EN 1372 765 101a 2017 02 Online

TECHNICAL MANUAL
TRAXON
Application, Installation, Function and Initial Operation
BUS
Copyright © ZF Friedrichshafen AG
This document is protected by copyright. Complete or partial reproduction or

distribution of this document is not permitted without the approval of
ZF Friedrichshafen AG. Infringements lead to civil and criminal prosecution.
TRAXON Index of Chapters
1 Brief Description TRAXON
2 Transmission System and Its Components
3 Function Description
4 Installation
5 INTARDER
6 Cooling
7 Application and Documentation
8 Body Builder
9 Annex
EN 1372.765.101a - 2017-02 3
TRAXON Table of Contents
Page
Index of Chapters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Table of Contents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Safety Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1 Brief Description TRAXON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1 Transmission system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 Type key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.3 Segmentation/Torque gradation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.4 Transmission program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.5 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
2 Transmission System and Its Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.1 System design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Transmission and shift system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2.1 Description of the transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2.2 Description of power flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.2.3 Description of the shift system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.3 Transmission components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.3.1 Transmission actuator/Mechatronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.3.2 ConAct (clutch actuation unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.4 Peripheral components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2.4.1 Range selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2.4.1.1 ZF range selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2.4.2 Driver information interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2.5 INTARDER system description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.5.1 General information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.5.2 Oil grade and oil fill quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.5.3 Coolant connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.5.4 Electrical interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.5.5 Communication interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
3 Function Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1 Basic function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1.1 Start-up and shut-off behavior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.1.1.1 Start-up behavior: ignition on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.1.1.2 Engine start release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.1.1.3 Shut-off behavior: ignition off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.1.2 Shifting during standstill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
EN 1372.765.101a - 2017-02 4
3.1.2.1 Shifting from neutral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

3.1.2.2 Shifting from gear to gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.1.2.3 Shifting to neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.1.3 Setting off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3.1.4 Gear engagement during travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.1.4.1 Upshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.1.4.2 Downshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.1.5 Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.1.6 Protection functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.1.6.1 Engine protection function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.1.6.2 Clutch protection function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.2 Automatic drive program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.2.1 Engaging the automatic drive program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.2.2 Automatic starting gear selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.2.3 Automatic gear change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.2.4 Disengaging the automatic drive program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.2.5 ZF rolling function (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
3.2.6 ZF GPS PREVISION: predictive driving strategy (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3 TRAXON incident concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
3.3.1 Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
3.3.2 System analyses conducted. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
3.3.3 Clutch actuation concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.3.4 Transmission control unit concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.3.5 Interface concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.3.6 Layout criteria and testing of the transmission system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3.4 Error responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
3.5 Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
3.5.1 On-board diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
3.5.2 Off-board diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1 Transmission installation inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1.1 Standard transmission installation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1.2 This chapter is not available for bus versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1.3 Input shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.1.4 Bell housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.1.5 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.1.6 Design of the clutch actuation unit (ConAct) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
4.1.7 Engine connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4.1.8 Transmission suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4.1.8.1 Suspension A - B "floating" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
4.1.8.2 Suspension A - C (both sides) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
4.1.8.3 Supporting point E - 5th point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
4.1.9 Transmission installation angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4.1.10 Propshaft connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.1.10.1 Definition of terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
EN 1372.765.101a - 2017-02 5
4.1.10.2 Permissible spatial deflection angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16

4.1.10.3 Phase displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4.1.10.4 Bending vibrations caused by propshaft and/or engine . . . . . . . . . . . . . . . . . . . . . . 4-19
4.1.10.5 Balancing the propshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4.1.11 Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
4.1.11.1 Torsional vibrations at the transmission input (input shaft) . . . . . . . . . . . . . . . . . . . 4-21
4.1.11.2 Rotational irregularities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
4.1.12 Vertical vibrations caused by road bumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.1.13 Cover/Step protection plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.1.14 Brackets on the transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.1.14.1 Additional brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.1.14.2 Mounting points on the transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.1.15 Fordability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.1.16 Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
4.1.17 Guidelines for body builders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
4.1.18 Vehicle wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
4.2 Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4.2.1 Permissible ambient temperatures at the transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4.2.2 Permissible oil temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4.2.3 Causes for excessive oil temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4.2.4 Initial start-up of the vehicle at low temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
4.2.5 Storage of the transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
4.3 Oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4.3.1 Oil grade and oil change intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4.3.2 Oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4.3.3 Oil fill quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4.3.4 Oil change. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4.3.5 Draining oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4.3.6 Replacing the oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4.3.7 Filling oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4.3.7.1 Filling oil after oil change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4.3.7.2 Filling oil after repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
4.3.8 Checking the oil level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
4.3.9 Transmission bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
4.4 Electrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
4.4.1 System layout and circuit diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
4.4.2 Plug description for the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
4.4.3 Vehicle supply voltages and currents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4.4.3.1 Functional area diagram of the electrical supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
4.4.4 CAN bus installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
4.4.5 Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
4.4.6 Plug and mating plug designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4.4.7 Other electrical interfaces on the TRAXON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.4.7.1 External impulse sensor for speedo connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.4.7.2 Access to the ZF-CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.4.8 CAN signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
4.4.9 EMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
EN 1372.765.101a - 2017-02 6
4.5 Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50

4.5.1 Air supply design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
4.5.2 Air reservoir. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4.5.3 Air pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4.5.4 Air consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4.5.5 Air connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4.5.6 Air lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4.5.7 Air quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
4.5.8 Pressure display/Pressure warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
4.5.9 Functional area diagram of the air supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
4.6 Auxiliary power units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
4.7 Transmission installation on the assembly line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4.7.1 Transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4.7.2 Main transmission delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4.7.3 Corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4.7.4 Subsequent paintwork. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4.7.5 Guidelines for the installation of transmissions with INTARDER . . . . . . . . . . . . . . . . . . . . . . 4-59
4.7.6 Installation and connection of electronic devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60
4.7.7 Assembly of engine, clutch and transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4.7.8 Transmission installation checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-63
4.7.9 End-of-line programming (EOL programming) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
4.8 TRAXON operating concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-67
4.8.1 Starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-67
4.8.2 Setting off, forward driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68
4.8.3 Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-69
4.8.4 Moving off downhill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-70
4.8.5 Changing the operating mode: manual/automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-71
4.8.6 Changing gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72
4.8.7 Reversing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-73
4.8.8 Engine brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74
4.8.9 Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74
4.8.10 Switching off the engine/Parking the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
4.8.11 Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-76
4.8.12 Tow starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-77
4.8.13 Clutch protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-78
4.8.14 Engine overspeed protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-79
4.8.15 Roller test bench . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80
4.8.16 System failures (error messages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80
4.8.17 Calibrating the inclination sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81
4.9 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-82
4.9.1 Visual inspection of the wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-82
4.9.2 Compressed air system maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-82
5 INTARDER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.1 INTARDER technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2 INTARDER operating method. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
EN 1372.765.101a - 2017-02 7
5.3 INTARDER brake diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4

5.4 INTARDER design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.5 Overview of standard application EST 54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.6 EST 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.7 INTARDER operating functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5.8 Braking step lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5.9 E-module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.10 INTARDER main switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.11 INTARDER check display signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.12 Speedo sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.13 ECU plug connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.14 INTARDER power supply connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
6 Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1.1 Braking power/Cooling power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1.2 Pressures in the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.1.3 Coolant tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.1.4 Coolant flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6.1.5 Coolant quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
6.1.6 Oil/Coolant heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
6.1.7 Coolant thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.1.8 Vehicle radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.1.9 Vehicle fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.2 Engine coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.2.1 Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.2.2 Coolant additive (antifreeze/corrosion protection agent) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.2.3 Monitoring and change intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
7 Application and Documentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.1 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.2 ZF documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.3 Customer specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.4 Parts list [BoM] number and type plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.5 Initial start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7.6 Installation release. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
EN 1372.765.101a - 2017-02 8
TraXon Table of Contents
7.7 Application limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.8 Vehicle handover to end customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
8 Body Builder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.1 Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.2 Notes for body builders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
9 Annex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
List of Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Overview of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Other Applicable Documents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Attached Documents and Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
EN 1372.765.101a - 2017-02 9
TRAXON Preface
Preface
TRAXON is an automatic transmission system with 12 speeds.
The information and instructions relating to the transmission system's installation and initial operation must
always be observed to avoid the following:
▪ Personal injury
▪ Damage or failure of the transmission and the vehicle
▪ Impaired functions of the transmission system
▪ Impaired operating comfort
The Technical Manual serves as a technical guide for the TRAXON transmission system to be used by both
vehicle manufacturers and body builders as well as ZF Friedrichshafen AG (ZF) staff.
The Technical Manual describes a ZF standard application. Customer-specific deviations must be agreed in
writing with ZF.
A TRAXON application contains the following steps:

• Writing customer specification for the transmission system by the OEM and ZF
▪ Initial installation
▪ Initial installation check and initial operation by ZF staff
▪ Release based on customer specification and parts list [BoM]
▪ Documentation by vehicle manufacturer and ZF
In the case that the specifications given by this Technical Manual are not observed or if parts are used
that have not been approved by ZF or that are no genuine ZF parts, damage and functional
impairments may be caused; ZF cannot be held liable for any of the above stated cases of complaint.
If you have any questions, suggestions or possible improvements, please turn to your ZF contact directly.
ZF Friedrichshafen AG
D-88038 Friedrichshafen
Phone: +49 7541 77-0
Fax: +49 7541 77-908000
www.zf.com
EN 1372.765.101a - 2017-02 10
Safety Instructions
Safety Instructions
General safety instructions
Read all safety instructions and information. Failure to comply with safety instructions and information may
lead to property damage, serious injuries or death.
Intended use
The ZF product is designed and produced in line with state-of-the-art technology and is safe to operate.
However, this ZF product may pose dangers if improperly used by unauthorized, untrained and
uninstructed specialized staff or if not used according to its intended use.
Repair, assembly, maintenance and initial operation

Perform repair, assembly and maintenance work exclusively according to this documentation on hand and
other applicable documents paying particular attention to the points mentioned below:
▪ Work must be performed in a professional manner and according to the technical provisions.
▪ Work must only be performed by trained, instructed and authorized specialized staff.
▪ Only original ZF spare parts may be used.
▪ Only original ZF accessories may be used.
▪ Only original ZF special tools may be used.
▪ Changes and modifications of the ZF product may lead to the expiry of the operator's license, warranty
or guarantee.
In case of damage, immediate action is mandatory in order to restore or guarantee full functionality and
safety / operational safety of the ZF product and to minimize the extent of damage.
In case of damage, please contact ZF Services and have the following data available:
▪ Product type, product parts list number and serial number
▪ Overall operating hours
▪ Progress of the damage
▪ Damage pattern
To avoid personal injury and damage to third-party products and the ZF product, this safety information,
all valid safety regulations and legal requirements must be observed.
Country-specific safety, accident prevention and environmental regulations apply irrespective of the
instructions provided in this document.
Safety-relevant workwear must be worn for all work. Depending on the type of work, additional protective
equipment, e. g. protective goggles, protective gloves, hard hat and apron must be used. The workwear
must fit tightly so that it cannot get caught in turning or protruding parts.
EN 1372.765.101a - 2017-02 11
Safety Instructions
After completion of repair, assembly and maintenance work as well as inspections, the specialized staff
must ensure that the ZF product is once more functioning perfectly and is safe to operate.
Handling of ZF products
Impermissible superstructures, add-ons, modifications and changes to the ZF product may affect the ZF
product's operational safety.
Unless explicitly permitted, no repair, assembly and maintenance work may be performed while the
engine is running. Secure the engine against an unintentional start and the vehicle against unintentional
movements. Attach a "Do not operate" sign which is visible for everyone! Keep uninvolved parties away.
Increased risk of injury in the event of contact with cooled down or heated parts. Only touch parts when
wearing suitable protective gloves.
Handling operating supplies and auxiliary materials

Increased risk of injury at contact with heated, cooled down or caustic operating supplies and auxiliary
materials (e. g. lubricants, cleaning agents, nitrogen).
▪ Prevent skin contact.
▪ Do not drink.
▪ Do not inhale vapors.
▪ Keep away from ignition sources – do not smoke.
Store operating supplies and auxiliary materials in suitable and correctly labeled containers.
Use suitable protective clothing, protective gloves and protective goggles/face protection. Pay attention to
the manufacturer's regulations and accident prevention regulations.
Immediately seek medical assistance after contact with heated, cooled down or caustic operating supplies
and auxiliary materials.
Environment
Operating supplies and auxiliary materials may not be allowed to enter the soil, groundwater or sewage
system.
▪ Ask your local environmental protection agency for material safety data sheets of the relevant ZF
products and ensure compliance with their requirements.
▪ Collect operating supplies and auxiliary materials in a sufficiently large container.
▪ Dispose of operating supplies and auxiliary materials, waste, containers, soaked cleaning cloths,
contaminated filters, etc., in accordance with the regulations of the environmental protection laws.
▪ Pay attention to the manufacturer's regulations and accident prevention regulations.
When selecting operating supplies and auxiliary materials, pay attention to health risks, environmental
compatibility, disposal regulations and your country-specific opportunities to dispose of such materials
properly.
EN 1372.765.101a - 2017-02 12
Safety Instructions
Signal words and symbols
This document contains particularly highlighted safety instructions which start with one of the following
signal words depending on the severity of the danger.
DANGER
The signal word DANGER indicates a dangerous situation that, if not prevented, will lead to a severe
injury or death.
 Information as to how the danger can be prevented.
WARNING
The signal word WARNING indicates a dangerous situation that, if not prevented,
can lead to a severe injury or death.
CAUTION
The signal word CAUTION indicates a dangerous situation that, if not prevented,
can lead to a slight or moderate injury.
The signal word NOTE indicates a situation that, if not prevented, can lead to
property damage.
 Information as to how the property damage can be prevented.
The following symbols are additionally used:
This symbol refers to additional, safety-relevant information.
This symbol indicates information concerning special workflows, methods, application of aids, etc.
EN 1372.765.101a - 2017-02 13
TRAXON Brief Description
1 Brief Description TRAXON
1.1 Transmission system
The TRAXON transmission system is an electro-pneumatically shifted transmission with 12 gears and an
automated dry clutch. Shifting and clutch operations are controlled electronically and carried out electro-
pneumatically.
For an application of the TRAXON transmission system, the following requirements must be met:
▪ Electronic engine-management system
▪ CAN signal communication
▪ ABS or Brake Assist System
▪ Voltage supply
▪ Air connection
10_004913_01
Fig. 1.1 TRAXON with integrated INTARDER
Due to the automated clutch, there is no clutch pedal installed and, thus, the clutch does not need to be
actuated by the driver. The gear shifting is done by the transmission control unit.
The driver has the option to drive the vehicle with the TRAXON transmission system in the automatic
mode as well as in the manual mode. In the manual mode, the gear is selected by the driver.
In the automatic mode, the gears are selected and changed by the transmission control unit; however, the
driver can intervene at any time. The driver-information system shows all necessary system functions, e.
g. neutral, gear shift, clutch overload and diagnostic information.
EN 1372.765.101a - 2017-02 1-1

TRAXON Technical Data
1.2 Type key
The type designation is based on a type key.
The following has been defined for the TRAXON automatic transmission system:
Type designation e. g. 12 TX 2011 BO
12 TX 2 0 1 1 B O
Ratio
O : Overdrive Ratio of top gear below 1.0 (e. g. 0.77)
Application
B : Bus
Variant
0 : without INTARDER
1 : with INTARDER
Technical generation
1 : 1st generation
Torque limit in [Nm] = Factor • 100
TRAXON (transmission system)
Number of gears
EN 1372.765.101a - 2017-02 1-2

1.3 Segmentation/Torque gradation
12 gear
Overdrive BO 12 TX 1611 2011 2411 2811
Nm 1,000 1,500 2,000 2,500 3,000

10_004914_01_en
Fig. 1.2 Torque gradation
1.4 Transmission program
Number Max.
of input Ratio
Designation gears torque
12 TX 1611 BO 12 1,600 Nm Overdrive
EN 1372.765.101a - 2017-02 1-3

1.5 Technical data
Transmission type 12 TX 1611 BO

12 TX 2011 BO
12 TX 2411 BO
12 TX 2811 BO
Forward gears 12
Reverse gears 1 optionally 2
Ratio range
Forward 12.92 - 0.77 12.03; 9.29;
Reverse Standard
Max. input torque (traction/coast mode) depen-

ding upon transmission type 1,600/2,000/2,400/2,800 Nm
Input speed (traction/coast mode) max. 2,500 rpm / max. 2,800 rpm
Output speed (traction/coast mode) max. 2,500 rpm / max. 2,500 rpm
Oil quantity approx. 22.5 liters
Weight5)
without oil fillwith oil fill starting from 335 kg starting from 355 kg
Length 878 mm
Input shaft
Standard SAE 10C 2 116.5 mm
Length
Output flange
Standard Ø 180 mm, cross-toothed acc. to ISO 8667
Center of gravity Refer to installation drawing
INTARDER 3 Refer to Chapter INTARDER
1) Optional
5) Depending on the design (without peripheral equipment, clutch)
EN 1372.765.101a - 2017-02 1-4

12-speed, overdrive Gear set/Power flow diagram
Moment of inertia*
K1 K2 1 R
Gear Ratio Gear step [kgm2] 2
3
Standard
PL
N K1 0.170
N K2 0.108
1 12.924 0.111
1.295
2 9.982 0.175
1.298
3 7.688 0.117
1.295
4 5.938 0.185 Gang
1.301
1
5 4.565 0.132
1.295 2
6 3.526 0.211 3
1.246 4
7 2.831 0.148
5
1.295
8 2.187 0.237 6
1.298 7
9 1.684 0.220 8
1.295
9
10 1.301 0.358
1.301 10
11 1.000 0.425 11
1.295 12
12 0.772 0.702
R1
R gear standard
R1 12.033 0.112 R2
10_004971_01_de
1.295
R2 9.293 0.176
*Values refer to input end
EN 1372.765.101a - 2017-02 1-5

1-6
TRAXON Transmission System and Its Components
2 Transmission System and its Components
2.1 System design
The transmission system consists of the transmission (1) and the components needed to automate the
system. The transmission control unit (electronics, valve/sensor module) (2), INTARDER (3) and ConAct
(clutch actuation unit) (4) are integrated in the transmission.
As an option, ZF offers a range selector (7) for the transmission system.
7 1 2 3
6 5 4 10_004970_01
1 Transmission 4 ConAct 7 ZF range selector

2 Transmission control unit 5 Brake pedal
3 INTARDER 6 Accelerator pedal
Fig. 2.1 ZF standard system design
Due to the vehicle system integration, TRAXON can dispense with additional, inherent peripheral
components and instead uses the vehicle-end systems, such as the engine electronics with the brake
pedal (5) and the accelerator pedal (gas pedal) (6), the electronic braking system with wheel-speed
sensors, etc.
Integration of the TRAXON into the overall vehicle system is realized by networked vehicle electronics via a
CAN bus system.
The interdependencies of the systems are investigated within the context of the vehicle integration
meetings.
EN 1372.765.101a - 2017-02 2-1

2.2 Transmission and shift system
2.2.1 Description of the transmission
The transmission system consists of a constant-mesh, 3-speed main transmission, a splitter group (S/G)
and downstream range change group (R/C) in planetary design. Synchronization is implemented via
engine control and transmission brake.
The splitter group and range change group are conventionally synchronized.
The TRAXON transmission has two countershafts; one with the lubricating pump, the other with the
transmission brake adapted. This compact, lightweight design ensures a good distribution of torque, less
load on the gearings, low friction in the oil (splashing) and therefore greater efficiency.
K1 K2 1
4 3 2
10_002471_01
K1 (Distribution of power: in constant 1 Range change group 5 Clutch actuation unit (ConAct)
K1 or K2 to both countershafts) 2 3-speed main transmission 6 Transmission brake
3 Splitter group
4 Lubricating pump
Fig. 2.2 TRAXON
EN 1372.765.101a - 2017-02 2-2

2.2.2 Description of power flow
The propulsion engine's torque is transferred to the transmission via the input shaft. Constant K1 or K2
symmetrically transmits the torque to the two countershafts. The main shaft bundles the input torque of the
two countershafts and transmits it to the planetary stage (PL). The planet carrier is connected to the output
flange which diverts the output torque.
In the direct gear, input shaft and main shaft are coupled "directly" with each other. This results in
minimum power transmission losses.
K1 K2
3
2
1 R
PL
Fig. 2.3 Power flow 036130
EN 1372.765.101a - 2017-02 2-3

2.2.3 Description of the shift system
The shift system is actuated pneumatically. The gate is selected electromagnetically.
1 2 3
6
7 10_002470_01
1 Shift cylinder for range change group (R/C) 5 Shift fork gear 2/gear 3
2 Shift cylinder for splitter group (S/G) 6 Shift fork gear 1/R gear
3 Shift cylinder for main transmission (MG) 7 R/C gearshift fork
4 S/G shift fork
Fig. 2.4 12-speed shift system
EN 1372.765.101a - 2017-02 2-4

2.3 Transmission components
2.3.1 Transmission actuator/Mechatronics
The functions required for steering and/or controlling the transmission are performed by the integrated
mechatronics modules. The individual mechatronics modules are installed in the transmission from above.
The modules are electrically connected via the integrated plug connections (refer to Fig. 2.6, Transmission
actuator/Mechatronics system diagram).
1 2
3 5 4
Fig. 2.5 Transmission actuator/Mechatronics 036134_1
The air-controlled transmission shift cylinders and the clutch are controlled and/or actuated via the valve
block (1) with its 14 individual solenoid valves.
The sensor module (2) records the gear positions and transmission input speed as well as the transmission
oil temperature. Additionally, there are separate sensors recording the air pressure (integrated in the valve
block), clutch position and the transmission output speed.
The selection module (3) selects the gate and thereby releases the shift fork.
The transmission electronics are integrated in the transmission control unit (4) which establishes the
electrical connection to individual actuators and sensors. It includes the software functions for steering/
controlling the transmission and clutch.
A 31-pin plug connection (5) is the electrical interface to the vehicle.
EN 1372.765.101a - 2017-02 2-5

