted” soft- Faults that do not generate fault
ware, a fault can arise which the control unit is codes
unable to distinguish from something which
might happen during normal operation. If this The following are the faults which do not cause
is the case, no fault code is generated. There is a fault code to be generated that we are aware
always a limit to how complete monitoring can of at the time of going to press.
be. This applies to all types of control unit.
• Fuse 5 blown (15 supply).
Limitations • Break in the diagnostics switch circuit.
It is not only ”genuine” faults that lead to the • Break in the floor switch circuit.
generation of fault codes. It is sufficient that
someone has unplugged a cable while the • Break or continuous signal from program
power was on. This can easily happen and the selector (Normal/Hill).
control unit will then believe that a fault has
arisen. • Break in circuit to the exhaust brake control
unit. Fault code 14 is generated in some, but
As for cases of loose contact, the fault may no not all, cases.
longer be present, but the fault code is stored in
the control unit memory until it is erased. It is • Break to gear indicator.
at least possible then to see which circuit the • Broken lamp in gear indicator.
fault was in and look for the cause there, even
if there is currently no fault.
If this fault arises, the control unit does not ”obey” the driving
mode selector. Either there is no signal at all, or the control
unit has received conflicting signals in one of the following
combinations:
Fault code 76 Fault: The EDC cannot provide a reliable value for throttle
pedal position.
Cause: The control unit has received a message from EDC
via the communications circuit (pins 20 and 38) which shows
that the value from the throttle pedal sensor potentiometer is
impossible.
Comment: In this case, the communications circuit itself is
probably not faulty. Otherwise, the control unit would have
generated a different fault code (fault code 82 or 83).
Action: Check whether there are any fault codes stored in the
EDC control unit.
Electrical system
Connection diagram
Publication number: 16:04-21.
Circuit diagrams
Publication number: No information.
O4 Tachograph
P2 Central electric unit
S17 Exhaust brake (on instrument panel)
S30 Power take-off,EG
(S31) Power take-off, EK/ED
100917
Electrical system
This figure applies to both LHD and RHD vehicles and covers all
affected optional equipment. Vehicles with less optional equipment
are covered where appropriate.
55
56
Electrical system
The tables on this spread show which input signals the control unit can receive.
Input signals
Input signals
Function Source Signal type Pin
Confirmation of low split Confirmation switch, split +24V UX 4
Confirmation of high range Confirmation switch, range +24V UX 5
Confirmation of rearward longitudinal Hall effect sensor +18V (supplied from UX) 6
stroke
Confirmation of neutral position Hall effect sensor +18V (supplied from UX) 7
Gives clutch pedal position Lower pedal switch Earthing (0V) 8
Confirmation of right-hand lateral Hall effect sensor +18V (supplied from UX) 24
stroke
Activates engine brake program Retarder control unit or floor switch +24V 27
To request down shift Driving mode selector +24V UX 28
To request automatic position Driving mode selector +24V UX 29
05:05-02 en
05:05-02 en
Electrical system
57
58
Electrical system
The table below shows which output signals the control unit can supply.
Output signals
Output signals
Function Destination Signal type Pin
To request low split Solenoid valve, low split +24V 2
To request forward longitudinal stroke Solenoid valve, forward longitudi- +24V 3
nal stroke
Gives vehicle speed Retarder control unit via C56 Frequency (+24V) 14
To request right-hand lateral stroke Solenoid valve, right-hand lateral +24V 17
stroke
To request high split Solenoid valve, high split +24V 18
nal stroke
Scania CV AB 1995
Other connections
05:05-02 en
Other connections
Function Source or destination Signal type Pin
Earth for control unit G13 Earthed (0V) 1
Power supply in From batteries, fuse 41 +24V (U30) 19
Communication EDC, ABS/TC etc Data 20
Communication Diagnostic socket for PC Data 25
Electrical system
59
Electrical system
63
Driving mode selector - R + R 54
43
+ 44
33
- 34
33 43 53 63 73 83 34 44 64 54 74 84
R+
R-
R
R N
N+
N-
N A
A+
A-
A M
M+
M-
Test program
• The vehicle must be stationary and the engine be switched off,
unless otherwise stated in the particular test stage.
• Power should be on (starter key to drive position)
• The test program is controlled using the diagnostic switch, con-
cealed under a cover on the instrument panel.
RPM INFO
Various phases of test program
Display Intention of test
General
The test program should no be used when driv-
ing. Generally, the vehicle should be stationary,
with the engine switched off before testing
starts.
! WARNING!
Leave the diagnostic switch for the moment. The test pro-
ECU NO gram has now started. All parts of the display light for one
second. The buzzer sounds.