14 15 16 17 1 2 3 4 5
13
12
11
10
9
6
8 7
10_002472_01
1 Electronics 10 Clutch chamber

2 Selection module 11 ConAct
3 Electronics compartment 12 Clutch travel sensor
4 Transmission control unit 13 Three pneumatic cylinders with gearshift rails
5 Output speed sensor (internal) 14 Cover
6 Impulse sensor for speedo connection 15 Exhaust air chamber
7 Oil chamber 16 Valve block
8 Input speed sensor 17 Sensor module
9 Transmission brake
Fig. 2.6 Transmission actuator/Mechatronics system diagram
EN 1372.765.101a - 2017-02 2-6

2.3.2 ConAct (clutch actuation unit)
1 ConAct
2 Travel sensor
3 Travel sensor connecting plug
10_002474_01
Fig. 2.7 ConAct (clutch actuation unit)
The ConAct (Concentric Clutch Actuator) is a concentric clutch actuation unit for push-type clutches.
A travel sensor reports the clutch's actual position to the control unit.
The use of a ConAct requires the use of a push-type clutch. The ConAct is integrated into the
transmission's bell housing and cannot be accessed without removing the transmission.
The clutch can be engaged in a very finely controlled manner for sensitive starting and maneuvering.
For very quick clutch actuation, steering velocities appropriate to the situation can be ensured, if required,
by modifying the opening and closing times and/or clock frequencies.
Option: The driver is warned about total clutch wear in good time.
EN 1372.765.101a - 2017-02 2-7

TraXon Transmission System and Its Components
2.4 Peripheral components
The peripheral components listed here have not been certified to IEC 61508.
2.4.1 Range selector
A range selector is available upon consultation of ZF.
EN 1372.765.101a - 2017-02 2-8

2.4.1.1 ZF range selector
+ Shifting up two gears (spring point end stop)

+ Shifting up one gear (first spring point)
– Shifting down one gear (first spring point)

A/M
D N
R – Shifting down two gears (spring point end stop)
A/M Change from automatic mode to manual mode (and vice versa)
D = Drive
N = Neutral (detent)
R = Reverse (detent)
Fig. 2.8 ZF range selector 024528
This ZF range selector contains the electronics required for recording, transmitting and controlling. The
communication is executed with 250 kBd, 500 kBd on request.
ZF range selector (complete)

▪ Part number: 6006.039.003
▪ Drawing number: 6006.639.003
The ZF range selector has the following functions:

▪ Selection of the driving direction
‒ Forward driving « D »
‒ Reverse driving « R »
▪ Neutral position «N»
▪ Shifting gears up and down « + » « – »
▪ Activating and deactivating automatic mode «A/M»
The positions of the ZF range selector are recorded via a sensor matrix and converted into CAN signals by
means of the electronics incorporated in the ZF range selector.
In addition to capturing the driver's request, an input signal and an output signal can be connected to the
range selector. The definitions for the input or output-connected components and their wiring should be
coordinated with ZF on demand.
If the range selector output is used for actuating a component, the ground/earth of this component must
always be looped back to the range selector.
The definition of corresponding realizations must be coordinated with ZF.
Input: “low active”

Vin_low < 3.0 V, Impedance: > 1 kW (Pull Up to positive supply)
Vin_high > 8.0 V, Impedance: > 150 kW (Pull Down to ground/earth supply)
EN 1372.765.101a - 2017-02 2-9

Output: “high active”

The following limit values should be observed for the wiring of the digital outputs (AD1 to AD5):
Total value of current (total of all digital outputs): 730 mA
Max. current at each output (digital output): 600 mA
Max. extinction energy: 15 mJ
Max. resistance at an output (digital output): 10 kW
The following can be taken as reference value for inductive loads:

Lmanufacturer = inductive value specified by the manufacturer and/or measured value [mH]
IL = nominal current [A]
RL = nominal resistance [W]
The approximate limit value for the inductive load specific to the maximally permitted extinction energy
can be determined as follows:
15 mJ
Lmanufacturer <
I2L
and
Lmanufacturer < 0.026 • R2L
Inputs/Outputs available for vehicle functions.

5x digital inputs "low active"
5x digital outputs "high active"
Observe the following:

▪ The range selector is intended for installation on the dashboard or panel.
▪ The ZF scope of supply does not include a cover or a bag on the shift knob.
▪ The installation location of the range selector is to be selected in such a way that it cannot be dama-
ged when the driver gets in and out of the vehicle.
▪ The ZF range selector wiring must correspond to the wiring quality requirements (refer to Chapter
4.4.5).
▪ Further technical data of the ZF range selector can be obtained from the installation drawing and TCI
6006.739.011.
EN 1372.765.101a - 2017-02 2-10

2.4.2 Driver information interface
The TRAXON transmission system issues signals for driver information. Details of the scope of driver
information signals intended for use must be clarified with ZF Friedrichshafen AG.
The driver information signals contain specific instructions and/or messages about the current operating
condition of the transmission system.
▪ Messages about the operating condition are e. g.:
– Automatic/Manual
– Maneuvering
– Current gear
– Clutch overload
– Insufficient air pressure
▪ Instructions are e.g.:
– Select neutral using range selector
– Take foot off accelerator pedal
The required scope of signals is selected and combined from the total number of available individual
signals in consultation with ZF.
Several options are available for the transmission of the individual driver information signals:
▪ A special CAN message defined in consultation with ZF in which e.g. every individual piece of driver
information is transmitted with two bit respectively.
▪ Integrated into CAN diagnosis message DM1 acc. to SAE J1939-73.
▪ Direct control of a buzzer (via CAN or a digital output of the transmission control unit).
▪ Control of the driver-information system via CAN.
Depending on the mode of transmission, it is possible to transmit either all driver information signals or
only a selected number of currently active signals at the same time.
One or several modes of transmission can be assigned to each of the used driver information signals in
consultation with ZF.
A clutch overload message can e.g. be sent to the buzzer as well as the driver-information system, while an
Automatic message is only transmitted to the driver-information system.
This functionality must be coordinated between vehicle manufacturer and ZF.
In addition to these driver information signals, error or transmission failure notifications can also be
transmitted.
On the driver-information system, these notifications lead to special icons being displayed, such as STOP or
a wrench.
EN 1372.765.101a - 2017-02 2-11

2.5 INTARDER system description
The INTARDER is a hydrodynamic, wear-free transmission brake integrated into the transmission system.
2.5.1 General information
The system concept, structure, mode of operation, control elements, functional variants, peripherals and
safety functions as well as notes regarding installation and diagnosis are described in the Chapter
INTARDER.
2.5.2 Oil grade and oil fill quantity
The INTARDER and the TRAXON transmission share a common oil supply. Oil fill quantities are specified in
the Chapter Technical data.
The TRAXON transmission with integrated INTARDER may only be filled with the oils released as per the
List of Lubricants TE-ML 02.
The List of Lubricants TE-ML 02 provides information about the exact oil specification as well as the oil
change intervals.
2.5.3 Coolant connection
An oil/coolant heat exchanger is attached to the INTARDER and is included in the engine cooling system's
water circuit.
Information regarding water quality, coolant and pressures is described in the Chapter Cooling.
2.5.4 Electrical interface
The electronics integrated into the INTARDER have an electrical interface (external cable) to the vehicle
wiring. There is no direct electrical connection to TRAXON.
For circuit diagrams and wiring plans, refer to Annex.
2.5.5 Communication interface
The INTARDER electronics contain a CAN interface according to SAE J1939. Signal exchange with the
other system-compatible vehicle electronics takes place via this interface.
The signal contents and signal specification must be agreed with ZF Friedrichshafen AG.
EN 1372.765.101a - 2017-02 2-12

TRAXON Function Description
3 Function Description
Two major function blocks make up the function of the TRAXON transmission system: the basic function
block and the automatic drive program.
Basic function
• Shifting process
Automatic drive program
• Clutch control
• Shifting point determination
• Engine control
• Mass calculation
• Actuator control
• Driving resistance
• Diagnostic functions
• Vehicle tilt
• Operating system
• Rolling function (optional)
• Error management
• Signal acquisition
CAN interface
• Receiving • Converting • Sending
CAN 1
10_002950_01_en
Fig. 3.1 Functional structure
3.1 Basic function
Operation of the TRAXON transmission system including the pneumatically-controlled clutch in the desired
operating/driving situations is ensured via the basic function. This includes, for example, engaging gears,
starting, maneuvering and shifting.
The basic function includes recording all signals needed for the function. This includes signals of sensors
that are integrated in the transmission system as well as available, important vehicle-end information
about functions that is exchanged between the vehicle and the TRAXON transmission control unit (TCU)
via CAN1 (driveline CAN).
Via CAN1 (driveline CAN), further important information about functions is exchanged between the elec-
tronic systems on board of the vehicle and the TRAXON transmission control unit (TCU).
The standard application for the TRAXON transmission system involves data exchange via an additional
CAN interface, CAN3 (ZF-CAN), with the ZF components to record range selector information. This CAN
bus link is operated separately from CAN1 (vehicle CAN).
EN 1372.765.101a - 2017-02 3-1

3.1.1 Start-up and shut-off behavior
3.1.1.1 Start-up behavior: ignition on
Once the ignition is switched on, the system is initialized and the sensors and actuators are checked for the
absence of errors. The characteristic parameters for clutch and transmission that are required for operation
are initialized. The characteristic clutch and transmission positions are adaptively repositioned and stored
in the non-volatile memory.
3.1.1.2 Engine start release
The TRAXON transmission system issues a signal to the vehicle that shows whether an engine start can
occur from the perspective of the transmission.
A stable vehicle system voltage is necessary in order to transfer the required information for the engine
start release and/or the implementation of the starting process.
The supply voltage (terminal 15/terminal 30) for the transmission control unit may not fall below the lower
vehicle system voltage threshold for a "limited functionality" (refer to functional area diagram in Chapter
4.4.3).
To issue the engine start release, the TRAXON is able to evaluate the following information:
▪ The driveline must be open (parameterizable, usually transmission in neutral position)
▪ Range selector or rotary switch in neutral position
▪ Engaged service brake
3.1.1.3 Shut-off behavior: ignition off
As soon as the ignition is switched off when the vehicle is stationary or the voltage (terminal 15) drops
below a defined threshold value, the transmission recognizes the requirement to shut off the system. The
shut-off process is only started if the engine shuts down too.
It is checked whether the gear required for parking the vehicle is engaged and whether the clutch is in the
required position. If this is not the case, these positions are forcibly engaged.
If transmission or clutch cannot reach their rest position, the shut-off is implemented after the lapse of a
permissible maximum time.
Special case: No shift is performed if the ignition is switched off during travel. The gear remains engaged;
the clutch remains closed. Only if a defined speed threshold is fallen below are the shut-off positions for
transmission and clutch engaged.
EN 1372.765.101a - 2017-02 3-2

During the "Ignition OFF" phase, errors and driving condition information are migrated to the non-volatile
memory.
For this reason, it is imperative for the permanent positive power supply (terminal 30) not to be switched
off at the same time as the ignition. Instead, it must remain in place for a period of time to be defined.
3.1.2 Shifting during standstill
There are three kinds of shifts.
3.1.2.1 Shifting from neutral
When shifting from neutral, the clutch is opened simultaneously and the transmission is shifted to the
requested position.
3.1.2.2 Shifting from gear to gear
The manual correction of the starting gear during standstill is defined as gear-to-gear shift. In this case, the
clutch is already open and the transmission input and output speed is zero, so the requested new gear can
be shifted immediately.
3.1.2.3 Shifting to neutral
If the driver requests neutral while the starting gear is engaged, this request, just as with a gear-to-gear
shift, is implemented immediately and the clutch is then closed.
EN 1372.765.101a - 2017-02 3-3

3.1.3 Setting off
For setting off, various starting gears are available to the driver in both directions of travel, depending on
the application. With the selection of a speed range (D, R) or when stopping, the system independently
engages a suitable starting gear without actuation of the ZF range selector. If required, the driver can cor-
rect this gear within the permitted range by actuating the ZF range selector. The available starting gears
are dependent on the transmission type, vehicle configuration and current conditions.
Accelerator
Engine
Clutch
Vehicle
Phase 1 Phase 2 Phase 3
Accelerator Transmission input speed

Present engine torque Clutch torque
Engine speed Speed
Fig. 3.2 Full-load starting 036112_1_en
EN 1372.765.101a - 2017-02 3-4

By pressing the accelerator pedal, it is possible to set off comfortably in different situations (loaded/unloa-
ded, level ground/uphill gradient/downhill gradient). If the vehicle rolls in the direction opposite to the
direction of travel, the engine will not stall during starting. The starting process is interrupted upon load
reduction or actuation of the brake pedal.
The starting process essentially comprises three phases:
In the first phase, the clutch’s idle stroke is surmounted. This is the range in which the clutch does not
transmit torque yet.
In the subsequent second phase, engine speed and clutch control kicks in for adjustment of the engine
speed and buildup of torque on the clutch. The clutch is slip-operated and the desired engine speed is set
dependent on the vehicle loading, road resistance, overall ratio in the current gear and accelerator pedal
position.
When engine and transmission input have the same speed, the system switches to the third phase. The
clutch is then quickly closed and the desired engine torque raised until it meets the driver's request. This
third phase is complete as soon as the load buildup is finished and the clutch is completely closed.
If thermal overload occurs during starting, the driver is informed via the driver-information system (refer to
Chapter 4.8.13, Clutch protection).
Parallel to the notification via the driver-information system, it is optionally possible to modulate engine
speed and clutch torque to alert the driver to change the driving situation (e.g. selection of a lower starting
gear).
As an additional option, the clutch can be automatically closed to avoid continued load. With this procedu-
re, the vehicle speed may increase, the engine speed may be reduced, and possibly, the engine may be
stalled.
EN 1372.765.101a - 2017-02 3-5

3.1.4 Gear engagement during travel
A shift during travel can be triggered by the automatic drive program or manually by the driver. The overall
shift sequence for upshifts and downshifts is described in the two following chapters.
3.1.4.1 Upshifts
Engine
Engine speed
Transmission input speed

Clutch
Clutch closed
Clutch open
Transmission B2
Gear engaged
Transmission in neutral
Transmission brake off
Transmission brake on
Speed adaptation
Time A B1 C D E F G
Fig. 3.3 Upshift 036381_en
A B1 Slow opening of the clutch and simultaneous load reduction through reduction of injected fuel
quantity.
B1 C Quick, complete opening of the clutch upon completed load reduction.
B2 C The transmission actuator disengages the current gear.
C Sensors report "Transmission in neutral".
C D Activation of the transmission brake for speed synchronization between the transmission's shift
elements.
D The transmission brake is switched off when a minimal speed difference of the transmission's
shift elements has been reached.
D E The transmission actuator engages the new gear.
E F The clutch closes again in parallel with load buildup.
F G Once the clutch has closed completely, the shift process is complete.
EN 1372.765.101a - 2017-02 3-6

3.1.4.2 Downshifts
Engine
Engine speed
Transmission input speed

Clutch
Synchronizing Clutch closed
Clutch open
Transmission
Gear engaged
Transmission in neutral
Time A BCD E F G
Fig. 3.4 Downshift 036380_en
A B Partial opening of the clutch with simultaneous load reduction.

B C Quick, complete opening of the clutch.
C D The transmission actuator disengages the current gear.
D Sensors report "Transmission in neutral".
D E Partial closing of clutch and "double-declutching" by briefly increasing the injected fuel quantity.
The transmission shift elements are brought to the connection speed of the gear to be shifted.
E F When the shift elements have the same speed, the clutch opens and the transmission actuator
engages the requested gear. Simultaneously with the gear engagement, the clutch partly
closes again (phase 1 of the clutch closing process).
F G With the "gear engaged" signal, the clutch starts to close parallel to the load buildup.
G Once the clutch has closed completely, the shift process is complete.
3.1.5 Maneuvering
The maneuvering mode can be requested by the driver via a corresponding control element. If the vehicle
speed is below a defined threshold, a permissible maneuvering gear is engaged and thus the driver's
request is implemented. If the driver then activates the accelerator pedal, a corresponding clutch travel is
set. In this process, the transmission control unit (TCU) influences the engine control unit which sets the
engine speed to the level required for maneuvering. The more the accelerator pedal is depressed, the more
the clutch approaches the closed position.
EN 1372.765.101a - 2017-02 3-7

If the clutch is not completely closed, sensitive maneuvering is possible via the accelerator pedal.
Additionally, the entire engine speed range can be used in maneuvering mode when the clutch is closed.
To that end, the corresponding permissible maneuvering gears are available to the driver. No automatic
gear change takes place during maneuvering. The maneuvering mode is quit when the driver takes the
maneuvering request back via the control element.
Accelerator
Engine
Clutch
Vehicle
Accelerator Present engine torque

Engine speed Clutch torque
Transmission input speed Speed
Fig. 3.5 Maneuvering (via maneuvering switch) 036023_en
EN 1372.765.101a - 2017-02 3-8

3.1.6 Protection functions
3.1.6.1 Engine protection function
To protect the engine during overspeed or underspeed operation, automatic shifts can also be performed in
manual operation mode.
3.1.6.2 Clutch protection function (also refer to Chapter 4.8.13)
To prevent the clutch from being damaged as a result of prolonged friction, current clutch loads are
calculated on the basis of effective torque, speed differential on the clutch and the slip time. Previous
friction processes are considered to determine whether the load limit has been exceeded.
If this is the case, the driver receives a visual and acoustic warning (passive protection measure). The
warning stops when a defined load limit is fallen below.
If the warnings are ignored, the transmission control unit can optionally initiate active protective measures:
▪ Engine speed and clutch torque can be modulated.
▪ To avoid continued load on the clutch, the clutch torque can be gradually increased until the clutch is
completely closed. With this procedure, the vehicle speed may increase, the engine speed may be
reduced, and possibly, the engine may be stalled.
▪ The permissible starting gears are limited depending on the calculated clutch load.
▪ Depending on the applicable boundary conditions, automatic downshifts can take place when starting
and/or maneuvering.
Active protective measures are applicable and must be coordinated between vehicle manufacturer
and ZF.
If the clutch slip is not even completely reduced with the clutch closed, the engine torque is limited via
engine intervention of the transmission control unit. This ends the continuous slip situation and avoids
permanent load on the clutch.
EN 1372.765.101a - 2017-02 3-9

(optional)
Slip time Driver
information
Speed
differential
Clutch
(optional)
Algorithm to protect
Clutch
against clutch
actuation
overload
n P
∆n t
(optional)
Engine
Driver influence Effective clutch actuation
torque
T
m
(optional) Starting gear
limitation
Automatic
downshift
Fig. 3.6 Clutch protection 036028
EN 1372.765.101a - 2017-02 3-10

3.2 Automatic drive program
With the automatic drive program, the TRAXON transmission system shifts fully automatically. The
customer benefit has priority.
A reduction of the fuel consumption alongside optimum gear selection for the respective driving situation
are some of the key features of this function. The automatic drive program can be adapted to different
vehicles, vehicle types and engines.
Subsequent changes of the driveline ratio, which are not approved by ZF, can negatively impact the
automatic drive program and thus the driving behavior.
The existing vehicle CAN signals are used for networking the engine electronics (EDC), electronic brake
(ABS, ASR, EBS), INTARDER and transmission (TCU).
Trans-
Other ABS/ASC INTARDER Driver Engine
mission
Engine power in target gear Present engine torque

Drive resistance with corner recognition Present braking torque of engine brake
(topography) and Intarder
Vehicle mass Accelerator position
Kick-down
Cruise control mode
Optimum driving Optimum setting

gear off gear
Fig. 3.7 Signal exchange 028666_2
EN 1372.765.101a - 2017-02 3-11

3.2.1 Engaging the automatic drive program
By switching on the electrical system (ignition ON), starting the engine and selecting the forward driving
mode «D», the automatic drive program is activated and a suitable starting gear is engaged. Upon release
of the parking brake and actuation of the accelerator pedal, the vehicle will start moving and the gear
changes will be performed fully automatically.
During travel, the speed range selector can be used to switch between the manual and the automatic drive
program at any time.
3.2.2 Automatic starting gear selection
With the automatic drive program activated as well as in manual operation, the starting gear is calculated
fully automatically depending on the starting conditions (uphill gradient, load, etc.) and can be corrected
by the driver, if necessary.
If the driver considers the starting gear, as shown in the driver-information system, to be too high, the
starting gear can be corrected downwards via the range selector.
An upshift correction is possible only up to the specified maximum starting gear in order to protect the
clutch (depending upon the application, the starting gear varies for this 12-speed transmission up to gear
5).
3.2.3 Automatic gear change
In the automatic drive program, four operating modes are differentiated:

▪ Traction upshifts
▪ Traction downshifts
▪ Coast upshifts
▪ Coast downshifts
The transitions between the various operating modes are regulated by an operating-mode control system.
The conditions traction or coast operation of the driveline are recognized by this control system among the
external (e. g. engine speed, engine torque, accelerator pedal and brake) and internal signals.
The release for the calculation of a new gear preselection is based on two requirements:
▪ No standstill, speed threshold exceeded
▪ Forward gear engaged
If both requirements are fulfilled, the operating mode that is most suitable for the driving situation is
activated.
To optimally adapt the gear to the current driving situation, it is essential to determine the vehicle mass in
case of automatic transmissions. The vehicle mass is required for the gearshift strategy to determine the
starting gear, shift speeds and target speeds.
EN 1372.765.101a - 2017-02 3-12

An automatic gear change is performed depending on the current driving situation (driving resistance,
accelerator pedal, mass calculation, shift speeds, target speeds).
The figure (below) shows a simplified example of a simple traction upshift in an engine-performance
characteristic map. This map defines the target speed range in which the engine speed should be after the
gear change. The target speed is calculated on the basis of the current accelerator pedal position and a
driving resistance-dependent correction, here an increase in speed. The ultimate shifting speed results
from the speed change due to the gear step and an allowance for increased driving resistance.
If this shift speed is outside the upper shift speed range, the gear ratio change or the gear selection will
have to be re-calculated. The end points in the upper speed range are calculated on the basis of the
accelerator pedal position and the acceleration of the transmission input speed.
Speed loss Valid Upper shift

through drive shift speed limit
resistance of shift speed range
Supplementary
350 value for increased
Change in speed
drive resistance
brought about by
300 ratio change
P_mot [kW]
Target speed range for

250 upshifts under traction
200
150
100
Accelerator-
50 dependent
0
Shift speed
calculated from
-50
target speed
Target speed
-100
600 800 1,000 1,200 1,400 1,600 1,800 2,000 2,200
N_mot [rpm] 10_004995_01_en
Fig. 3.8 Traction upshift principle
EN 1372.765.101a - 2017-02 3-13

3.2.4 Disengaging the automatic drive program
The driver can use the range selector to end the automatic mode at any time and manually intervene in the
drive program. He has the option of staying in the current gear or shifting up or down manually. If a down-
shift would result in the engine overspeeding, shifting is prevented. However, if the gear is retained
manually and the vehicle accelerates, this may lead to the engine overspeeding. The engine protection
function described in Chapter 3.1.6.1 is deactivated in the manual operating mode.
If an error occurs in the transmission system or in the signal exchange with other systems, the automatic
program is deactivated depending on the identified error. A detailed description can be found in the
incident report.
In the standard application, the driver will be informed about the limited system function by means of a
driver-information system.
∙ Manual operation via the range selector may result in increased fuel consumption depending on
the driver's manual gear selection.
∙ Automatic starting gear selection is retained also in the manual operation mode.
EN 1372.765.101a - 2017-02 3-14

3.2.5 ZF rolling function (optional)
Whilst on moderate terrain, the rolling function serves to open the driveline and, by decoupling the engine-
drag torque, deactivate its braking effect on the input gears and thus use the existing kinetic and potential
energy of the vehicle.
During constant rolling in coast mode, the injected fuel quantity drops due to the reduction of the engine
speed to idle speed (from approx. 8% engine torque at 1,200 rpm to approx. 3% engine torque at
500 rpm) which leads to fuel savings.
Without rolling function

v
[km/h]
t (s)
Gear 12 coast mode,

engine must inject
With rolling function
v
[km/h]
t (s)
Engage gear > gear 10,

engine must inject (later)
Fig. 3.9 ZF rolling function 036041
Risk of accident due to vehicle response!

When the ZF rolling function is activated at an engine failure, an unexpected vehicle reaction might
be caused.
 Only activate ZF rolling function if no engine failure has occurred.
Boundary conditions:
▪ The rolling function is especially recommendable in long-distance/interurban traffic.
▪ The rolling function is only active once the transmission oil temperature has exceeded a threshold value.
▪ The rolling function is only active in the higher gears (typically 10 to 12).
▪ To protect the transmission, the engine speed must not fall below 500 rpm in rolling mode (to ensure oil
supply to the transmission) and the transmission output speed must not exceed 2,000 rpm (overspeed
protection).
EN 1372.765.101a - 2017-02 3-15

• The closure of the driveline cannot be guaranteed in the event of an engine fault (engine OFF) whilst the
rolling function is active. Therefore, ZF recommends not to use the rolling function for applications with
increased hazard potential.
The rolling function must be coordinated between ZF and the vehicle manufacturer.
3.2.6 ZF GPS PREVISION: predictive driving strategy (optional)
The intelligent networking between the transmission and the GPS system enables a predictive driving
strategy that ideally adapts the shifting point and the gear selection to the terrain and road conditions.
Static route data such as uphill gradient, downhill gradient, curve radius, bridges, localities and the
maximum permissible speed are transmitted via a CAN interface.
On the basis of this anticipatory information, the following added benefits are achieved:
▪ Reduced fuel consumption
▪ Reduced gearshift frequency thanks to knowledge about topography
▪ Improved comfort thanks to less gear changes
▪ Increase in rolling phases
▪ Optimized driving resistance calculation and vehicle mass for improved driving quality.
EN 1372.765.101a - 2017-02 3-16

3.3 TRAXON incident concept
3.3.1 Basics
TRAXON is an automatic transmission system which, in contrast to conventional driveline components,

completely or to some extent takes charge of the procedures normally controlled by the driver.
Responsibility for these processes passes to some extent from the driver to the system. For the TRAXON
transmission system to be able to fulfill this responsibility, it was developed based on state-of-the-art
technology (start of volume production: July 2015) and subjected to a systematic error analysis.
3.3.2 System analyses conducted
The transmission system was developed according to IEC 61508. Accordingly, a complete safety process
was run through and the system analyses specified by the standard were conducted (e. g. risk analysis acc.
to IEC 61508; product FMEA).
Additionally, the product integration must be discussed with the vehicle manufacturer.
Predefined vehicle responses considering various driving conditions were used as a basis for the analysis of
possible malfunctions resulting from failures or errors occurring during proper use of the system. As worst
case for the TRAXON transmission system, the risk analysis acc. to IEC 61508 revealed Safety Integrity
Level SIL 2.
Depending on the driving condition, the following conditions have been defined as safe and desired
conditions for error incidents:
▪ The previous system status
▪ Interruption of the transfer of torque in the driveline
For these desired conditions to be set, the electronic system must be functioning at least partially. If this is
not the case, the system will retain its present operating condition. Safety-relevant malfunctions were
identified in the risk analysis.
Even errors which do not result in safety-relevant malfunctions will affect the proper functioning of the
TRAXON transmission system, and consequently also vehicle reliability and availability.
System responses to single errors are described in an incident report tailored to the corresponding
application. Since the vehicle manufacturer is responsible for the cooperation of all vehicle-integrated
systems (including the error incident), the error responses of the TRAXON transmission system are
discussed and coordinated with the vehicle manufacturer within the framework of a product integration
meeting. This analysis includes errors in the vehicle which may affect the TRAXON transmission system.
EN 1372.765.101a - 2017-02 3-17

Up-to-date and state-of-the-art quality assurance methods and tools were used, and are still being used,
for the development of this system. Function and service life of mechanical, pneumatic and electrical
components are designed accordingly and have been verified by means of tests.
System checks are carried out before and during operations so that redundancies and error protection
systems are available when required. Safety-related malfunctions are prevented reliably for individual
failures. As regards these single failures, the greatest possible degree of vehicle availability is aimed at
when the error responses are defined. Vehicle availability is not usually provided in instances of accidental
multiple failures which cannot be covered systematically by the system. In such instances, the system is
switched into the aforementioned desired state. If for technical reasons it is no longer possible to set the
nominal status, the latest system status will be retained.
Control and display elements

pneumatics
electronics
CAN 3
ABS Engine Compressed-air connection

ASR INTARDER electron.
CAN 2
CAN 1
Transmission electronics TRAXON
input Selector actuator Sensor module Valve block Travel sensor

speed Travel Clutch
n_An Temp. sensor Pressure sensor
sensor
n_Ab P
ConAct
Gear Solenoid
K2
Transmission
Gearshift
brake
GV / GP / Main transmission
Solenoid
10_004969_01_en
Fig. 3.10 TRAXON system diagram
EN 1372.765.101a - 2017-02 3-18

3.3.3 Clutch actuation concept
The clutch actuation unit's (ConAct) position is permanently recorded by a travel measurement system.
The transmission control system is capable of preventing undesirable clutch actuations in single-fault
cases.
3.3.4 Transmission control unit concept
The transmission control unit is designed in such a way that at least two valves (main air supply and shift
valve) must always be actuated to trigger a gear change. The shift cylinders' positions are permanently
measured by a travel measurement system. The transmission control system is capable of preventing
undesired gear shifts in single-fault cases.
3.3.5 Interface concept
The interfaces between TRAXON and vehicle are very important in terms of safety and availability. Error
responses and protective measures of TRAXON after errors/malfunctions result in the desired condition
being retained or set. For this to happen, vehicle-related malfunctions affecting the transmission system
have to be clearly recognizable. To check and assure this principle, a "product integration meeting" is held
with the vehicle manufacturers (refer to Chapter 3.3.2, System analyses conducted) and appropriate
measures are taken if necessary.
EN 1372.765.101a - 2017-02 3-19

3.3.6 Layout criteria and testing of the transmission system
When operating the TRAXON transmission systems in vehicles, the design and testing limits of the
mechanics and mechatronics must be observed. These limits are an integral part of the safety
considerations taken into account in the context of development (FMEA, FMEDA, etc.). The TRAXON
transmission system is designed to withstand all loads that usually occur over the service life of the vehicle
under normal vehicle application conditions.
The application limits of the gear set, for instance, are largely determined by the load duty cycles used for
load testing.
For the internal shift system and actuators, the limits that the system has to withstand are e.g. determined
with the help of the underlying actuation cycles, which lead to the following maximum numbers of
actuations:
Shift element Actuations
Splitter group 2.8 million
Main transmission 3.8 million
Downstream range change group 1.0 million
Clutch actuations 6.0 million
The testing limits of the TRAXON system are addressed in the product integration meeting.
EN 1372.765.101a - 2017-02 3-20

3.4 Error responses
If the TRAXON transmission system detects system malfunctions or errors, the system responds with
backup functions. They are described in a so-called incident report. The errors are shown in the display as
agreed with the vehicle manufacturer. The errors are entered in the error memory of the TRAXON
transmission system after the ignition is switched off.
Resetting of recently entered errors and cancelation of resulting error responses will usually take place
when the error is no longer present. Error numbers can e.g. be requested via the range selector (refer to
Chapter 3.5, Diagnosis).
In simplified terms, the errors themselves can be divided into three error categories; further details on
limitations and responses of the system can be found in the incident report:
Error class 1
Unrestricted driving operation possible
▪ No error display
▪ Entry in error memory
▪ Possibly reduced driving comfort
▪ Error can be rectified during next workshop visit
Error class 2
Restricted driving operation possible
▪ Error display (e.g. yellow lamp or wrench icon)
▪ Reduced driving comfort
▪ Possibly reduced maneuvering and starting quality
▪ Possibly increased shift times
▪ Visit specialist workshop
▪ Possible limitation in available gears
Error class 3
No further driving operation possible
▪ Error display (e.g. red lamp or stop icon)
▪ Transmission response depends on the error. Very limited or no response to gear request. A condition
may be reached in which shifting is no longer possible and the gear selected before is retained. The
transmission control system will attempt to enable selection of the starting gear and neutral so that the
hazard area can be evacuated.
▪ Contact nearest specialist workshop
EN 1372.765.101a - 2017-02 3-21

3.5 Diagnosis
Whenever the TRAXON transmission system detects an error, an error response or substitute function is
enabled and the error is stored in the error memory. While the TCU continues to operate (after "ignition
OFF"), the contents of the error memory are copied to the non-volatile memory.
With the occurrence and disappearance of an error, the error number can be saved together with various
ambient conditions, such as speeds, functional status, gear, operating hours, etc. Additionally, the
frequency of occurrence of the error is counted.
Up to 20 different errors can be saved in the error memory. If the error memory is full, non-active errors are
overwritten. If an error no longer occurs after a defined number of ignition OFF/ON operations, the error
can be erased by the control unit.
This procedure must be coordinated between vehicle manufacturer and ZF.
3.5.1 On-board diagnostics
The vehicle manufacturer is responsible for the on-board diagnostics function.
EN 1372.765.101a - 2017-02 3-22

3.5.2 Off-board diagnostics
For troubleshooting on the TRAXON, ZF can provide the vehicle manufacturer with the following diagnostic
tool for the workshop:
ZF-TESTMAN, ZF diagnosis system for PC application

Operating Instructions ZF-TESTMAN, order no. 6008.758.104
For quick and reliable off-board diagnostics, it is required to provide an access to the ZF-CAN within the
driver's cab.
EN 1372.765.101a - 2017-02 3-23

3-24
TRAXON Installation
4 Installation
4.1 Transmission installation inspection
4.1.1 Standard transmission installation drawings*
1372.600.003 TRAXON 12-speed bus version
4.1.2 This chapter is not available for bus versions.
* Parts-list based installation drawing is created upon request
EN 1372.765.101a - 2017-02 4-1

TRAXON Installation
4.1.3 Input shaft
Transmission housing edge
B D
F
C
E
Fig. 4.1 Standard input shaft 019424_1
Standard input shaft dimensions:

▪ Input shaft length (A): 116.5 mm
▪ Pilot bearing length (B): 32.4 mm
▪ Shaft diameter (C): 50.3 mm
▪ Effective profile length (D): 91.0 mm
▪ Pilot bearing diameter (E): 25 f7 mm
▪ Gearing profile (F): SAE 10C 2
Additional input shafts can be applied as an option.
EN 1372.765.101a - 2017-02 4-2

TRAXON Installation
4.1.4 Bell housing
Transmissions from the TRAXON family have an integrated bell housing. The transmission is connected to
the engine's flywheel housing via an SAE 1 engine connection (for connecting dimensions, refer to
installation drawing).
Bell housing SAE 1 (SAE J 617)

12 bores (standard)
Standard anchorage optionally with 12 M10 screws or
12 M12 screws. Deviations possible upon prior
consultation with ZF.
The clamping length is 50 mm.
Fig. 4.2 SAE 1 bell housing 036425
EN 1372.765.101a - 2017-02 4-3

TRAXON Installation
Anchorage to the flywheel housing

Responsibility for the correct screw connection design rests with the vehicle manufacturer.
ZF recommendations:
▪ Use screws with high strength. Clamping length 50 mm.
▪ Note additional thermal load (different coefficient of thermal expansion for steel/aluminum).
▪ Calculation according to VDI 2230.
▪ Use washers according to ISO 7089/7090.
As a standard, ZF offers 12 bores for anchorage; deviations on request.
Data for calculating the screw connection:

Lk
Dmin.
d1
ds
Clutch housing padm.
Fig. 4.3 Screw 035987_en
Lk pperm. Dmin. dS d1
Product family Clamping Permissible surface pressure Screw Housing bore
length of screw contact area
TRAXON SAE 1 50 mm 290 N/mm2 Ø24 mm M10 Ø11+0.2/-0.1

M12 Ø12.5+0.2/-0.1
Do not use corrugated-head screws!
Securing with studs is permitted.
EN 1372.765.101a - 2017-02 4-4

TRAXON Installation
4.1.5 Clutch
As a link between the engine and the TRAXON transmission system, the clutch has to fulfill the following
functions:
▪ To ensure gear changes as well as maneuvering, setting off and stopping processes in all driving
situations in conjunction with the TRAXON transmission control unit.
▪ Reducing vibrations in the driveline.
Only use torsion-damped, push-type clutches, Ø 430 mm, which are suitable for the present engine-
transmission combination.
Special demands are placed on the clutch regarding the clutch torque transfer characteristics and
detection of release force to ensure that the interaction with the TRAXON transmission control unit works
correctly.
For the 12-speed transmission, the following applies:

To ensure optimal shift processes, the clutch disk's mass moment of inertia should not exceed a maximum
value of 0.15 kgm².
The clutch used by the vehicle manufacturer must be agreed with ZF.
As the clutch is actuated via the TRAXON transmission control unit, the linings have a longer expected
service life than those in average applications with manual transmissions.
The reasons for this are:

▪ Always optimum engine speed during starting processes → little friction work in the clutch
▪ The transmission control unit controls upshifts such that there is only a small difference in speed
between the engine and the transmission when engaging the clutch → little friction work
▪ During downshifts, the transmission is synchronized via the engine → little friction work
▪ Recognition of slip in the clutch and short-term engine torque reduction. This functionality is intended
for use with a ZF clutch only and not for clutches from third-party suppliers.
In line with the respective engine torque and flywheel, the following clutch disks and pressure plates can
be supplied together with the transmission (refer to table). Deviations from this standard must be
released by ZF.
EN 1372.765.101a - 2017-02 4-5

TRAXON Installation
Clutch overview
Inside Ø of the flywheel friction surface 240 / TD232 260 / TD254 290 / TD285
[mm]
Engine torque [Nm] up to 2,000 up to 2,400 up to 2,600 up to 2,600
Straight clutch disk (ZF recommendation)
Flywheel, low > 15 mm – 0501.222.371 0501.222.369 0501.222.309
Cranked clutch disk
Flat flywheel < 15 mm 0501.223.131 0501.222.965 0501.222.983 –
Pressure plate
for engine connection 59.4 - 63.7 0501.223.607 0501.223.637
Pressure plate
for engine connection 64.4 - 68.7 0501.223.608 0501.223.636
Deviations from these standard clutches must be released by ZF.
EN 1372.765.101a - 2017-02 4-6

TRAXON Installation
4.1.6 Design of the clutch actuation unit (ConAct)
TRAXON is supplied with the ConAct clutch actuation unit (3). Therefore, assembly of the clutch actuator
can be omitted at the vehicle manufacturer's line. The ConAct is the transmission's interface with the
clutch.
If the ConAct is extended, it can be pushed back into its assembly position (retracted) by loosening the
vent screw (2). The vent screw (2) can only be accessed via the screw plug (1).
▪ The ConAct is designed for push-type diaphragm-spring clutches. Over the entire clutch service life,
the release force must not exceed 12 kN.
▪ With a minimum pressure (safety pressure) of 4.5 bar (overpressure), the ConAct has a release force of
at least 10 kN.
▪ With a minimum pressure (safety pressure) of 5.5 bar (overpressure), the ConAct has a release force of
at least 12 kN.
10_001813_01
Fig. 4.4 ConAct
EN 1372.765.101a - 2017-02 4-7

TRAXON Installation
4.1.7 Engine connection A
5
In order to guarantee the perfect functioning of the
1
"engine/transmission" combination,
▪ the center of the pilot bearing (generally center 4
of crankshaft) in relation to the center of the 0.1 A
A
transmission input shaft
and
3 2
▪ the connection face on the engine may only
deviate from the geometrically ideal position
within specific limits.
The following tolerance values based on the
crankshaft axes are permissible: B
▪ 0.1 mm run-out tolerance A for the crankshaft 5
bore (for the rolling bearing that guides the

transmission input shaft).
▪ 0.2 mm run-out tolerance B for the center hole 2
(transmission support) in the flywheel housing. 4
A 0.2 A
• 0.1 mm axial run-out tolerance C for the
transmission connecting point on the flywheel 1
housing.
3
Please refer to the dimensions and tolerances
specified by ISO 7649.
Pilot bearing 5
0.1 A
In order to permanently guide the transmission
input shaft, a lifetime-lubricated rolling bearing that
is sealed on both sides is required as pilot bearing. 2
The seal material and the rolling bearing grease
must be temperature-resistant between -40 °C and 4
+150 °C. In order to prevent soiling of the flywheel A
and the clutch disk by bearing grease, the leak 1
tightness of the pilot bearing must be ensured.
Corrosion resistance of the seal material is a 3
prerequisite.
Responsibility for design and assembly of the pilot
10_001715_01_en
bearing resides with the vehicle manufacturer.
Transmission-end tolerances are provided by ZF for Fig. 4.5 Tolerances A, B, C
the calculation of overlaps. To this end, envisage Legend
complete pilot bearing/input shaft overlap. 1 Magnetic stand 4 Flywheel
2 Dial gage 5 Engine housing
3 Crankshaft
EN 1372.765.101a - 2017-02 4-8

TRAXON Installation
4.1.8 Transmission suspension
General information on the suspension
Engine
C
A
B
A+B Engine mounting

C Suspension point
E Support 10_004976_01_en
Fig. 4.6 Transmission suspension points
The transmission may only be suspended from the screw-on surfaces provided for this purpose on the
transmission housing and/or auxiliary (refer to Chapter 4.1.4, Bell housing). Housing material GD-AlSi9Cu3
is defined as the strength parameters for the screw design, material class ZFN 410-F270 and surface
treatment Fe/Zn6B similar to DIN 50961 have been defined for the design with threaded bushes.
Transmission mountings on the vehicle frame must be designed as agreed with ZF in such a way that no
additional forces are transferred to the transmission housing by vehicle frame distortions.
Connecting dimensions of the transmission suspension and position of the center of gravity are provided
in the respective installation drawing.
The screws used for the transmission suspension must correspond to at least strength class 8.8.
In accordance with VDI 2230, the specified tightening torque (strength class 8.8) must be calculated on
all suspension points.
The additional use of threadlockers, like e.g. corrugated-head screws or washers are not permissible.
▪ Other tapped holes on the TRAXON may not be used as suspension points.
▪ Minimum screw-in depth 24 mm for screw connection in threaded bush.
EN 1372.765.101a - 2017-02 4-9

TRAXON Installation
4.1.8.1 Suspension A - B "floating"
Engine
A
B
A+B Engine mounting 10_004977_01_en
Fig. 4.7 Floating transmission suspension
The TRAXON transmission is designed for a "floating" suspension on the flywheel housing; bores for M10
or M12 screws are available for that purpose (refer to Chapter 4.1.4).
The clamping length of the screw connection is 50 mm.
For bus applications, the floating transmission suspension is intended as standard.
If corresponding measurements, calculations or tests indicate a critical vibrational impact or extreme

shock loads, an additional support E (5th point) can be used (also refer to Chapter 4.1.8.3).
EN 1372.765.101a - 2017-02 4-10

TRAXON Installation
4.1.8.2 Suspension A - C (both sides)
Engine
C
A
A Engine mounting
C Suspension point 10_004978_01_en
Fig. 4.8 Example: Suspension point C
Definition suspension point C = Suspension on the bell housing
If no rear engine mounting is in place, suspension C can optionally be used in consultation with ZF. This
suspension was developed for truck applications as well as bus applications. The optional suspension C
can be used to extend the engine mount base.
The design and configuration as well as the design of the supporting struts' screw connection must be
coordinated with and released by ZF. Please make sure that the force application point is positioned
centrally in the flange pattern. In the case of installation by the customer, this calculation must be
repeated with the applied connection geometry and a corresponding test program must be carried out.
Transmission mountings on the vehicle frame must be designed as agreed with ZF in such a way that no
additional forces are transferred to the transmission housing by vehicle frame distortions.
If suspension point C is used, a release from ZF is required.
Connecting dimensions of the transmission suspension and position of the center of gravity are provided
in the respective installation drawing.
EN 1372.765.101a - 2017-02 4-11

TRAXON Installation
4.1.8.3 Supporting point E - 5th point
Engine
A
B
A+B Engine mounting

E Support 10_004979_01_en
Fig. 4.9 Example: Supporting point E
Definition supporting point E = 5th point
An additional support in point E is only required if corresponding measurements, calculations or tests

indicate a critical vibrational impact or extreme shock loads in case of a "floating suspension".
In neutral position, however, it should be noted that no forces are transmitted from the rubber bearing of
support E and that the stiffness of E is lower than that of bearings A + C or A + B.
If support in point E is required, all threads must be used (for threads and screw-in depth, refer to
Special attention should be paid to the following points when designing the carrier:
▪ Maximum permissible vertical load ± 3 g on supporting point E. For higher loads, support at point E is
required.
▪ When using supporting point E, a maximum vertical load of the housing thread of 25 kN is permissible.
A bending torque is not permitted.
A combination of E and D is not intended!
EN 1372.765.101a - 2017-02 4-12

TRAXON Installation
4.1.9 Transmission installation angle
The transmission's longitudinal inclination must not exceed 5°.
TRAXON can cope with a total inclination (vehicle inclination including transmission inclination) of 17°
without suffering damage. This corresponds to a grade of track of:
▪ 21% at a 5° transmission inclination
▪ 30% at a 0° transmission inclination
Only drive on larger uphill gradients for short periods.