The display can, for example, look like the figure to the
A B left. A shows the number of the fault code (10 in this case)
and B shows how many times this fault code has been reg-
istered (3).
7 Note the fault codes. Proceed to the next test stage. See
next page.
Signal designation
4 When the test has ended, proceed to the next test stage.
Signal designation
4 When the test has ended, set the driving mode selector to
neutral and proceed to the next test stage.
Signal designation
Neutral position
Neutral position often, but not always, arises in R
combination with another confirmation signal.
N
19 Set driving mode selector as in fig. 10.
20 Check that HLNH (or LLNL) is displayed. A
10
11
12
Signal designation
Actual torque 4 When the test has ended, proceed to the next test stage.
dd
Requested torque
tt
Engine temperature
Signal designation
v_1 4 When the test has ended, press the diagnostic switch to
end the test program. When this has been done, ”END
Propeller shaft speed TEST” is displayed and the control unit returns to normal
operation.
v_2
From tachograph
Mechanical work
General
Internally, the gearbox is standard. Its operating system is similar
to the corresponding one for 3 series CAG 2, but with the differ-
ence that the stroke damper for Opticruise is now built into the
longitudinal stroke cylinder. The gearshift housing, located on
the top of the gearbox is also changed. The design is more com-
pact than in previous models.
Confirmation switches
The four confirmation switches are of the same type; normally
closed. Tightening torque: 20 Nm. Their location is shown in the
figure below, with the gearbox shown viewed from above. On
older gearboxes, B42 is located on the right-hand side. Designa-
tions are explained on page 54.
B44
B42
100870
B43 B41
05:05-02 en © Scania CV AB 1995 73
Mechanical work
Removal
1 Set the driving mode selector to the neutral
position.
2 Detach the air hoses from the longitudinal
stroke cylinders and the lateral stroke cylin- ABA = B
ders. Unplug the connector to the hall effect
sensor wiring from the sensor housing.
3 Detach the gearshift housing from the gear-
box and place it upside down on the work-
bench.
4 Detach the sensor housing from the gear-
shift housing.
5 Blow compressed air into the centre air con-
nection on the longitudinal stroke cylinder.
This sets the gear shift shaft to the neutral
position. Check that the stop on the lever is
in the centre of the coulisse as in the figure
above to the right.
05_5336
5 Fit the air hoses.
6 Remove the level plug. Fill with ATF fluid
up to the hole (about 0.27 litres).
7 Switch on the power and check the gear
changing movements using the test program
(test stage ”GEARENGA”).
The longitudinal stroke cylinder can be turned if
extra space is required. If this is done, the com-
pressed air couplings must also be switched.
Hint: Remove the gear selector housing from
the gearbox if turning the cylinder. this makes
the task easier.
05_5334
changing movements using the test program
(test stage ”GEARENGA”).
V63
100859
V78
5 1 Gasket
6 5 Screw
7 2 Spring pin
8 2 Plug
9 2 Gasket
10 1 Piston rod
11 1 Rack
12 2 Retaining ring
13 2 Retaining ring
14 1 Piston rod
15 2 Washer
16 2 Piston
17 4 Retaining ring
18 1 Bearing sleeve
19 1 V-ring
20 2 Bearing
21 1 O-ring
22 2 Piston
23 2 O-ring
24 2 Washer
25 2 Retaining ring
26 2 Seal
27 1 O-ring
28 1 Cylinder cover
29 3 Screw
100918
9 4 Screw
10 4 Screw
11 1 Gear shift shaft
12 1 Magnet holder
13 1 Screw
14 3 Screw
15 1 Lever
16 2 Screw
17 2 Key
18 2 Spacer
19 1 Coulisse
20 2 Cap
21 4 Screw
22 2 Retaining ring
23 2 Washer
24 1 Spring
25 1 Spacer
26 1 O-ring
27 1 Retaining ring
28 1 V-ring
29 1 Lever
30 1 Cylinder
31 1 Piston
32 1 Spacer
33 1 V-ring
34 1 O-ring
35 1 O-ring
36 1 O-ring
37 1 O-ring
38 2 Screw
39 2 Plug
40 2 Gasket
41 1 Housing
42 1 Screw
43 1 Washer
5 2 Screw
6 2 Screw
7 2 Nut
8 11 Strap
9 22 Screw
10 22 Washer
11 7 Screw
12 7 Nut
13 14 Cone
14 9 Solenoid valve 2
15 7 O-ring
16 2 Union
17 10 Elbow union
18 5 Elbow union
19 4 Union
20 1 Clip
21 1 Screw
22 4 Bracket
23 2 T-union