You must obtain prior written approval from ZF in the case of vehicle applications with frequently
occurring, major inclinations and in the case of other transmission combinations.
The transmission's transverse inclination may be up to 3°. Beyond that, written approval by ZF is
required.
Installation angle Track gradient (longitudinal) Track

(longitudinal) Uphill gradient Downhill gradient Proportion gradient (transverse)
30% 30% Duration

0° 10%
Rear 50% 50% ≤ 1 min
(20% for
installation 40% 21% Duration longitudinal track
at 5° gradient of 0%)
60% 40% ≤ 1 min
EN 1372.765.101a - 2017-02 4-13

TRAXON Installation
4.1.10 Propshaft connection
A propshaft may be the cause of torsional and bending vibrations in the driveline. The vehicle
manufacturer is responsible for ensuring that the overall system works without additional loads on the
individual units.
The permissible loads/stresses for ZF components are described in Chapters 4.1.11 and 4.1.12. The
reference values stated there do not only apply to the excitation caused by combustion engines but also to
the excitation caused by propshafts. It must be noted in particular that propshafts and combustion
engines that lie in the same frequency range excite vibrations.
Since a vibration analysis cannot be performed for every application, boundary conditions based on ZF's
long-standing experience are stated below. These boundary conditions describe the operating ranges
of a driveline in which no noteworthy additional loads due to vibrations have to be expected. If these
values cannot be met, a closer investigation by the vehicle manufacturer is required. Release may then
only be granted following consultation with ZF.
EN 1372.765.101a - 2017-02 4-14

TRAXON Installation
4.1.10.1 Definition of terms
The extent of a possible vibration excitation by

propshafts is largely determined by the deflection
angles of the universal joints.
The following definitions apply:
The deflection angle  is defined as the angle

between the axes of rotation in front of and behind
the joint in the corresponding plane (refer to Fig.
4.10).
β
To evaluate a propshaft alignment, you first have to
determine the spatial deflection angle R for each
Fig. 4.10 Deflection angle 
individual joint according to the following formula: 007927
R = arctan tan2 H + tan2 V
H = Deflection angle in horizontal view bV =

Deflection angle in vertical view
Depending on the shaft installation, it is called
z or w deflection.
Fig. 4.11 z deflection 033139
Fig. 4.12 w deflection 033140
EN 1372.765.101a - 2017-02 4-15

TRAXON Installation
4.1.10.2 Permissible spatial deflection angle
18
16
14
Deflection angle β R [ ° ]
12
10
4
Permissible spatial deflection angles
2
0
1,000 1,500 2,000 2,500 3,000 3,500 4,000
Propshaft speed [rpm] 10_004996_01_en
Fig. 4.13 Permissible spatial deflection angles
No torsional vibration problems are expected for deflection angles which, depending on the speed, are
below the values stated in Fig. 4.13. Additional measures are not required.
EN 1372.765.101a - 2017-02 4-16

TRAXON Installation
4.1.10.3 Phase displacement
All joints of a propshaft can excite torsional vibrations with the 2nd order of the rotary frequency. This can
lead to overlaps of the different exciters (joints) in the driveline. Since all frequencies are the same, the
vibration amplitudes are reduced or increased depending on the phasing of the excitation. The actual
overlap depends on the mass moment of inertia, especially that of the middle part of the propshaft.
However, contrary to what is usually assumed, a complete cancelation of the vibrations under optimal
boundary conditions is not possible. Incorrect phase displacement, on the other hand, may lead to
considerable increases in vibration, which results in impermissible loads on adjacent components.
The following must be observed to prevent such problems:
Propshaft with two joints
Both joints must be turned by 90° against each other (refer to Fig. 4.14).
Joint
2 2
Joint
1 1
10_001753_01
Fig. 4.14 Propshaft
Output fork of joint 1 and input fork of joint 2 are parallel to each other.
Usually, shafts with length compensation are marked by the manufacturer so that an incorrect connection
of the two parts in the sliding piece is avoided.
ZF recommendation:
The spatial deflection angles of joint 1 and joint 2 should be the same: bR1 = bR2
Every deviation from this recommendation means more vibration excitation by the propshaft. Particularly
in case of acoustically sensitive vehicles, this will result in a loss of comfort.
EN 1372.765.101a - 2017-02 4-17

TRAXON Installation
Propshaft line with more than two joints
In the event of more than two joints, the two joints with the largest deflection angles respectively must be
turned by 90° against each other.
For verification in the vehicle, the following marking is introduced:
90°
0“ "0"
Input
Output
90°
"1"
1“
Input
Output
10_001754_01
Fig. 4.15 Marking
As shown in the examples below, the two joints with the largest deflection angles must not have the same
marking.
A remaining joint (with odd number of joints) should be arranged like the joint with the smaller angle.
ß1= 9° ß 2= 5°
ß 3= 11° Axle
1
1
Transmission 0
Fig. 4.16 Example 1 033135
ß2= 11° Axle

ß1= 9° ß3= 5°
1 1
0
Transmission
Fig. 4.17 Example 2 033135_1
EN 1372.765.101a - 2017-02 4-18

TRAXON Installation
Spatial joint deflection

A special case is the spatial joint deflection. Usually, the deflection of all joints takes place in one plane for
all joints. This is not the case for spatial deflection, e.g. if a "z deflection" exists in the horizontal view and
a "w deflection" exists in the vertical view. The measures described in this specification do not suffice in
this situation.
To avoid vibration-related problems, an experienced propshaft manufacturer must always be
consulted.
4.1.10.4 Bending vibrations caused by propshaft and/or engine
To avoid bending vibrations, the propshaft must not be operated with more than 80% of the speed critical
for bending. Fig. 4.18 shows the limit speeds depending on the propshaft length as well as the tube
diameter (middle part). To a great extent, both of these parameters are decisive for the first natural
bending frequency.
The vehicle manufacturer is responsible for design and setup.
12,000
D=140 mm
10,000 D
D=130 mm
80 % nres [resulting speed] (rpm)
D=120 mm
8,000
D=110 mm L
D=100 mm
6,000
D=90 mm
D=80 mm
4,000 D=70 mm
2,000
0
1,000 1,200 1,400 1,600 1,800 2,000 2,200 2,400 2,600 2,800 3,000
L [mm] 10_001652_01_en
Fig. 4.18 Maximum permissible propshaft speed
EN 1372.765.101a - 2017-02 4-19

TRAXON Installation
4.1.10.5 Balancing the propshaft
The propshaft must be dynamically balanced according to DIN ISO 1940-1 grade 16.
250
Permissible residual imbalance per
balancing weight mass [gmm/kg]
200
150
100
80 G1
6
60
40
30
300 500 700 900 1,500 3,000
4,000
Propshaft speed n [rpm]
10_001653_01_en
Fig. 4.19 Balancing grade G16 according to DIN ISO 1940-1
Permissible radial and lateral run-out of the connecting flanges
Radial and lateral run-out (mm) Centering fit
0.06 h7
Lubrication The propshaft manufacturers' instructions are to be observed for lubrication.

It must be ensured that the sliding piece is free-moving under load.
Installation
The propshafts must be arranged in such a way that the spline profile is protected from dirt or moisture as
much as possible. This generally means installation as shown in the sketch (refer to Fig. 4.20) where the
profile seal faces downwards so that any splash water runs off from the spline profile.
017671
Fig. 4.20 Arrangement of the propshafts
EN 1372.765.101a - 2017-02 4-20

TRAXON Installation
4.1.11 Torsional vibrations
The driveline layout and setup must be designed in such a way that no resonance points occur in the
normal speed range. If major vibration amplitudes cannot be avoided in individual cases, check for
possibly restricted service life together with ZF.
The following amplitudes for torques and torsional acceleration are usually noncritical and require no
further measures:
4.1.11.1 Torsional vibrations at the transmission input (input shaft)
+15 %
100 %
Max.
permissible
torque
Torque
amplitudes
Max. permissible torque,
transmission input shaft
0
Speed
10_000854_01_en
Fig. 4.21 Torsional vibrations at the transmission input

(input shaft)
4.1.11.2 Rotational irregularities
In the frequency range of f < 250 Hz, the torsional acceleration amplitudes on the transmission input and
output shafts which are smaller than
e = 1,500 rad
s2 are noncritical.
EN 1372.765.101a - 2017-02 4-21

TRAXON Installation
4.1.12 Vertical vibrations caused by road bumps
The means of support recommended by ZF live up to the following vibration resistance requirements:
▪ Continuous load: ±3 g (< 30 Hz)
▪ Support E is required for loads greater than 3 g (refer to Chapter 4.1.8.3).
4.1.13 Cover/Step protection plate
Appropriate cover plates are to be fitted for applications, in which there is a risk of transmission damage
caused by e.g. increased soiling due to snow, salt water, dust and water.
The vehicle and vehicle body manufacturers must also ensure that all upper plug connections are
protected from damage (e.g. by a step protection plate).
4.1.14 Brackets on the transmission
4.1.14.1 Additional brackets

No screw connection on the TRAXON must be unscrewed subsequently in order to attach additional
brackets. The transmission wiring must not be used to fix or fasten other components (e.g. vehicle
wiring).
If unspecified threads and bores are used, ZF reserves the right to change or omit them. Furthermore,
ZF assumes no responsibility if unspecified threads and bores are used.
4.1.14.2 Mounting points on the transmission
The transmission features mounting points for attaching cables and the INTARDER tubing.
If other components are attached to the mounting points without prior release, ZF accepts no liability for
any potential housing damage and/or functional impairments (e.g. EMC).
4.1.15 Fordability
The ZF TRAXON transmission system is not fordable.
Mounting points on the transmission, refer to installation drawing.
EN 1372.765.101a - 2017-02 4-22

TRAXON Installation
4.1.16 Accessibility
The following TRAXON parts must be accessible for identification, test, maintenance and repair purposes;
the specifications in the installation drawing are binding.
▪ Type plates, range selector, extension module and transmission.

▪ Oil filler and oil drain plug and oil overflow measurement.
▪Compressed-air connection, at least 40 mm clearance for all connections.
▪ Clearance of at least 50 mm for removal and installation of the transmission control unit.
▪ Clearance of 82 mm for disassembly of the vehicle-end plug-in connection on the transmission control
unit.
▪ Impulse sensor and speed sensor.
▪ Cooling water connections, oil filter, temperature sensor, vehicle-end plug-in connection at EST 54.
In order to remove the transmission (without engine), at least 155 mm of clearance to the back is
required, depending on the length of the input shaft.
4.1.17 Guidelines for body builders
The vehicle manufacturer / body builder must ensure that specifications and guidelines (Machinery
Directive, turntable ladder standards, etc.) are considered and complied with.
The alternating dependencies of the vehicle electronics must not be disturbed through modified cable
routing (refer to system design).
If fundamental changes are carried out on the installation that have an influence on the TRAXON, the ZF
Installation Release ceases to apply.
No further consumers may be connected to the TRAXON's pneumatic supply line in addition to the priority
circuit and the non-return valve.
Body builders should pay special attention to

▪ Chapter 4.4 Electrics, TCI 6029.705.003 Vehicle Wiring
▪ Chapter 4.5 Pneumatics
EN 1372.765.101a - 2017-02 4-23

TRAXON Installation
4.1.18 Vehicle wiring (Observe TCI 6029.705.003 Vehicle Wiring)
▪ Do not bend cable.

▪ Pay attention to temperature range (refer to Chapter 4.2.1, Ambient temperature).
▪ Do not attach to water, oil or pressure lines.
▪ Wiring must not be put under tension.
▪ Avoid relative motion (chafing) between wiring and environment, e.g. vehicle frame.
▪ The distance between the wiring and the alternator must be at least 200 mm.
▪ Pay attention to potential EMC problems. Do not lay the cable near high frequency lines.
▪ Do not connect ground cable to the transmission.
▪ When performing electric arc welding work on the vehicle, make sure that there is no power flow in
the transmission and the corresponding electronics.
▪ The wiring must not be damaged or bent during work on the vehicle.
▪ The maximum connectable cable cross-section for the power contacts of the vehicle-end transmission
connector is 4 mm² (corresponds to AWG 10).
▪ The wiring from the transmission control unit to the vehicle must be secured to the mounting brackets
(1) on the transmission. If the mounting
brackets cannot be used, the wiring must be
secured to the transmission 200 mm after the
plug connection at the latest.
1
10_000697_01
Fig. 4.22
After performing work in the area of the lines, it is essential that they are checked for damage and that the
plugs are checked for correct assembly. This also applies to pneumatic, oil and water lines.
EN 1372.765.101a - 2017-02 4-24

TRAXON Installation
4.2 Temperatures
4.2.1 Permissible ambient temperatures at the transmission
Max. ambient temperature: 95°C

(50 mm distance from transmission)
This temperature is measured near the transmission control unit.
4.2.2 Permissible oil temperatures
The continuous temperature recommended by ZF is max. 100°C.

Continuous temperatures up to 110°C are permissible, however, losses in service life can be expected
(gearing, bearing, oil).
Short-term (max. 30 minutes) temperature peaks are permissible up to 130°C.
These peak values may not be present for more than max. 10% of the oil change interval time.
EN 1372.765.101a - 2017-02 4-25

TRAXON Installation
4.2.3 Causes for excessive oil temperatures
The following issues may lead to the permissible temperatures being exceeded:
▪ Encapsulated and noise-insulated transmission installation
▪ Insufficient distance between exhaust system / turbocharger and transmission
▪ No air exchange with transmission environment possible (measures on the vehicle)
▪ Very high or very low driving speed
▪ Oil level too high
Possible remedial measures are for instance:

• Distance between exhaust, water pipes and other heat sources to the transmission: at least 100 mm
▪ Attach screening plates to the vehicle
EN 1372.765.101a - 2017-02 4-26

TRAXON Installation
4.2.4 Initial start-up of the vehicle at low temperatures
Outside/ down to ‒20°C ‒20°C to ‒30°C ‒30°C to ‒40°C below ‒40°C

Transmission
temperature* -20° -30°
-20° -40°
-30° -40°
Oil grade In accordance with the released ZF List of Lubricants (refer to Chapter 4.3.1)
Starting the engine Permitted Permitted Permitted Transmission must

Open clutch for Clutch is not be preheated before
engine start is actuated at engine the engine is started.
attempted. start.
Observe when star- At temperatures A warm-up period to A warm-up period to Heat up to ≥ ‒40°C
ting down to –20°C, the ≥ ‒20°C ≥ ‒20°C is required. e. g. by hot air which
transmission is is required. must not exceed
operable and all 110°C at the
functions are transmission.
provided. Do not heat up the
transmission directly
on the mechatronic
components.
Restrictions Longer shifting times The transmission is in The transmission is in An engine start is not
are to be expected at neutral, the clutch is neutral, the clutch is permissible at
temperatures around closed after engine closed after engine temperatures below
‒20°C. start. A shift request start. A shift request ‒40°C.
to the transmission is to the transmission is
not performed. not performed.
* Transmission temperature may deviate from the outside temperature.

In connection with temperature data, "<" means colder.
In connection with temperature data, ">" means warmer.
Temperature influence on the transmission system

Air leakage on the transmission system will significantly increase at temperatures below –20°C. It is not
sure that the clutch can be opened for the engine to start in this temperature range. In this case, the
engine-based starter must be able to overcome the drag torque of the transmission in addition to that of
the engine. It is substantially influenced by the temperature and the viscosity of the oil grades.
EN 1372.765.101a - 2017-02 4-27

TRAXON Installation
4.2.5 Storage of the transmissions
The transmissions may be stored at temperatures between –40°C and 80°C. Standard corrosion
protection is effective for 6 months.
EN 1372.765.101a - 2017-02 4-28

TRAXON Installation
4.3 Oil supply
Although the oil fill quantities are stated here and in the different documentation referenced, you must
verify correct oil fill levels directly on the transmission. To do so, fill oil through the oil filling point with the
vehicle on level ground until the oil level has reached the lower edge of the oil filling point or oil escapes
at the oil filling point.
The correct filling quantity is only achieved once the vehicle has been moved and a second filling process
has been carried out.
4.3.1 Oil grade and oil change intervals
▪ The TRAXON transmission is supplied with "ZF-Ecofluid M" oil fill as standard.
▪ The oil change intervals are documented in the ZF List of Lubricants TE-ML 02.
▪ We recommend to also use "ZF-Ecofluid M" as service oil.
▪ Approved oils for initial and service fills and the attainable oil change intervals can be found in the
latest version of the ZF List of Lubricants TE-ML 02. The ZF List of Lubricants is available at all
ZF Service Centers or can be obtained from the Internet: www.zf.com
4.3.2 Oil quality
Observe the following for initial fill by OEM and fill during service works:
▪ Oil must be released according to ZF List of Lubricants TE-ML 02.
▪ Shall have a maximum water content of 400 ppm
(Test method: ASTM D 6304, procedure C, 120°C)
The permissible water content of used oil is 750 ppm.
4.3.3 Oil fill quantity
Correctly filling the oil is essential for achieving the precise oil quantity when changing oil (refer to
Chapter 4.3.7).
The quantities specified are reference values for TRAXON with INTARDER.
▪ approx. 22.5 liters for initial fill or after repair (dry transmission)
▪ approx. 19.0 liters for oil change or oil fill at vehicle manufacturer
EN 1372.765.101a - 2017-02 4-29

TRAXON Installation
4.3.4 Oil change
To check the oil level, the INTARDER must

not be actuated immediately prior to
parking the vehicle.
This ensures that the correct oil quantity is
set in the transmission.
• Oil may only be changed when the vehicle is

horizontal and the engine is switched off.
• Always change the oil after a longer journey
while the transmission oil is still at operating
temperature and of low viscosity.
• Always change the oil filter when changing oil.
▪ Provide suitable container for collecting oil.
EN 1372.765.101a - 2017-02 4-30

TRAXON Installation
4.3.5 Draining oil 1
Risk of accident due to increased water ingress

in transmission oil.
Death or serious injury possible.
 Replace molybdenum-coated components.
Water in the transmission oil damages

molybdenum-coated components so that their
functioning is no longer guaranteed. All
molybdenum-coated components such as 3 2 10_005075_01
synchronizer rings, shift forks, transmission

Fig. 4.23
brake, etc., must always be replaced. If the
components are not replaced, this may result in
unexpected reactions during vehicle operation and Depending on the version, TRAXON transmissions
even serious accidents. have one or several screw plugs for draining oil.
The location of these screw plugs is provided in the
respective installation drawing.
Risk of burns due to contact with hot oil.

Slight to moderate injury possible.
 Wear protective goggles.
 Wear protective gloves.
 Wear protective clothing.
1 Remove screw plugs at the oil drain point (2)

and oil filling point (3) and collect transmission
oil in a suitable container. Dispose of the
transmission oil in accordance with
environmental regulations.
2 Clean solenoid on the screw plug of the oil drain
point (3) and replace sealing ring.
3 Tighten screw plug at the oil drain point (3).
Tightening torque: 60 Nm
Do not exceed the specified tightening

torque of the screw plug because this may
otherwise result in damages to the thread!
EN 1372.765.101a - 2017-02 4-31

TRAXON Installation
4.3.6 Replacing the oil filter
Drain oil before oil filter change.

3
Use a new oil filter (suction filter) at each oil
change.
Risk of burns due to contact with hot surfaces.

1 Remove two screws (4) at the suction filter

(3). Fig. 4.24 029490_1
Risk of burns due to contact with hot oil.

 Wear protective goggles.
3
 Wear protective clothing.
3.1
There is residual oil in the Intarder housing!
2 Pull suction filter (3) out of Intarder housing

and dispose of in an environmentally friendly
way.
029493
3 Grease O-rings (3.1) at the new suction filter Fig. 4.24/1 Suction filter
(3).
4 Insert new suction filter (3) into Intarder

housing.
5 Fasten suction filter (3) with two screws (4).

EN 1372.765.101a - 2017-02 4-32

TRAXON Installation
4.3.7 Filling oil 1
In case of transmissions with INTARDER, a

distinction is made between oil filling/oil
overflow point (3) during oil change and oil
filling point (1) after a transmission repair.
4.3.7.1 Filling oil after oil change
Oil may only be filled when the vehicle is horizontal

and the engine is switched off.
Oil grade according to TE-ML 02. 3 2 10_005075_01
035929_2
1 Remove the screw plug at the oil filling point Fig. 4.24/2 TRAXON with INTARDER
(3).
2 Fill oil through oil filling point (3).
3 The oil level is correct when the oil reaches the
lower edge of the oil filling point (3) or when oil
escapes at the oil filling point (3).
4 Screw in screw plug at oil filling point (3) with

new sealing ring and tighten.
5 Perform test drive: Distance 2 – 5 km

– Switch off INTARDER activation by foot brake
during test drive.
Do NOT actuate the INTARDER during the test
drive.
End of test drive:
– Vehicle stationary.
– Do NOT actuate the INTARDER!
6 Remove the screw plug at the oil filling point

(3).
7 Check oil level again and if necessary, top up
with oil until it overflows.
EN 1372.765.101a - 2017-02 4-33

TRAXON Installation
4.3.7.2 Filling oil after repair 1
Oil may only be filled when the vehicle is horizontal

and the engine is switched off.
Oil grade according to TE-ML 02.
1 Remove screw plugs at oil filling point (1) and

oil overflow point (3).
2 Fill oil through oil filling point (1).
3 The oil level is correct when the oil reaches the

lower edge of the oil overflow point (3) or when 3 2 10_005075_01
oil escapes at the oil overflow point (3). Fig. 4.24/3 TRAXON with INTARDER
4 Screw in screw plugs with new sealing ring at

oil filling point (1) and oil overflow point (3) and
tighten.
5 Perform test drive: Distance 2 – 5 km

– Switch off INTARDER activation by foot brake
during test drive.
During the test drive:
– At the start, briefly activate the INTARDER
(stage 6) ONCE.
End of test drive:
– Vehicle stationary.
– Do NOT actuate the INTARDER!
6 Remove screw plugs at oil overflow point (3).

7 Check oil level again and if necessary, top up
with oil until it overflows.
EN 1372.765.101a - 2017-02 4-34

TRAXON with INTARDER Installation
4.3.8 Checking the oil level Check

1 Stop and park the vehicle without actuating the
INTARDER.
Possible malfunction of or damage to
2 Remove the screw plug at the oil filling point
transmission due to low oil level.
(3).
 Perform oil level checks regularly and keep
right oil level. 3 If the oil level is below the oil filling point, you
must top up oil (refer to Chapter 4.3.7.1).
To check the oil level, the INTARDER must
not be actuated immediately prior to
parking the vehicle.
This ensures that the correct oil quantity is
set in the transmission.
▪ In order to obtain a correct measurement result,

4.3.9 Transmission bleeding
the oil level check is to be effected with
– vehicle parked on level ground,
One of TRAXON's special features is the
– engine turned off,
"integrated transmission bleeding", i.e. a hose
– transmission oil cooled down (< 40°C).
breather is no longer required.
• Check the oil level in the course of the vehicle The transmission is bled into a space behind the
inspection. bell housing and from there to the outside.
The air escapes at the bottom side of the bell
▪ Pay attention to possible leaks at:
housing.
– Transmission,
– INTARDER,
– Oil/Water heat exchanger,
– The corresponding cooling water tubes.
Correct performance of the oil fill and oil

level check after the test drive are decisive
for ensuring the precise oil quantity.
EN 1372.765.101a - 2017-02 4-35

TRAXON Installation
4.4 Electrics
4.4.1 System layout and circuit diagrams
The system layout schematically illustrates the arrangement and network of all electronic components
required for the functioning of the TRAXON transmission system.
In the standard system, this not only includes TRAXON electronics, but also the electronics of the engine
(or vehicle), ABS, INTARDER, driver-information system as well as possible additional components such as
the ZF range selector.
Communication between the electronic systems of engine and vehicle and/or with the TRAXON takes
place via the CAN1 (vehicle CAN), defined by SAEJ1939 (other transfer protocols upon request).
The TRAXON transmission system has a total of three CAN interfaces. The standard configuration is as
follows:
▪ CAN 1: vehicle CAN (250/500 kBd)
▪ CAN 2: application CAN (250/500 kBd)
▪ CAN 3: ZF CAN, connection of ZF peripheral components (250 kBd)
Deviating configurations must be agreed with ZF.
Speed range selector

D N
A/M
R
CAN 1
CAN 3
CAN 2
INTARDER Engine
TRAXON electronics ABS electronics Diagnosis
Voltage supply
10_002528_02_en
Fig. 4.25 Example: Standard configuration
EN 1372.765.101a - 2017-02 4-36

TRAXON Installation
If the vehicle is equipped with a vehicle main computer, the signals from/to the range selector, driver-
information system, etc., can be sent to the TRAXON via the vehicle CAN1 (refer to Attached Documents
for circuit diagram).
Speed range selector

D N
A/M
R
CAN 1
CAN 3
CAN 2
INTARDER Engine
TRAXON electronics ABS electronics Diagnosis
Voltage supply
10_002528_02_en
Fig. 4.26 Example: System layout with vehicle main computer
The circuit diagram shows an overview of the system layout. The circuit diagram shows all relevant
electric connections of the control units and peripherals. The circuit diagram is the basis for the wiring
construction since it contains plugs and their pin assignment of the ZF components.
EN 1372.765.101a - 2017-02 4-37

TRAXON Installation
4.4.2 Plug description for the vehicle
The transmission connector is the connection to the vehicle main power system. The required mating plug
is listed in Chapter 4.4.6, Plug and mating plug designations. As an option, ZF can also supply a
connecting cable from this plug to the vehicle’s dry compartment. Requirement and purpose of individual
lines are explained in more detail pin by pin.
Design of plug X1 120.5

102.5
Housing material: PBT-GF20
Temperature range: -30°C to 130°C
Protection class: IP67 and IP6K9K (only with
44
protective cover)
Contacts: 27 MCP 2.8 sliver-plated,
0.5 mm² to 1.0 mm²,
4 MCP 6.3 silver-plated, 4.0 mm²
Current capacity: MCP 2.8 to 25 A
MCP 6.3 to 40 A
Contact durability: ≤ 50 for sliver-plated contacts
65
58
46
10_003682_01
Fig. 4.26/1 Plug X1, 31-pin
EN 1372.765.101a - 2017-02 4-38

TRAXON Installation
Pin assignment for plug X1
Pin Designation Explanation

1 VM2_31 Supply to ground/earth 2 (≤ 5A)
2 VP2_30 Supply terminal 30_2 (≤ 5 A)
3 VM1_31 Supply to ground/earth 1 (≤ 30 A, maximum current for t < 0.5 s)
4 VP1_30 Supply terminal 30_1 (≤ 30 A, maximum current for t < 0.5 s)
5 SD1_ADM Interface digital 1 / output ground/earth switching (I ≤ 1.5 A)
Output positive switching (I ≤ 1.5 A, e. g. supply of sensor, display,
8 ADP1
extension module)
9 VP_15 Signal positive, terminal 15 (ignition)
10 VM2 Supply to ground/earth, external sensors
11 ADP2 Output positive switching (I ≤ 3 A)
12 SD1_EDM Interface digital 1 / input ground/earth switching
13 SD2_EDM Interface digital 2 / input ground/earth switching
14 EDM 1 Input ground/earth 1 switching
15 EDM 2 Input ground/earth 2 switching
16 VM1 Supply to ground/earth, universal
17 CAN2_H CAN 2 High
18 SD_EF Interface digital, frequency input (e. g. speedometer signal B7)
19 CAN2_L CAN 2 Low
20 CAN3_H* CAN 3 High (for continuation as central consumer)
21 CAN3_T Terminating resistor
22 CAN3_L* CAN 3 Low (for continuation as central consumer)
24 VM_HF CAN HF shield
25 CAN3_L CAN 3 Low
26 CAN1_H* CAN 1 High (for continuation as central consumer)
27 CAN1_T CAN 1 terminating resistor
28 CAN1_L* CAN 1 Low (for continuation as central consumer)
30 RES Reserve
31 CAN1_L CAN 1 Low
EN 1372.765.101a - 2017-02 4-39

TRAXON Installation
4.4.3 Vehicle supply voltages and currents
On-board supply system, nominal voltage UN: 24 V DC

Operating voltage: 18 to 32 V DC (full functionality)
*(restrictions according to functional area diagram)
Current consumption:
Terminal Mode Typical current Max. current
Terminal 15 (VP_15) Ignition ON – ≤ 10 mA
Terminal 30 (VP1_30) Ignition OFF (standby) – ≤ 0.3 mA
Ignition ON (no shifting
– ≤ 0.5 A
active)
Valves active (shifting) 5...10 A ≤ 30 A (t < 0.5 s)
Terminal 30 (VP2_30) Ignition OFF (standby) – ≤ 0.3 mA
Ignition ON (no shifting
– ≤ 100 mA
active)
Valve active < 2...3 A ≤ 5 A (t < 0.5 s)
Protect transmission system as follows:

Terminal 30_1: 30 A slow (according to ISO 8820)
Terminal 30_2: 10 A slow (according to ISO 8820)
Terminal 15: 1 A - 10 A slow (according to ISO 8820)
* 14 V - 18 V and 32 V - 36 V
EN 1372.765.101a - 2017-02 4-40

TRAXON Installation
4.4.3.1 Functional area diagram of the electrical supply
24 volt mechatronics requirements: sensor module, selection module, valve block, transmission control
unit
Functional area 24 V system
36
35
34
33
32
Operating voltage [V] at transmission connector
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
9
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
Ambient operating temperature at the transmission control unit [°C]
Full functionality (overvoltage max. 1 hour)

Full functionality
Limited functionality (longer shifting times permissible)
Limited functionality (no actuators)
Limited functionality (computer core and CAN functionality, and recognition of Neutral)
Limited functionality:
-20 to -30 °C: Engine start permitted. Gear shifting permitted.
-30 °C to -40 °C: Engine start permitted. Gear shifting is not permitted. A warm-up period to ≥ -30°C is required.
< -40 °C: Engine start is not permitted. External preheating to ≥ -40°C is required.
No function
No function (outside specification, components may be damaged)
10_000989_01_en
Fig. 4.27 Functional area: Electrics
EN 1372.765.101a - 2017-02 4-41

TRAXON Installation
4.4.4 CAN bus installation
The OEM is responsible for the CAN bus installation!

The transmission connector can be used to integrate the TRAXON into all known CAN bus topologies
(linear CAN connection, non-linear CAN connection).
Linear CAN connection (no stub cables)
In terms of electromagnetic compatibility (EMC), the linear connection is more insensitive to interferences
in particular with high transfer rates (500 kBd).
The TRAXON supports this type of CAN connection. The CAN lines are piped within the TCU (two
connections each for CAN_H and CAN_L).
Electronics Electronics Electronics

A B …n
R1 CAN_H CAN_H+ CAN_L CAN_L+ R1*
CAN_H
CAN_L
* R1: Bus terminating resistor
Fig. 4.28 Linear CAN connection 014881
EN 1372.765.101a - 2017-02 4-42

TRAXON Installation
Non-linear CAN connection (connection via a stub cable)
The non-linear connection is a simple type of CAN connection.

The result is a so-called stub cable, namely between the node point (point B) and the electronics (point
A).
This stub cable must not exceed the maximum length defined in the standards (e. g. SAE J1939, ISO/DIS
11898).
In the case of deviation from the specified maximum permissible length, communication malfunctions can
occur (e.g. when using terminal testers or intermediate wiring kits, etc.).
Electronics Electronics Electronics Electronics

A B C …n
Point A Point A
R1 R1*
CAN_H
Point B
CAN_L
Point B
* R1: Bus terminating resistor
Fig. 4.29 Non-linear CAN connection 014882
Line version
The lines must also be twisted or twisted and shielded according to existing standards (e. g. SAE J1939 or
ISO/DIS 11898).
EN 1372.765.101a - 2017-02 4-43

TRAXON Installation
CAN bus terminating resistor
The transmission control unit (TCU) has an integrated CAN bus terminating resistor which can be
activated by the wiring on the electronics connector.
The electronics can therefore be used as CAN bus end consumer or central consumer.
If the transmission electronics are designed as CAN bus end consumer, then the line bridge in the
electronics connector (power supply connector) must be used in accordance with Fig. 4.30 (bridge from
PIN 27 to PIN 28).
Fahrzeugverkabelung
Vehicle wiring
TCU
29 CAN1_H CAN_H
CAN_H 26 CAN1_H* frei
Free
Terminating
Abschluss- 120
widerstand
resistor Ohm
27 CAN1_T
28 CAN1_L*
CAN_L 31 CAN1_L CAN_L
24 VM_HF HF-ground opt.
HF-ground
Fig. 4.30 CAN bus end consumer 036049
If the transmission electronics are designed as CAN bus central consumer, this line bridge is omitted
(refer to Fig. 4.31).
Fahrzeugverkabelung
Vehicle wiring
TCU
29 CAN1_H CAN_H (ECU A)
CAN_H 26 CAN1_H* CAN_H+ (ECU B)
Abschluss-
Terminating 120
widerstand
resistor Ohm
27 CAN1_T frei
Free
31 CAN1_L CAN_L (ECU A)

CAN_L 28 CAN1_L* CAN_L+ (ECU B)
24 VM_HF HF-ground opt.
HF-ground
Fig. 4.31 CAN bus central consumer 036050
EN 1372.765.101a - 2017-02 4-44

TRAXON Installation
4.4.5 Wiring
Design of vehicle wiring
▪ ZF recommends to create the wiring according to the circuit diagram specifications.

- Permissible total resistance of supply and return lines of VP1_30, VM1_31: < 115 mΩ at RT.
In case of wiring with 4.0 mm² (Cu), a maximum length of 26 m is permissible. 26 m refers to the
total of supply and return lines.
- Permissible total resistance of supply and return lines of VP2_30, VM2_31: < 465 mΩ at RT.
In case of wiring with 1.0 mm² (Cu), a maximum length of 26 m is permissible. 26 m refers to the
total of supply and return lines.
If smaller cable cross-sections or longer cables are used, functional restrictions are possible; thus,
consultation of and release by ZF is required.
▪ Responsibility for the CAN topology design rests with the vehicle manufacturer.
Wiring quality requirements

∙ If the wiring of the vehicle-end transmission connector is not attached to TRAXON at the mounting
points intended for this purpose, a special release with subsequent testing is required.
∙ Pinching or stretching of the wiring is not permitted. Make sure that the wiring is not damaged through
relative motion, e. g. between vehicle frame and transmission.
∙ The technical design of the wiring must ensure that ambient influences (fuels, oils, ...) and mechanical
influences (stone impact, vibrations, ...) do not have any harmful effects.
∙ The permissible temperature range of the wiring must not be exceeded.
∙ A sufficient distance must be kept from heat sources such as exhaust system, heat exchanger, etc.;
otherwise, additional thermal protection is to be fitted.
∙ For safety reasons, both supply voltage connections (VP1_30 and VP2_30) must be wired and fused
separately as illustrated in the circuit diagram.
∙ For safety reasons, the two ground connections (VM1_31 and VM2_31) must be wired separately.
▪ The wiring should be routed and secured in the vehicle so that
a) it is not damaged
b) it is accessible at all times.
▪ It is not permitted to attach additional components to the ZF wiring since, otherwise, the release from
the vibration test would cease to apply.
▪ The wiring must be supported with suitable cable clamps at the mounting points intended for this
purpose. Fastening by means of cable ties is not sufficient. Freely suspended wiring is not permitted.
EN 1372.765.101a - 2017-02 4-45

TRAXON Installation
▪ All wiring components such as contacts and connectors must be produced and tested according to
the manufacturers' applicable production and testing specifications (e. g. vehicle-end transmission
connector, TYCO company).
▪ The E1 certification is applicable to the ZF scope of supply (except vehicle wiring harness). For the
vehicle-end wiring, responsibility for the certification rests with the vehicle manufacturer.
▪ The TRAXON design (except vehicle wiring harness) meets the basic ADR requirements.
▪ An ADR certification of the transmission system is not intended as standard.
4.4.6 Plug and mating plug designations
Plug Use Type Manufacturer ZF number Order no. CKD no. Protection
Individual class
components
X1 Transmission control 31-pin Bu TE connectivity 6029.207.917 Socket housing: 6029.199.198
unit, vehicle interface MCP 2.8/6.3 (AMP) 1-1564297-6
ZF-No. 0501.326.364
Protective cover:
1418882-1
ZF-No. 0501.329.387
Female connector 2.8:
For stranded wire
cross-section of
0.5 mm2 to 1 mm2:
1-968855-3
ZF-No. 0501.319.980
Seal 2.8: 828904-1
ZF-No. 0501.312.463
Blind plug 2.8:
828922-1
ZF-No. 0659.055.389
Female connector 6.3:
For stranded wire
cross-section of 2.5
mm2 to 4 mm2:
1241416-3
ZF-No. 0501.329.383
Seal 6.3:
Ø 4 mm to 4.5 mm:
1719043-1
ZF-No. 0501.329.379
X21 ZF diagnosis interface 9-pin Bu TE connectivity 6029.201.950 Socket housing: 6029.199.157

(OEM side) MCP, 3 rows (AMP) 8-968971-1
ZF-No. 0501.319.835
Female connector:
1-968849-1
ZF-No. 0501.319.978
X21A Diagnosis mating plug 9-pin St TE connectivity 6029.201.712 Flat pin housing: 6029.199.145
MCP/JPT, (AMP) 1-967626-1A
ZF-No. 0501.317.147
3 rows
Male tab:
1-962841-1 ZF-No.
0501.055.450
Locking bracket:
967631-1B
ZF-No. 0501.317.151
X2 Lever-type range selector 21-pin Bu TE connectivity 6029.201.842 Socket housing: 6029.199.160

MCP, 3 rows (AMP) 8-968975-1
ZF-No. 0501.319.839
Female connector:
1-968849-1
ZF-No. 0501.319.978
EN 1372.765.101a - 2017-02 4-46

TRAXON Installation
Plug Use Type Manufacturer ZF number Order no. CKD no. Protection
Individual class
components
X2A Lever-type range 21-pin St TE connectivity 6029.201.854 Flat pin housing: 6029.199.168
selector (range MCP/JPT, 3 (AMP) 1-967630-1A
selector plug) ZF-No. 0501.317.150
rows
Male tab:
1-962841-1
ZF-No. 0501.055.450
Locking bracket:
967635-1B ZF-No.
0501.317.154
X10 INTARDER EST 25-pin Bu Kostal 6029.201.988 Socket housing: 6029.199.165

SLK 2.8/ MLK 09404606
ZF-No. 0501.324.622
1.2
Contact bush 2.8:
22124492060
ZF-No. 0501.321.103
Seal:
10800444522
Blind plug:
10800472631
Contact bush 1.2:
32124734130
ZF-No. 0501.323.638
X6 Braking stage switch 10-pin Bu TE connectivity 6029.201.533 Housing: 6029.199.119

JPT, 2 rows (AMP) 929504-4
ZF-No. 0501.313.341
Contact bush:
927771-3
ZF-No. 0501.055.424
X29 INTARDER 2nd parting 12-pin St TE connectivity 6029.201.614 Flat pin housing: 6029.199.172
point, cab MCP/JPT, 3 (AMP) 1-967627-1A
ZF-No. 0501.316.055
rows
Male tab:
1-962841-1
ZF-No. 0501.055.450
Locking bracket:
967632-1B
ZF-No. 0501.316.613
X30 INTARDER 2nd parting 12-pin Bu TE connectivity 6029.201.838. Socket housing: –

point, cab, mating MCP, 3 rows (AMP) 8-968972-1
plug to X29 ZF-No. 0501.319.836
Female connector:
1-968849-1
ZF-No. 0501.319.978
Bu Socket connector
St Pin contact
EN 1372.765.101a - 2017-02 4-47

TRAXON Installation
4.4.7 Other electrical interfaces on the TRAXON
4.4.7.1 External impulse sensor for speedo connection
The standard scope of supply does not include an impulse sensor, but only a screw plug (refer to
Optionally, the KITAS 2+ impulse sensor is available, which is needed for all digital tachographs.
The number of pulses/revolutions is

▪ 10.125 pulses/revolutions for TRAXON with INTARDER Eco
▪ 12.214 pulses/revolutions for TRAXON with INTARDER Power
The number of pulses/revolutions can be read off the transmission type plate.
4.4.7.2 Access to the ZF-CAN
For simple off-board diagnostics, it is required to provide an access to the ZF-CAN within the driver's cab
(also refer to Chapter 3.5.2, Off-board diagnostics).
EN 1372.765.101a - 2017-02 4-48

TRAXON Installation
4.4.8 CAN signals
The signal exchange between the TRAXON transmission system and the other control units in the vehicle
is implemented via CAN.
Mainly, the exchanged signals comply with the requirements of SAE J1939.
The detailed agreements for each signal with respect to quality, accuracy and required repetition
rate must be defined in common signal specifications.
▪ Engine start release via CAN

The TRAXON transmission system issues a signal to the vehicle that shows whether an engine start
can occur from the perspective of the transmission (refer to Chapter 3.1.1.2, Engine start release).
Preferentially, the CAN information Engine Crank Enable is used to issue the engine start release.
▪ Brake
The TRAXON transmission system analyzes the signals from the brake switch and brake pedal angle to
identify if the driver actuates the brake.
Via additional signals (brake pressures at the individual wheels or Foundation Brake Use), TRAXON is
further able to recognize when the vehicle is decelerated by assistance systems and, therefore, can
e.g. recognize emergency braking of the emergency brake assistant.
▪ Accelerator pedal
The accelerator pedal characteristics significantly influence the maneuvering and starting behavior of
the vehicle equipped with the TRAXON transmission system.
In order to recognize the driver's request, the TRAXON analyzes the accelerator pedal, the idling switch
and the kickdown signal.
The characteristic curves of these signals must be coordinated between vehicle manufacturer and
ZF.
4.4.9 EMC
The system is subject to the E1 type approval of the Federal Motor Transport Authority.
An excerpt from the E1 type approval can be requested from ZF.
EN 1372.765.101a - 2017-02 4-49

TRAXON Installation
4.5 Pneumatics
4.5.1 Air supply design
The quality of the air supply system for the TRAXON transmission system is particularly important for the
availability of the vehicle. Therefore, the same requirements apply to air quality and the design of the air
lines as for the braking system.
The air supply for the TRAXON is to be connected to the vehicle's air supply system, after the four-circuit
protection valve at the ancillary circuit (refer to Fig. 4.32).
Note here that the TRAXON air supply takes priority over the other auxiliaries. This is ensured by installing
an overflow valve upstream of the other auxiliaries.
Customer-specific deviations must be inspected and agreed in writing with ZF.
Compressor Air conditioning Four-circuit

system protection
valve
TRAXON Inside Ø
min. 10 mm
10 liters
max. 4 m
External air Nonreturn Overflow
connection valve valve
(≥ 5.5 bar) Auxiliaries
10_003681_01_en
Fig. 4.32 Example: Pneumatic diagram
ZF recommends to use an external air connection in case the vehicle breaks down with a gear engaged
and without air supply.
EN 1372.765.101a - 2017-02 4-50

TRAXON Installation
4.5.2 Air reservoir
A separate air reservoir must be fitted for TRAXON which is protected by a non-return valve. Do not
connect any other air consumers to this compressed-air circuit.
The non-return valve prevents the pressure in the air reservoir from falling when there is a leak or
insufficient air in the rest of the air system.
ZF recommends a minimum volume of the air reservoir of 10 liters.
4.5.3 Air pressure
Permissible supply pressure 8 bar to 12.5 bar after the air conditioning system.
A supply pressure of at least 8 bar must be ensured and must not be fallen below during operation.
The TRAXON uses an integrated pressure regulator to reduce the air pressure to a constant shifting
pressure to preserve the shift elements and to achieve constant shift characteristics.
Shifting pressure: Reduced pressure in TRAXON

Supply pressure: Pressure in the air reservoir
4.5.4 Air consumption
Required air supply rate: at least 8 l/min at 8 bar at the compressor's pressure outlet.
This assumed requirement is based on the consumption of nine gear changes and one starting process
("Ignition ON" with clutch actuation unit calibration) per minute.
The vehicle air system should be designed so that at least the aforementioned air supply rate is
made available for the TRAXON's air circuit alone.
4.5.5 Air connection
Refer to the installation drawing for the geometric design of the air connection.
4.5.6 Air lines
The air lines from the air reservoir to the TRAXON must feature a nominal width (inside diameter) of at
least 10 mm. The maximum length of 4 m must not be exceeded. The values stated are reference values
for a supply pressure of 10 bar.
In case of deviating values, e. g. nominal width of 9 mm (air line 12x1.5), impairments might occur.
EN 1372.765.101a - 2017-02 4-51

TRAXON Installation
4.5.7 Air quality
The compressed air supplied by the vehicle must be cleaned, dried and free of condensation.
Particle filter: mesh size of 40 μm.
Air conditioning systems which emit alcohol or other substances into the air system that may have a
negative impact on seal materials, are not permitted.
For faultless transmission operation, the compressed air must at least comply with the following
conditions:
▪ Humidity: Lowering of dew point ≥ 20 K

Resulting humidity (air) according to the following table:
Ambient temperature [°C] Relative humidity max. [%]

‒40 8.5
‒20 12.5
0 17.0
20 25.0
40 32.0
60 37.0
80 42.0
Example: At an ambient temperature of 20°C, the relative humidity (after air conditioning system) shall
be max. 25% so that with a lowering of the temperature by 20 K (Kelvin) there is no water
condensation.
▪ Solid contaminants: ≤ 10 µm, ≤ 5 mg/m³

▪ Total oil content: ≤ 10 mg/m³
It is recommended to use an air filter cartridge with coalescence filter and oil separation which leads to
compressed-air quality of the following values:
▪ Solid contaminants: ≤ 1 µm
▪ Total oil content: ≤ 0.1 mg/m³
EN 1372.765.101a - 2017-02 4-52

TRAXON Installation
4.5.8 Pressure display/Pressure warning
The TRAXON has an integrated pressure sensor. If the system pressure is too low, the driver can be
warned in several stages so that he can respond in time.
1st stage The air pressure is too low: The driver receives a warning.
2nd stage Only insufficient air pressure available: Transmission functions are limited (e.g. no
automatic mode, no clutch teach-in).
3rd stage The air pressure is too low: Gearshift lock (no shifting is performed).
The responsibility for the driver warnings lies with the vehicle manufacturer.
EN 1372.765.101a - 2017-02 4-53

TRAXON Installation
4.5.9 Functional area diagram of the air supply
Functional area of the air supply, transmission system with 24 V

Operating pressure at the transmission connecting nozzle [bar / PSI]
203 14
189 13
Alarm OFF: AL + AUTO OFF + Interlock

174 12
Warning OFF: AL + AUTO OFF

Alarm ON: AL + AUTO OFF + Interlock
160 11
Warning ON: AL + AUTO OFF
145 10
131 9
116 8
101 7
87 6 6,2
12 kN clutch pressure plate: up to 3 000 Nm (2 200 lb-ft)
No Clutch
73 5 5,5
5,2
4,5 10 kN clutch pressure plate: up to 2 500 Nm (1 850 lb-ft)
58 4
4,0
bar
PSI
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 °C
-58 -40 -22 -4 14 32 50 68 86 104 122 140 158 176 194 212 230 248 266 284 302 °F
Ambient operating temperature at the transmission control unit [°C/°F]
Full functionality
Full functionality (upper and lower tolerance band)
Limited functionality (longer shifting times permissible)
Functionality is not guaranteed (limited clutch operation; shifting into Neutral permitted)
Limited functionality:
-20 °C ... -30 °C: Engine start permitted. Gear shifting permitted.
-30 °C ... -40 °C: Engine start permitted. Gear shifting is not permitted. A warm-up period
to ≥ -30°C is required.
< -40 °C: Engine start is not permitted. External preheating to ≥ -40°C is required.
+110 °C ... + 130 °C: Max. duration 30 minutes
No function
No function (outside specification, components may be damaged) 10_002025_01_en
Fig. 4.33 Functional area: Air supply
The functional area diagram applies to all basic functions, e. g.

▪ Shifting gears
▪ Start and stop
▪ Forwards and reverse driving
▪ Maneuvering
▪ Automatic and manual mode
The diagram does not apply to extended functions, however.
EN 1372.765.101a - 2017-02 4-54

TRAXON Installation
Description
< 10 bar Extended clutch operation time permitted in extremely dynamic conditions.
≥ 6.2 bar Warning OFF: AL + AUTO OFF

Airless warning (insufficient air pressure) + no automatic mode possible.
≥ 5.5 bar Alarm OFF: AL + AUTO OFF + Interlock

Airless warning (insufficient air pressure) + no automatic mode available + no gear changes during tra-
vel possible, just last shift to neutral at standstill.
≤ 5.2 bar Warning ON: AL + AUTO OFF

Airless warning (insufficient air pressure) + no automatic mode possible.
≤ 4.5 bar Alarm ON: AL + AUTO OFF + Interlock

Airless warning (insufficient air pressure) + no automatic mode available + no gear changes during
travel possible, just last shift to neutral at standstill.
< 4.0 bar Clutch is no longer available.
EN 1372.765.101a - 2017-02 4-55

TRAXON Installation
4.6 Auxiliary power units
No auxiliary power units are offered for bus version.
EN 1372.765.101a - 2017-02 4-56

TRAXON Installation
4.7 Transmission installation on the

1 assembly line
2
4.7.1 Transport
For lifting and transporting, only use the three lugs

(1) on the basic transmission.
The lug (2) on the INTARDER must not be used. The
lug (2) is not designed to lift or transport the
transmission.
▪ The hook size (max. hook size 10 according to

DIN 15401) must be selected in such a manner
that the hooks move freely and are not
10_005289_01
supported inside the lugs (risk of breakage).
Fig. 4.38
• Select the chain length and angle in such a way
that the bending forces of the lugs are as low as
possible.
∙ The transmission must not be suspended at its
input shaft, e.g. during transport (damage to
bearings and gearings).
∙ Using slings on the TRAXON for transport
purposes is not permitted either.
∙ Suspension on the transmission is not permitted
if it is flanged to the engine. The lugs are
designed to carry the weight of the transmission
only.
∙ The maximum permissible load on the lugs may
not be exceeded (refer to installation drawing or
labeling on the transmission).
ZF will not accept liability for damage to
transmission components caused by inappropriate
transport.
EN 1372.765.101a - 2017-02 4-57

TRAXON Installation
4.7.2 Main transmission delivery
Depending on customer requirements, the TRAXON is supplied as follows:

▪ With the top gear engaged
▪ In neutral position
4.7.3 Corrosion protection
Purchase of TRAXON with standard corrosion protection is recommended.
4.7.4 Subsequent paintwork
As a standard, the TRAXON is supplied in black. If the customer wishes to paint the TRAXON himself, this
must be done in accordance with the ZF specification TRAXON with INTARDER 0000.702.664. The
customer must confirm this.
If it is necessary to rotate the transmission around

the longitudinal or transverse axis for assembly or
painting, the breather (1) shall be blocked (sealed). 1 2
For this purpose, ZF Services offers an adapter (2)
with O-ring (3).
Order number: 1P81.215.038
After having blocked the breather, the

transmission shall not be subject to any
temperature fluctuations. The created over or
underpressure might otherwise damage the
sealing elements. 3 10_003692_01
Fig. 4.39
EN 1372.765.101a - 2017-02 4-58

TRAXON Installation
4.7.5 Guidelines for the installation of • Transmission, propshaft and axle load
transmissions with INTARDER – VibrationWhenever the transmission is
equipped with an INTARDER, this can cause
• Only transport the transmission with changes in the vibration characteristics of the
appropriate transport racks. Avoid transport drive system.
damage. Do not place the transmission on the
heat exchanger. Vibrational stress may arise as a result of:
Do not damage the transmission during – Engine irregularities
installation. – Insufficiently balanced propshafts
– Extremely bumpy road surfaces (shock
▪ The transmission support and/or suspension is loads)
described in Chapter 4.1.8.
The following parts are subject to additional loa-
• The corresponding installation drawing ding:
specifies the number, size, position and depth – Bell housing
of the screw threads. Moreover, each – Flywheel housing
installation drawing states the location of the – Engine connection surface
center of gravity and the Intarder weights. – Engine and transmission suspension
• During transmission installation, make sure you The vehicle manufacturer must take appropriate
maintain sufficient distance from sources of measures to ensure that, for the transmission and
heat. The max. permissible transmission the Intarder, no adverse vibrational stresses/loads
ambient temperature is 100°C. occur.
▪ Peripheral lines must be protected accordingly If the relevant measurement, calculation and/or
since housing wall temperatures of approx. testing shows a critical vibration factor, an
160°C might occur at Intarder operation. additional supporting point E must be provided.
▪ The distance between INTARDER and exhaust

must be at least 100 mm. If the distance is ▪ Engine/Transmission support and/or
smaller, a screening plate must be fitted. suspension:
– Brake forces
▪ The use of additional threadlockers is not
Whenever braking with the INTARDER, the
permissible.
following components are subject to
Transmission mountings on the vehicle frame
additional loading:
must be designed as agreed with ZF in such a
– the engine and transmission suspension,
way that no additional forces are transferred to
– the propshaft,
the transmission housing by vehicle frame
– the driven axle.
distortions.
The vehicle manufacturer must ensure that these
components are suitable for the additional brake
load.
EN 1372.765.101a - 2017-02 4-59

TRAXON Installation
4.7.6 Installation and connection of electronic

devices
Electronic devices must be installed in suitable

areas in the vehicle. Devices must be protected
from:
▪ extreme air humidity

▪ extreme temperatures
▪ dust accumulation
▪ splash water
▪ too high vibrations
Devices must therefore be installed in a dry room

(e.g. distributor box). They must also be sufficiently
far away from sources of hot temperatures (e.g.
engine, heating hoses, ventilation ducts). Attention
must also be paid to ensuring good accessibility to
devices and plug connections.
The installed devices must be de-energized in the

following cases. Switch the ignition to "Off" and
remove the ignition key:
– To connect the device to the on-board supply
system
– To disconnect the battery from the on-board
supply system
The battery may only be disconnected when the

engine is stationary; otherwise overvoltages may
occur.
When performing the following work, the device's

connector must be unplugged in addition to
ignition "Off":
– During electric repair work on the vehicle
(including electric welding!)
– During insulation checks on the electrical system
Jump-starting the engine:

Use a buffered jump-start device or a shunted
high-performance battery to avoid overvoltages.
EN 1372.765.101a - 2017-02 4-60

TRAXON Installation
4.7.7 Assembly of engine, clutch and transmission
4 5 6
2 1 10_004982_01
1 Clutch actuation unit (ConAct) 4 Flywheel

2 Input shaft 5 Clutch disk
3 Pilot bearing 6 Clutch pressure plate
Fig. 4.40 TRAXON with clutch actuation unit (ConAct)
▪ TRAXON is always supplied with the clutch actuation unit (ConAct).

▪ ZF Friedrichshafen AG's transmissions have been preserved according to the parts lists.
▪ Proper separating characteristics of the clutch system shall be guaranteed to ensure high shifting
comfort, safe shifting and setting off function as well as a long service life of the synchronization.

∙ Only subsequently grease the input shaft profile and the clutch disk's hub spline.
∙ The lining of the clutch disk may not be touched or may only be touched provided that clean gloves are
worn.
∙ Make sure that no oil or grease gets on the clutch disk.
▪ Always remove long-term preservation (corrosion protection class KA2T, e. g. for overseas transports).
▪ When removing preservation (e. g. input shaft) and greasing the clutch disk's hub spline, observe the
clutch manufacturer's provisions.
Preparatory activities
Use a suitable cleaning agent (e.g. brake cleaner) and a lint-free cloth for cleaning.
▪ Remove long-time preservation (KA2T) at input shaft.

▪ Flywheel and clutch pressure plate must be free from preservative agent and dirt.
EN 1372.765.101a - 2017-02 4-61

TRAXON Installation
Assembly process:
A transport safety device prevents the ConAct

from being extended.
Ensure to remove the transport safety device
directly before starting assembly.
▪ Remove transport safety device (1) from the

ConAct.
▪ Where applicable, remove corrosion protection
from the input shaft profile; apply light coating 1
of grease to external spline (input shaft) and
hub spline (clutch disk). Grease to be used:
Castrol Tribol GR400-3 PD
10_000698_01
▪ Push clutch disk onto the input shaft profile. Fig. 4.41 Example: Transport safety device
▪ Remove the clutch disk and wipe excess grease
away as it may otherwise be spun onto the
clutch facing due to rotation. Power supply at the assembly line
▪ Install the clutch disk and clutch pressure plate If TRAXON is delivered with the highest gear
on the flywheel housing in a grease-free engaged, shifting into neutral is required in general
manner (center the clutch disk using a mandrel after having attached the transmission to the
or similar device, fix the clutch pressure plate on engine in order to be able to turn the output
the flywheel using two guide pins). flange.
▪ Tighten the clutch pressure plate according to
the vehicle manufacturer's instructions. Assuming ambient temperature and a 12-speed
transmission, a voltage of maximally 18 A is
▪ Align transmission so that the input shaft is in required for a worst-case scenario. This means for
line with the pilot bearing. taking into operation that it must be ensured that
▪ Carefully guide the input shaft into the hub of the supply voltage of 18 A is not interrupted since
the clutch disk. this might otherwise impair the safety integrity
functions (provide buffer capacitors and/or use
▪ Secure the transmission to the flywheel buffer battery).
housing.
EN 1372.765.101a - 2017-02 4-62

TRAXON Installation
4.7.8 Transmission installation checklist
Before the transmission can be finally operated in the vehicle, the following components must be
connected correctly and the following information has to be taken into account.
Installation errors can thereby be prevented and recognized in time. Observe safety regulations!
Part or function to be
Component Notes
considered
Transmission Installation position • Do not exceed permissible installation
angle.
• The distance between the transmission
and neighboring units must be adequate
(consider relative motions of driveline and
vehicle frame).
Propshaft connection Deflection angle • Do not exceed permissible deflection
angle.
Compressed air supply Air lines, air quality, air tank • Route a line of the correct line cross-
section (inside diameter ≥ 10 mm)
• Observe installation instructions.
• Observe maximum length of line.
• Ensure required supply pressure.
• Air dried and cleaned. Air from separate
compressed-air circuit.
Transmission control unit Accessibility, • Accessibility must be ensured (refer to
temperatures installation drawing).
• Observe permissible ambient
temperatures.
Signal interface Neutral signal • Starter interlock linked with neutral signal:
engine can only be started with the
transmission in neutral position.
Transmission oil Oil grade • According to List of Lubricants TE-ML 02
Transmission support (where Additional transmission • Check for correct screw connections
necessary) support (screw-in depth) on transmission housing
(refer to installation drawing).
Clutch Clutch disk, • Use only the clutch combination released

clutch pressure plate by ZF for the relevant parts list.
Wiring Plug connections, power • Observe the installation instructions.
supply, routing/installation • Plug connections must be accessible.
• Enough free space for unplugging the
plug connections must be provided.
• The on-board power supply can be shut
off via the ignition lock (terminal 15).
• ZF diagnostic connectors are easily
accessible in the driver cabin.
EN 1372.765.101a - 2017-02 4-63

TRAXON Installation
Part or function to be consi-

Component Notes
dered
Engine Switching off the engine • Exclude unintentional turning off of the
engine at low speeds and with the
driveline open.
Oil/Coolant heat exchanger Water connection, water • The water flow must be connected in such
quality, concentration a way that it represents a counterflow to
the oil circuit (refer to installation drawing,
marking arrows on the heat exchanger).
• The connecting hoses to the heat
exchanger must be secured firmly.
• The connecting hoses for engine coolant
must be suitable and temperature
resistant up to 120°C.
• The quality requirements of the engine
coolant must be met. Check by means of a
hydrometer or a refractometer.
• For filling coolant, refer to vehicle
manufacturer's instructions.
INTARDER/Heat exchanger Oil connection (only separate • The connecting hoses (oil) must be
heat exchanger) tightened.
Oil filter Accessibility • Accessibility must be ensured (refer to
Intarder check display Intarder check display • Connect Intarder check display according
to circuit diagram.
Brake light ECU brake signal • Note the specifications issued for the
individual countries.
INTARDER Check during test drive: • Noise
• Listening • INTARDER function
• Testing • Bremsomat
• Braking steps
INTARDER Check after test drive: • Transmission oil level
• Visually inspecting • Oil overflow plug
• Listening • Leakages on transmission, oil/coolant heat
• Checking exchanger
Braking step lever Lever stop Braking step lever is not a ZF product:
Detent mechanism for braking step lever must
be strong enough to prevent the lever from
being released accidentally, e. g. when
driving over potholes.
Main switch ON/OFF Check ECU for accessibility/disengageability.
Fuse F1 + F2 Elec. system failsafe Available; check
EN 1372.765.101a - 2017-02 4-64

TRAXON Installation
Part or function to be consi-

Component Notes
dered
Electronic control unit, ECU On-board supply system fuse, • The fuse protection must be
ECU connection wiring – 7.5 to 10 A for lines with Ø 1.00 mm2
– 7.5 A for lines with Ø 0.75 mm2.
• Connect wiring.
• Wiring correctly engaged?
• Do not remove protective covers until
cable is fitted.
Speedometer Impulse sensor/Speed signal • Speedometer set correctly (impulse:
Power or Economy)
Vehicle wiring Routing of the wiring, connec- • Check wiring harness routing for
tion - correct anchorage
- damage, chafe marks
- sufficient distance to heat sources,
specification 6029.705.030
Electrical connections Plug connections Plug connections must be engaged.

Do not remove protective covers until cable is
fitted.
EN 1372.765.101a - 2017-02 4-65

TRAXON Installation
4.7.9 End-of-line programming (EOL programming)
To reduce the number of TRAXON supply and/or service variants, the software of the TRAXON can be
programmed/installed by the vehicle manufacturer.
For the EOL (End Of Line) programming of the TRAXON-specific vehicle variants outside of the ZF
organization, the necessary program versions and documentation, production and service process
requirements must be agreed between the vehicle manufacturer and ZF.
The transmission software must be adapted to the vehicle configuration.

This may be done by means of signal exchange between transmission control unit (TCU) and the vehicle
control unit(s) or through EOL parameterization performed by the vehicle manufacturer or ZF.
The TRAXON is programmed via serial data transfer.
Optionally, it is possible to use the ZF software (ZF-TESTMAN) to only program the application data area
on the basis of the programmed basic program version, which results in a shorter programming time.
Documentation of the end-of-line programming
ZF documents the TRAXON's delivery status via the order number of the vehicle manufacturer.
All EOL programming/parameterization actions and modifications taking place outside the ZF organization
and during the service life of the transmission control unit (TCU) must be understandable for ZF.
TRAXON-specific data required for the documentation at ZF is coordinated with the vehicle manufacturer.
ZF-external programming devices
TRAXON-specific data which is available at the moment of end-of-line programming must be forwarded to
ZF. To that end, a standardized procedure must be defined.
EN 1372.765.101a - 2017-02 4-66

TRAXON Installation
4.8 TRAXON operating concept
∙ Depending on the manufacturer and vehicle type, the control elements and operating processes may
deviate from those in this manual.
∙ The vehicle manufacturer's operating instructions are decisive.

∙ The vehicle must not be left with the engine running and a gear selected.
∙ If there is no engine function (e. g. no fuel), steering servo and engine brake do not function and gears
cannot be selected. The transmission will attempt to conclude the current shift process to then close
the driveline. If this is not successful, then: Apply the service brake until the vehicle is slowed down to
a standstill. Before leaving the vehicle, engage the parking brake.
This chapter describes as example the operation with a ZF range selector.
4.8.1 Starting the engine
Risk of accident due to unintended rolling of the vehicle.

 Only release brake when setting off.
▪ Engage the parking brake or service brake.

▪ Range selector in « N » position
(transmission neutral position).
▪ Switch on ignition.
– Self-check of the transmission system.
– The self-check is completed when « N » is displayed
in the driver-information system.
Transmission is in neutral position.
▪ Start engine.
10_005304_01
Fig. 4.42 Range selector
Gears cannot be shifted during engine standstill. Shifting to neutral is possible.
EN 1372.765.101a - 2017-02 4-67

TRAXON Installation
4.8.2 Setting off, forward driving

▪ Start engine (refer to Chapter 4.8.1).

▪ Move range selector from « N » to « D ».
– The driver-information system displays the engaged starting gear.
(The starting gear is automatically engaged by the system, the clutch stays disengaged).
▪ Depress the accelerator pedal and at the same time release the service/parking brake.
– Vehicle sets off (clutch closes automatically).
Hill start

Correcting the starting gear
The driver can correct the starting gear that is suggested by the system.
Correcting the gear:

▪ Press range selector towards « – /– » or « + /+ ».
– The driver-information system displays the engaged starting gear.
EN 1372.765.101a - 2017-02 4-68

TRAXON Installation
4.8.3 Maneuvering
For extremely slow driving (e.g. connecting a

trailer or disconnecting a trailer), maneuvering
mode can be used.
In the maneuvering mode, the vehicle (accelerator
> 2 sec.
pedal) is more sensitive and clutch actuation
differs compared with the ordinary mode.
Activating the maneuvering mode

(Example with a ZF range selector)
▪ Stop the vehicle

▪ Move control lever (tip function) to the left
(A/M) and hold for more than 2 seconds
10_005302_01_de
▪ The icon for the maneuvering mode appears Fig. 4.43

in the display.
Maneuvering mode is available in gear 1 and in
reverse gear.
In maneuvering mode, the full accelerator pedal
travel can be used.
M1
10_005303_01
Fig. 4.44 Example: Maneuvering mode, gear 1
EN 1372.765.101a - 2017-02 4-69

TRAXON Installation
4.8.4 Moving off downhill
Requirement: Engine running

▪ Select gear according to the running direction.
Risk of accident due to uncontrolled motion of the vehicle.

 Engage the parking brake or service brake.
▪ Do not allow vehicle to roll in the opposite direction to the gear selected.
▪ When the vehicle moves off without a gear selected – range selector is in « N » – no engine brake
effect is available.
If the parking brake is released while a gear is engaged and the vehicle starts moving off, the clutch
closes automatically, without the driver having to press the accelerator pedal, provided that the engaged
gear corresponds to the vehicle's running direction.
If the engaged gear does not correspond to the vehicle's running direction, the clutch is optionally opened
or cyclically slightly closed and opened. The driver is warned via the driver-information system (refer to
Chapter 2.4.2, Driver information interface).
If the vehicle rolls forwards – transmission in neutral – once the brake has been released and the driver
changes from «N» to «D», the system selects a gear appropriate for the driving speed. The driveline is thus
closed.
EN 1372.765.101a - 2017-02 4-70

TRAXON Installation
4.8.5 Changing the operating mode: manual/automatic
Possible at any time, also during travel.

Exception: Error responses are active and
prevent the functioning of an operating mode,
e.g. automatic.
Changing operating mode from manual to
automatic
∙ Press range selector to the left.
Changing operating mode from automatic to
manual
∙ Move range selector to the left or control lever
(tip function) towards « + /+ » or « – /– ».
– Depending on the vehicle, the system might

10_005301_01
automatically change back to the automatic
mode after a certain time period. Fig. 4.45
EN 1372.765.101a - 2017-02 4-71

TRAXON Installation
4.8.6 Changing gears
Changing gears in the automatic operating mode

All upshifts and downshifts are carried out automatically.
Those are dependent upon: – Driving resistance
– Load
– Accelerator pedal position
– Velocity
– Engine speed
The driver-information system shows the number of the engaged gear.
Changing gears in the manual operating mode
▪ Move the range selector towards « + /+ » or « – /– ».
« +/– » Change by one gear step
«+ / – » Change by two gear steps
The gearshift system exits automatic mode when a manual gear change is performed. If you press the
range selector to the left, the automatic mode is reactivated.
Risk of accident due to loss of the engine's braking effect.

 Do not shift into neutral (N) while driving.
Shifts to “neutral” can also be made during travel. With the range selector, you can shift from every gear
into neutral at any time. This shift request takes priority over other requests. The accelerator pedal position
does not need to be changed during the shift process because the engine is controlled electronically.
If a shift is made to “neutral”, the driveline is interrupted. The engine braking effect is no longer present.
Engage a gear as soon as possible (select «
D ») to close the driveline again and re-establish the engine braking effect.
A shift command is not undertaken if the shift would result in the max. permissible engine speed being
exceeded. In this case, a (different) suitable gear is engaged.
EN 1372.765.101a - 2017-02 4-72

TRAXON Installation
4.8.7 Reversing
Engaging reverse gear

∙ Vehicle must be stationary.
∙ Move the range selector towards « R ».
– « R » appears on the driver-information system (clutch remains separated).
• Press accelerator pedal and at the same time release the brake (clutch closes automatically).
– Vehicle moves backwards.
Change the direction of travel
Risk of accident due to uncontrolled motion of the vehicle.

Changing direction of travel by moving the range selector position from « R » to « D » and vice versa may
only be undertaken when the vehicle is stationary, otherwise the transmission shifts to neutral, depending
on the vehicle speed.
The driver-information system is definitive for the direction of travel selected in the transmission.
Reverse travel « R » to forward travel « D »

∙ Move range selector from « R » to « D ».
Forward travel « D» to reverse travel « R »

∙ Move range selector from « D » to « R ».
EN 1372.765.101a - 2017-02 4-73

TRAXON Installation
4.8.8 Engine brake
Risk of accident due to uncontrolled acceleration of the vehicle on downhill gradients.

The engine braking effect is interrupted during the gear shift process. The vehicle may accelerate when
traveling downhill.
Manual mode
The system deactivates the engine brake during gear changes. Once the gear change is complete, the en-
gine brake is automatically reactivated.
Automatic mode
By activating the engine brake, the system shifts into lower gear until maximum braking torque is reached.
4.8.9 Stopping
▪ With the accelerator pedal untouched, slow down the vehicle using the service brake until it reaches a
standstill.
– The clutch opens automatically before the vehicle reaches a standstill so that "stalling" the engine is
avoided.
▪ For extended stops, we recommend selecting the transmission's neutral position (automatic shift to
neutral) (refer to Chapter Clutch protection).

∙ Always engage the service brake or parking brake when the vehicle is stationary.
∙ When the vehicle is stationary with the engine running and a gear selected, all you have to do to move
the vehicle is press the accelerator pedal!
∙ Before leaving the vehicle with the engine running, the transmission must be shifted into neutral and
the parking brake must be engaged. The range selector position, e. g. «N», must match the display in
the driver-information system.
∙ Activating the parking brake during travel on a slippery surface may bring the engine to a standstill.
Steering assistance is then no longer available!
EN 1372.765.101a - 2017-02 4-74

TRAXON Installation
4.8.10 Switching off the engine/Parking the vehicle
▪ Bring the vehicle to a complete stop.

▪ Engage parking brake.
▪ Set range selector to « N » neutral.
▪ Switch off the engine.
▪ Place chocks under wheels (e.g. on uphill gradients).
The engine cannot be switched off if a gear is selected. The vehicle may roll away in «neutral position» if
no brakes are engaged.
• If neutral is not selected before the engine is switched off, this is done automatically when the
ignition is moved to "OFF".
• A new engine start is dependent on the engine start release (engine start release signal via
CAN).
EN 1372.765.101a - 2017-02 4-75

TRAXON Installation
4.8.11 Towing
The vehicle may be towed with flange-mounted propshafts or floating axles. The following conditions
must be met for this:
▪ It must be ensured that the high range change group is engaged. The following boundary conditions
must be met for this:
1. Ensure power and air supply
2. Switch ignition on (wait for check phase)
3. No error message is issued. This ensures that the high range change group is engaged.
▪ No gear is engaged in the main transmission.
▪ Max. towing distance 100 km
▪ The maximum permissible towing speed, which depends on the rear-axle ratio and the tire size, can be
read off the diagram in Fig. 4.46. In addition, the maximum permissible towing speeds determined by
local legislation must also be observed.
iAxle
10.0
9.0
Rdyn 0.7 m
8.0
Rdyn 0.6 m e.g. F24
7.0
Rdyn 0.5 m e.g. 275/80 R22
6.0
5.0
4.0
Rdyn 0.4 m e.g. 245/70 R19.5 Reading example: iAxle = 6, Rdyn = 0.5 m
3.0
Towing speed from diagram:
2.0 Vmax. = 25 km/h
10 15 20 25 30 35 40 45 50
v [km/h]
Fig. 4.46 Diagram for determining the permissible towing speed 029023
EN 1372.765.101a - 2017-02 4-76

TRAXON Installation
Restriction
Towing with flange-mounted propshaft and/or installed floating axles is prohibited in any case if the
following conditions are present:
1. Only one of the previously listed conditions is not fulfilled.
2. There is an error message (250) or it cannot be ensured that the high range change group (high R/C)
and the main transmission are set to NEUTRAL (e.g. undefined breakdown, failure of power and/or air
supply).
3. Suspicion of transmission damage.
Towing while the low range change group is engaged or with an engaged gear in the main transmission
leads to significant transmission or engine damage within a very short period of time.
The operator is responsible for ensuring that the required boundary conditions are met for towing with
flange-mounted propshafts or floating axles.
The manufacturer's towing instructions must also be observed!
If the vehicle is towed with disconnected floating axles, environmental damage due to possible oil loss
must be avoided.
4.8.12 Tow starting
Tow starting the engine is not possible.
EN 1372.765.101a - 2017-02 4-77

TRAXON Installation
4.8.13 Clutch protection
If there is a risk of the clutch being overloaded by several starting procedures in short succession or by
extended maneuvering in too high a gear, a warning message «Clutch overload» appears in the driver-
information system (also refer to Chapter Driver information interface).
If the driver ignores the warning message, engine and clutch are controlled as described in Chapter
"Setting off". This may lead to stalling of the engine, and it cannot be excluded that the vehicle rolls
backwards downhill.
Select an operating mode in which there is no risk of clutch overload, for example:
▪ Accelerate vehicle (to close the clutch).
▪ Stop.
▪ Set off or maneuver in a lower gear.
• To preserve the mechanical parts of the clutch release mechanism, you should shift the transmission to
neutral when stopping for long periods (more than approx. 1 to 2 min., for example in traffic jams, at
traffic lights, etc.). This closes the clutch and takes the strain off the clutch release mechanism.
Despite the clutch being automated, the driver still has considerable influence on the clutch's service life.
To keep the clutch wear as low as possible, we recommend always selecting the lowest gear possible
when stetting off.
EN 1372.765.101a - 2017-02 4-78

TRAXON Installation
4.8.14 Engine overspeed protection
To protect the entire driveline from excessive speeds, the transmission system only allows gear changes
which are within the speed range defined by the vehicle manufacturer.
Operating mode: Manual

When driving on a downhill gradient, the engine might be damaged due to exceeding the maximum per-
missible engine speed.
• If the vehicle speeds up when traveling downhill, there is no automatic shift into a higher gear.
• Ensure that the engine does not exceed the permissible speed range by braking in time.
Operating mode: Automatic
Risk of accident due to uncontrolled acceleration of the vehicle on downhill gradients.

 Apply the service brake.
The vehicle may speed up when traveling downhill.

▪ To protect the engine from damage in the overspeed range (red range), the system automatically shifts
up.
▪ By braking in time, shifting up can be avoided.
EN 1372.765.101a - 2017-02 4-79

TRAXON Installation
4.8.15 Roller test bench
Risk of accident due to uncontrolled acceleration of the vehicle.

▪ Once driven onto a roller test bench (brake test bench), shift transmission into neutral.
▪ Only manual mode is possible on roller test benches that only drive the rear axle.
• When the rollers are running, the system recognizes the "driving vehicle" function. If you select a gear,
the clutch closes.
▪ When the rollers are running, reverse gear cannot be selected.
▪ Automatic mode: The transmission needs driving speed information from the front wheels in order to
change gears in automatic mode. Without this information, the transmission retains the selected gear
until a shift into manual mode is performed. Therefore, all automatic mode tests must take place on a
test course, for example.
It cannot be excluded that the vehicle might leave the rollers even if the accelerator is not depressed.
4.8.16 System failures (error messages)
The vehicle manufacturer is responsible for handling system failures.
Retrieving the error number(s)

Exemplary description using a ZF range selector.
It is possible to delete the error message and the resulting error response when the vehicle is stationary by
means of «Ignition OFF»; wait until display message disappears. If the display message does not disap-
pear after «Ignition OFF», switch system off by means of battery master switch. Switch the ignition back
on. If the error message is still present, you will have to go to a service center. When getting in touch with
the personnel there, please be prepared to state the respective error number(s).
Anfahren vorwärts
Observe the following: Error numbers can only be
retrieved when the engine is switched off.
• Switch on ignition
• Range selector must be in « N »position A/M D N A/M D N
• Select « D » using the range selector

R R
• Keep range selector in « + » position
Fig. 4.47Bild 1 024743, 024678
EN 1372.765.101a - 2017-02 4-80

TRAXON Installation
Retrieving error numbers from the error memory:
Observe the following: Error numbers can only be retrieved from the error memory when the engine is
switched off. The errors saved are displayed one after another on the display.
• Switch on ignition
• Range selector must be in « N »position
• Set range selector to « D » and apply foot brake at the same time
• Keep range selector in « + » position
4.8.17 Calibrating the inclination sensor
Calibration process description:

1. Requirement:
Vehicle is placed on horizontal ground in leveled position (driving level set).
2. Ignition (terminal 15) on (do not start engine).
3. Activate diagnosis service (0X021E "Calibrate Slope Sensor")
4. Waiting time (approx. 10 seconds)
5. Ignition off and wait for follow-up time (approx. 5 seconds)
EN 1372.765.101a - 2017-02 4-81

TRAXON Installation
4.9 Maintenance
4.9.1 Visual inspection of the wiring
▪ Check wiring for damage.

▪ Ensure correct fit of plugs.
▪ Plugs must be fitted in a strain-relieved way.
4.9.2 Compressed air system maintenance
The vehicle manufacturer’s maintenance instructions and service intervals must be observed.
When draining the compressed-air reservoir, the air conditioning system with water separator
should also be drained if this is not done automatically. Always comply with the service interval for
replacing the air filter cartridge to ensure the same good compressed air quality at all times.
EN 1372.765.101a - 2017-02 4-82

TRAXON INTARDER
5 INTARDER
The INTARDER is integrated into the TRAXON transmission.
INTARDER characteristics
▪ High level of braking performance

▪ Low weight
▪ No compressed air required
▪ Integrated transmission cooling system
▪ Unchanged transmission installation length right up to the output flange
▪ Oil supply shared with transmission
▪ Electronics mounted to the INTARDER
▪ Small installation dimension thanks to integration into the transmission
▪ Bremsomat function
▪ ABS/EBS compatible
EN 1372.765.101a - 2017-02 5-1

TRAXON INTARDER
5.1 INTARDER technical data
INTARDER Bus version
fitted to ZF transmission 12 TX 1611 BO; 12 TX 2011 BO; 12 TX 2411 BO; 12 TX 2811 BO
Installation position
Manual transmission with Horizontal, to the left
INTARDER
Oil/Coolant heat exchanger Right
Mass (without transmission, oil [approx.
and water) INTARDER + fitted kg] 69
heat exchanger
INTARDER ratio Power 2.035
Economy 1.687
Number of pulse teeth 6
Impulses/Revolutions Power 12.214
Speedo impulse sensor
Economy 10.125
max. braking torque [Nm] Power 4,000
Economy 3,300
Max. braking performance [kW] 600
Required relative pressures in [bar] Max. permissible relative pressure 3.5
the INTARDER heat exchanger at Min. required relative pressure 0.6
the coolant outlet
Max. oil pressure during [bar] 20
operation
Oil grade For List of Lubricants TE-ML 02, refer to transmission type plate
Nominal voltage [V] 24
System failsafe 1.00 mm – max. 7.5 A – 10 A
2
recommended cable cross- 0.75 mm2 – max. 7.5 A

section
Control unit Electronic-hydraulic
Max. propshaft speed on output flange of
main transmission not at e. g. the transfer Max. 2,500 rpm
case
At higher propshaft speeds, ZF must be
contacted. > 2,500 rpm
Storage temperature ‒40°C to 80°C

Coolant (filling quantity) approx. 3
liters
Rear-axle ratio* 2.7 to 4.8
* Recommendation by ZF Friedrichshafen AG. The speed limit is the decisive factor for the rear axle.
EN 1372.765.101a - 2017-02 5-2

TRAXON INTARDER
5.2 INTARDER operating method The heat is transmitted to the vehicle engine
cooling circuit by means of the connected oil/
The INTARDER is actuated by means of the braking coolant heat exchanger (30) working based on the
step lever (91) or the vehicle's brake management. countercurrent exchange principle.
Depending on the required braking performance,
the Intarder is filled with the oil quantity required to The braking torque produced now acts via the gear
achieve the demanded braking torque. ratio (21) on the transmission output shaft and
thus on the driveline of the vehicle.
A rotor (23) is driven at increased speed by the
transmission output shaft via a gear ratio (21).
The oil which is accelerated by the rotor blades is
slowed down by the blades of the stationary stator
(22). The braking energy is thereby converted into
thermal energy.
32
91
90
30 57
34
1
20 2 33
31
40
92
93
Wasser
98 99
Elektrik
Legend:
1 Engine 33 Vehicle radiator 92 Connection possibility for diagnosis
2 TRAXON 34 Coolant pump device (tester ISO 9141, KWP
2000)
20 INTARDER 40 Coolant thermostat
93 E-module/Vehicle computer
30 Heat exchanger 57 Oil as an operating medium
98 Intarder main switch
31 Vehicle heating 90 Control unit (e. g. ECU)
99 On-board supply system
32 Compensating reservoir 91 Braking step lever
029015
Fig. 5.1 Main structure of the INTARDER system in the vehicle
EN 1372.765.101a - 2017-02 5-3

TRAXON INTARDER
5.3 INTARDER brake diagram
4,500
4,000 60
0K
W
po
we
3,500 r lim
ita
tio
n
3,000
Braking torque [Nm]
2,500
2,000
1,500
1,000
500
0
0 500 1,000 1,500 2,000 2,500
INTARDER Power Output speed [rpm]
INTARDER Economy
10_005300_01_en
EN 1372.765.101a - 2017-02 5-4

TRAXON INTARDER
5.4 INTARDER design
INTARDER version for buses with idling speed reduction
INTARDER
electronic control
unit (ECU)
Gear ratio
Oil/Coolant heat
exchanger
Output flange
Idling speed
reduction system
Stator
Rotor
029014
Fig. 5.2 INTARDER, assembly with oil/coolant heat exchanger
EN 1372.765.101a - 2017-02 5-5

TRAXON INTARDER
5.5 Overview of standard application EST 54
System requirements for ZF standard:

E-module is required when the braking step lever is not CAN-capable.
CAN-capable vehicle incl. CAN-capable tachograph is mandatory.
Coolant circulation volume must be met (refer to Chapter 6.1.5).
Designation Bus standard Bus E-module
EST 54
Software 6070.110.063 6070.110.109
CAN specification 610675 638181
Malfunction specification 610671 638168
KWP specification 6070.710.031 6070.710.031
Circuit diagram 6029.721.027 6029.721.029
EN 1372.765.101a - 2017-02 5-6

TRAXON INTARDER
5.6 EST 54 Technical data of ECU
EST 54 description Nominal voltage: UN = 24 V

Protection class:
The INTARDER is controlled by the control unit.
▪ DIN 40050 sheet 9, IEC 529
The parameters of the brake force characteristic
curve are determined for the respective INTARDER ▪ IP67 (at the same temperature of water and
and are subsequently filed with the ECU. ECU, no fordability) + IP69K (ECU fitted to unit,
plug connected)
TKI: 6070.710.002 (EST 54)
▪ The Intarder serial number at the Intarder and
ECU type plates must match.
Terminal Mode Typical current Max. current
EST 54
Terminal 15 (VPI) Ignition ON 2 mA < 10 mA
Terminal 30 Standby mode < 0.4 mA < 0.5 mA

(VPE)
Idle mode < 200 mA < 250 mA
Normal operation < 2 A < 3 A
Short circuit* < 40 A/10 us (Lrsc) < 200 A/10 us (Lrsc)

< 12 A/150 ms (Hrsc) < 12 A/150 ms (Hrsc)
* Short circuit current values are dependent on wiring harness, short circuit resistance value and battery voltage “Lrsc” = low short circuit
resistance value (<1 W) “Hrsc” = high short circuit resistance value (1…2 W)
EN 1372.765.101a - 2017-02 5-7

TRAXON INTARDER
ECU notes OEM diagnosis

If the vehicle wiring harness is not plugged in, Vehicle manufacturers can also use their own
protective cover 0501.323.632 must always be diagnosis tools to access the transmission and/or
fitted to the ECU connector (refer to installation INTARDER.
drawing no. 6070.610.001). The following diagnosis interfaces are provided for
this purpose:
▪ Transmission
▪ If the ECU drops from a height of > 1 m or if
there are any visible signs of damage on the – KWP2000 on CAN (ISO 15765-3, without
housing or plug, replace the ECU. programming)
– CAN (SAE J1939-73, only selected
▪ The installed control unit must be de-energized messages)
under the following circumstances. Turn the
ignition key to the "OFF" position and remove ▪ INTARDER
the ignition key: – Diagnosis via CAN (SAE J1939-73, only
– to connect the ECU to the on-board supply selected messages)
system – to disconnect the battery from the on- – Diagnosis via KWPonCAN (ISO 15765-3)
board supply system – Diagnosis via UDSonCAN (ISO 15765-3, as
▪ The battery may only be disconnected when the of EST 54)
engine is at a standstill; otherwise overvoltages
may occur.
▪ When performing the following work, the
connector of the ECU must be unplugged in 5.7 INTARDER operating functions
addition to ignition "Off":
- During electric repair work on the vehicle The operating functions are described in the
(including electric welding!) INTARDER operating instructions, order no.
– During insulation checks on the electrical 6093.758.101.
system
▪ Jump-starting the engine:
Use a buffered jump-start device or a shunted
high-performance battery to avoid overvoltages.
EN 1372.765.101a - 2017-02 5-8

TRAXON INTARDER
5.8 Braking step lever
Braking step lever (91)

Lever length, standard 200 mm: ZF-No.: 0501.212.905
Lever length 120 mm: ZF-No.: 0501.212.907
Housing stamped with:
ZF 0501.212.905
D35.158
Date of product wk/year Sealing sleeve
24
19.9
31
13.6
32.3
10.1
Housing: AMP 10
no. 929 505-4 Hexagon nut 38.4
equipped with 10 contakts 2.8x1 Nut M22x1 SW27
Cable 10x0.34 (including contact housing) M10x0.75 SW12
1,000 ±20 mm Union nut 0
44 Nut M10x0.75 SW12
B
1
6x5° -30°
SEUFFER
2
48
Ø6
9 5
40 160
200
Technical data Shift program:

AMP plug
0 (plug in side of chamber)
Operating temperature: -40 ... +85°C 1 Chamber no.
Nominal voltage: 24 V 2
8 red
3
+...1 white
Max. operating voltage: 30 V 4 1...2 brown 1...2 1...+
2...3 green
Max. switch current: 0.1 A 5 3...4 yellow
4...5 grey
3...4
5...6
3...2
5...4
6 5...6 pink 8 7...6
Max. volume resistance: 0.2 Ω 6...7 blue
10 9
Typ. insulation resistance: 109 Ω

Service life: 106 shift cycles
Assembly cutout
Actuation torque: max. 60 Ncm 20.3 ±0.2
Resistance to impact:  1,000 Ncm max. 3 thick
Application class: IP54 DIN 40050/

GNS DIN 40040
Ø22.3 10.2
021 694_en
EN 1372.765.101a - 2017-02 5-9

TRAXON INTARDER
5.9 E-module 5.12 Speedo sensor (external impulse sensor)
The E-module converts digital input signals into The TRAXON features an impulse sensor which
CAN messages. provides the tachograph with the relevant signal
(refer to installation drawing).
ZF E-module 2 specifications: 6041.722.039
Installation drawing: 6041.322.035 A KITAS speedo sensor is offered as standard. This
is required for all TCO tachographs (CAN-capable).
5.10 INTARDER main switch (98, S10) Speedo sensor (KITAS 2+)
Drawing number 0501.221.592
The Intarder control is enabled or disabled using Order number 0501.221.586
the (vehicle-dependent) master switch.
5.11 INTARDER check display signal
The electronic control unit ECU delivers a signal

(via CAN and E-module) whenever the INTARDER
delivers braking action.
EN 1372.765.101a - 2017-02 5-10

TRAXON INTARDER
5.13 ECU plug connections
Connection of vehicle wiring

Connection of Intarder harness
wiring harness
ECU
Carrier
46.9
46.9
M8 nut Clamping bracket
19.6
48.0 103.5
10_001744_01
Disconnecting and connecting the ECU (90)
Disconnect vehicle wiring Connect vehicle wiring
ECU
116°
116°
1 2 3 4 5
031036/031037/031038/031039/031040
Disconnect vehicle wiring from ECU: Connect vehicle wiring with ECU:
▪ Remove M8 nut. ▪ Perform steps 4 to 5.
▪ Tilt retaining clip away. ▪ Put clamping bracket over vehicle wiring and
▪ Proceed as described in steps 1 to 3. attach with M8 nut (not included in ZF scope of
supply).
Tightening torque: 23 Nm ±10 %
If the mating plug is purchased from ZF, the
ZF recommends: M8 nut with flange and-
following applies:
corrosion protection of strength class 8
▪ Observe installation instructions 0501.700.453.
according to EN 1661:
▪ Observe techn. specification 6029.705.027. Hexagon nut EN 1661-M8-8 VDA235-104
EN 1372.765.101a - 2017-02 5-11

TRAXON INTARDER
5.14 INTARDER power supply connector
The following document describes the functions provided at the vehicle circuit interface.
E-module terminal assignment
Pin: X48 Line/ Designation Function

18-pin Potential
1 EDVP Signal (+) terminal 15 Signal for E-module with plus 24 volt through ignition switch
(terminal 15)
2 VPE Supply (+) terminal 30 Supply of steady plus 24 volt to E-module (terminal 30)
6 CANF-H CAN-2, High (ZF-CAN) CAN high: Communication E-module and ECU
7 CANF-H CAN-2, High (ZF-CAN) Refer to pin 6, CANF-H
8 CANF-L CAN -2, Low (ZF-CAN) CAN low: Communication E-module and ECU
9 CANF-L CAN -2, Low (ZF-CAN) Refer to pin 8, CANF-L Second pin for configuration of the
E-module as CAN-End [end user], using connection on Pin 11,
CANF-T
11 CANF-T CAN, terminating resistor (E- Connection with pin 9, CANF-L enables CAN terminating resistor in
module) the E-module. (E-module then turns into a CAN-End [end user])
14 ADM1 Output (-), IKA (INTARDER Output of BN (-), for activation of IKA.
check display) After switching on ignition:
IKA is illuminated for approx. 3 seconds. In case of error, IKA flashes
for approx. 5 sec.
During operation:
IKA active, if INTARDER generates braking torque on the output
shaft. In case of error, IKA flashes when braking step lever is engaged.
3 VPS1 Supply (+) switched, for IKA Output of (+) to supply IKA (H1 lamp); is switched off in the event
of overload!
17 VM1 Supply to ground/earth (-) Supplying the E-module with ground/earth, (-) / (terminal 31).
terminal 31 A separate line needs to be routed to the central ground/earth
point.
18 VM2 Supply to ground/earth (-) Supplying the E-module with ground/earth, (-) / (terminal 31).
terminal 31 A separate line needs to be routed to the central ground/earth
point.
Reason: For second ground/earth pin: Higher level of availability

15-pin Potential
15 VMG Sensor ground terminal supply Output from BN (-) to supply the braking stage switch
(-) terminal 31
2 EDM1 Digital (-) input 1 Input of BN(-) for braking stage lever position: 1 to 6
6 EDM5 Digital (-) input 5 Input of BN(-) for braking stage lever position: 5 and 6
7 EDM6 Digital (-) input 6 Input of BN(-) for braking stage lever position: 6
EN 1372.765.101a - 2017-02 5-12

TRAXON INTARDER
ECU terminal assignment

25-pin Potential
8 VPE1 Supply (+) terminal 30 Supplying the IT system with steady plus 24 volt (terminal 30).
Also serves for control unit hunting!
I.e. to enter error and statistics data after ignition off (terminal 15)!
The ECU automatically disconnects from voltage supply after follow-
up time (max: 5 sec.). In other words, the ECU ceases to draw
power from the on-board supply system.
9 VPE2 Supply (+) terminal 30 Refer to pin 8, VPE1 Reason for second (+) pin: Higher level of
availability
Note
In order to assure fault-free data backup (diagnosis) when shutting
down the ECU, the ECU must be supplied for a minimum of
5 seconds with steady plus (terminal 30) after "ignition (terminal 15)
OFF". No functional impairment occurs if this does not happen (no
entries in error memory, no statistical data).
25 VPI Signal (+) terminal 15 Signal for IT system with positive 24 volt via ignition switch
(terminal 15)
Note
To allow for fault-free powering up and down of the control units
communicating with the ECU, always ensure that, e.g.,
E-module, engine, ABS and transmission control units establish
communication within max. 5 seconds.
Reason: Diagnosis is established after 5 seconds!
11 CANF2H CAN2, High (ZF-CAN) High CAN: Communication for linkup with E-module and ZF
diagnosis.
2 CANF2L CAN 2, Low (ZF-CAN) Low CAN: Communication for linkup with E-module and ZF
diagnosis.
14 CANF1H CAN 1, High, driveline High CAN: communication of driveline for connection to engine,
braking system, tachograph, transmission electronics, etc.
23 CANF1H CAN 1, High, driveline Refer to pin 14, CANF1H
5 CANF1L CAN 1, Low, driveline Low CAN: communication of driveline for connection to engine,
braking system, tachograph, transmission electronics, etc.
22 CANF1L CAN 1, Low, driveline See as pin 5, CANF1L Optional: Second pin for configuration of ECU
as CAN-End [end user], using connection on pin 13, CANF1T.
13 CANF1T CAN1 terminating resistor Optional: Connection with pin 22, CANF1L enables CAN terminating
resistor in ECU. (ECU is CAN-End [end user])
7 EDM2 Input (-), Retarder "Off" without Input of BN (-), Intarder system is active!
EDM1 ABS/EBS The vehicle end must be equipped with a switch. Through this
function, unintentional INTARDER activation is prevented, e.g. on icy
roads.
In the event of a malfunction (e.g. braking stage switch continually
activated), this switch can be used to shut down the Intarder system.
17 VM1 Supply to ground/earth (-) Supplying the IT system with ground/earth (-) / (terminal 31).
terminal 31 A separate line needs to be routed to the central ground/earth point.
18 VM2 Supply to ground/earth (-) Supplying the IT system with ground/earth (-) / (terminal 31).
terminal 31 A separate line needs to be routed to the central ground/earth point.
Reason for second ground/earth pin: Higher level of availability
EN 1372.765.101a - 2017-02 5-13

5-14
TRAXON Cooling
6 Cooling
6.1 Cooling system
The dimensioning of the vehicle cooling system for Intarder operation depends on the following
components:
▪ Pressures in the cooling system
▪ Coolant tubes
▪ Coolant flow (flow direction and distribution)
▪ Coolant thermostat
▪ Vehicle fan
▪ Installed or disconnected heat exchanger
▪ Area of application (vehicle cooling system size / additional cooling system)
6.1.1 Braking power/Cooling power
Dependency
The more effective the vehicle's cooling system, the better the continuous braking properties of the
INTARDER because the reregulation is done later.
(The automatic INTARDER reregulation prevents the vehicle cooling system from overheating.)
Start of the performance reduction

depends on the vehicle cooling system
Retarder performance
Vehicle cooling system

with high performance
P max
Vehicle
cooling
system with
low
performance
Coolant temperature
Max. perm. coolant temperature
Start of brake force

reduction
Vehicle cooling system with
high performance
Braking time t
10_000213_01_en
Fig. 6.1 Performance of vehicle cooling system
EN 1372.765.101a - 2017-02 6-1

TRAXON Cooling
6.1.2 Pressures in the cooling system
Overpressures in the coolant system are made up of the pressure increase due to the engine's cooling
pump and the charging pressure in the compensating reservoir.
The following limit values for the oil/coolant heat exchanger at operating temperature and specified
coolant composition must not be exceeded or fallen below:
▪ Maximum permissible coolant overpressure 3.5 bar
▪ Minimum required coolant overpressure 0.6 bar at engine idle speed
Possible measuring point in the connection point of the temperature sensor of the ZF oil/coolant heat
exchanger.
6.1.3 Coolant tubes
In order to keep the penetration resistance in the additional water tubes low, we recommend installing
tubes with a tube inside diameter of at least 47 mm.

▪ When installing the coolant tubes no foreign particles (e.g. chips) shall get into the cooling circuit.
▪ The tube routing must be rising and direct from the oil/coolant heat exchanger to the vehicle radiator.
Air inclusions must be avoided. Otherwise, a possible form of ventilation must be provided at an
appropriate point.
▪ When connecting the tubes to the oil/coolant heat exchanger, ensure that the connecting hoses are
fixed properly. The connecting hoses must be secured by means of suitable hose clamps. The
connecting hoses must correspond to a suitable hose quality and should be temperature-resistant up to
min. 120°C.
EN 1372.765.101a - 2017-02 6-2

TRAXON Cooling
6.1.4 Coolant flow

32
Flow direction and distribution

The integrated oil/coolant heat exchanger (30) 30 57
operates according to the countercurrent exchange 34
principle and is always to be installed in the main 1
33
20 2 31
flow on the hot water side of the cooling system.
On the hot water side, the oil/coolant heat

exchanger (30) may be 40
▪ at the suction side (refer to Fig. 6.2) Fig. 6.2 Hot water-side, at the suction side; version
000549
with standard water pump and separate

or thermostat
▪ at the suction side with four-flange water pump
and integrated thermostat (refer to Fig. 6.3).
In the case of vehicles with a V-type engine, the 32

entire engine coolant quantity must be transported
34
from both cylinder banks to the oil/coolant heat
exchanger (30). After installation, distribution of 30 57
the coolant flow must be checked for both cylinder
banks and corrected if necessary. 1
20 2 40 33
31

▪ If for certain reasons the coolant can only be
taken from one cylinder bank, engine and 000548
Fig. 6.3 Hot water-side, at the suction side; version
transmission manufacturers must always
with four-flange water pump and integrated
discuss these circumstances. thermostat
▪ If the heat exchanger (30) is not integrated in
the coolant circuit as described above, engine
damage due to thermal overload is possible!
Legend on Fig. 6.2 and 6.3
1 Engine
2 TRAXON
20 INTARDER
30 Heat exchanger
31 Vehicle heating
32 Compensating reservoir
33 Vehicle radiator
34 Coolant pump
40 Coolant thermostat
57 Oil as an operating medium
EN 1372.765.101a - 2017-02 6-3

TRAXON Cooling
6.1.5 Coolant quantity
The circulating water quantity depends on the coolant pump and thus on the engine speed.
145 180
at 1,000 rpm engine coolant circulation amount [dm3/min]
210 270
280 360
ideal application range
ideal application range still permissible (restrictions must be expected)
impermissible application range, consult ZF

10_003616_01_en
Fig. 6.4 Coolant quantity
The penetration resistance in the coolant circuit 0.20

increases due to the integrated oil/coolant heat
exchanger.
Penetration resistance of coolant [bar]
0.15
Fig. 6.5 shows the increase in penetration
resistance as a function of the coolant quantity.
0.10
0.05
0
0 100 200 300 400
Circular water quantity [dm³/min]
032759_en
Fig. 6.5 Penetration resistance in the oil/coolant
heat exchanger
EN 1372.765.101a - 2017-02 6-4

TRAXON Cooling
6.1.6 Oil/Coolant heat exchanger

Coolant inlet
Ensure that coolant lines (coolant inlet and outlet)
are correctly attached.
Coolant outlet
Coolant temperature sensor
031089
Fig. 6.6 Coolant inlet and outlet on the oil/coolant
heat exchanger
+2
R0 5
.5
.
R0
Ø 60x1.5
1.7
8 +1.5
5
33.5+1.5
032756_en
Fig. 6.7 Coolant connections at heat exchanger:
Ø 60 mm
EN 1372.765.101a - 2017-02 6-5

TRAXON Cooling
6.1.7 Coolant thermostat 6.2 Engine coolant
For Intarder operation, the thermostat should have The coolant is a mixture of cooling water and
an opening temperature of t ≤ 80°C. The latter coolant additives. The proportion of coolant
must open immediately and completely in order to additives which contain antifreeze and corrosion
ensure a maximum volumetric flow through the protection agents must be 40 to 50 vol. %. To
vehicle radiator. protect the units from damage caused by cavitation
and corrosion, certain requirements are placed
upon the coolant quality.
6.1.8 Vehicle radiator
Scope of supply of vehicle manufacturer 6.2.1 Cooling water
The cooling water used for the coolant must be tap

6.1.9 Vehicle fan water of drinking quality.
A fan with a short activation time is advisable for Properties Requirements

Intarder operations. This significantly increases
both the intermittent and continuous braking Appearance colorless, transparent
performance of the INTARDER.
Deposits 0
Also useful are a Visco fan with these characteris-
tics or an electric fan which activates immediately ph value 6.5 to 8.5
in response to the Intarder signal.
Total hardness < 20°dH (sum of alkaline earths
up to 3.6 mmol/l)
Chloride content < 100 mg/l
Sulfate content < 100 mg/l

Seawater, brackish water and surface water are not
suitable.
EN 1372.765.101a - 2017-02 6-6

TRAXON Cooling
6.2.2 Coolant additives (antifreeze/corrosion protection agent)
A coolant used in the oil/coolant heat exchanger must comply with the relevant specification of the engine
and vehicle manufacturer and must have the official release from the engine manufacturer.
The following requirements apply to coolant additives containing silicate and relate to the silicate content
of products when new: 200 - 300 ppm Si.

Mixing different coolant additives is prohibited.
6.2.3 Monitoring and change intervals

It is very important to monitor the coolant, either in an ongoing manner or at least every six months.
A so-called hydrometer or a refractometer is used to determine the concentration of the cooling agent in
the coolant. If the concentration falls below the specified level, a coolant additive of the same type should
be added until a proportion of 40-50 vol. % is reached.
Since the coolant is subject to an aging process, the complete coolant quantities must be exchanged in
line with the vehicle manufacturer's specification.

If the coolant ages too much, it loses its important inhibitors and ageing-resistant agents, causing it to
turn very corrosive.
EN 1372.765.101a - 2017-02 6-7

6-8
TRAXON Application and Documentation
7 Application and Documentation
7.1 Application
In a vehicle application, the TRAXON transmission system, consisting of clutch, transmission,

mechatronics, transmission control unit, clutch control and drive program, must optimally cooperate with
the relevant system components of the overall vehicle system (vehicle, engine, brake, guidance and
assistance systems, etc.) and must be specially geared to this task.
In an application project, the system components and their interfaces with the TRAXON transmission
system are defined, coordinated and correspondingly documented in collaboration with the vehicle
manufacturer.
The focal points are:

▪ Specification of the scope of supply (parts list [BoM])
▪ Documentation of important application contents, e.g.:
– Installation inspection results
– Integration topics according to integration checklist
– Description of incidents and corresponding system reactions
– Electronic system interfaces (e.g., CAN, diagnosis), ...
The application contents are approved by the customer and are the basis for the release of the application
by ZF.
In order to prevent the application release being revoked as a result of system-related modifications, the
vehicle manufacturer must clarify modifications that affect the transmission system early on with ZF.
7.2 ZF documentation
The scope of supply is defined with the customer by the customer specification and documented in the
ZF parts list [BoM]. If you have questions, always specify the parts list [BoM] number and, if required, the
serial number (see type plate) of the affected TRAXON transmission.
EN 1372.765.101a - 2017-02 7-1

The ZF scope of supply is determined during the application process and the TRAXON transmission system
is adjusted to the respective vehicle. The application process involves several steps in the course of which
the following documents are created.
Step Responsible Document
Specify system layout, ZF together ▪ Customer specification

define the amplitude/scope of signals and with OEM ▪ Signal specification
agree on a malfunction specification ▪ Malfunction specification
Create a parts list [BoM] ZF ▪ Parts list [BoM] numbers

▪ Circuit diagram
▪ Connection diagram (if wiring by ZF)
Hold vehicle integration meeting (can also be done after ZF together –

the initial start-up) with OEM
Deliver transmission with commissioning program ZF –
Install transmission in vehicle OEM –
Perform commissioning and ZF together ▪ Initial start-up report

installation inspection and with OEM
adjust transmission program to customer vehicle
Vehicle acceptance by OEM OEM ▪ Informal confirmation
Installation release ZF ▪ Release document
EN 1372.765.101a - 2017-02 7-2

7.3 Customer specification Type plate: INTARDER
The system layout and the scope of signals are The type plate contains the key data of the
defined in accordance with the application and INTARDER. The type plate is located on the side of
documented in the customer specification. The the Intarder housing.
customer specification is the basis for the
installation release of the application by ZF.
ZF FRIEDRICHSHAFEN AG
MADE IN GERMANY
1 2
MODEL
PARTS LIST NO. SERIAL NO. DMC
7.4 Parts list [BoM] numbers and type plates 3 4
CUSTOMER
A ZF parts list [BoM] is drawn up on the basis of SPEC. NO.
SPEEDO
TOTAL 5
the scope of supply determined in the customer RATIO
RATIO
n= xn
specification. P.T.O. N ENGINE
OIL CAPACIT OIL GRADE SEE
IN LITERS LUBRIC. LIST TE-ML
Observe the following: 035590_2
Prior to every installation, it needs to be checked by
means of the parts list [BoM] number on the type The following positions must always be stated
plates whether the components installed in the when making inquiries, placing orders or carrying
vehicle correspond to the specification. out repairs:
1. INTARDER type
Type plate: Transmission
2. INTARDER variant
ZF FRIEDRICHSHAFEN AG 3. INTARDER parts list [BoM] number
MADE IN GERMANY
4. INTARDER serial number
1
5. INTARDER ratio
MODEL
PARTS LIST NO. SERIAL NO. DMC
2 3
4
CUSTOMER 5
SPEC. NO.
TOTAL 6 SPEEDO 7
RATIO
RATIO
8 n= 9 xn
P.T.O. N ENGINE
OIL CAPACIT 10 OIL GRADE SEE 11
IN LITERS LUBRIC. LIST TE-ML
035590_1
Legend:
1 Transmission family / Transmission type
2 Parts list [BoM] no.
3 Serial no.
4 DMC code
5 Customer order/reference no.
6 Transmission ratio
7 Speedometer ratio (impulses/revolutions)
8 Type of PTO
9 PTO ratio
10 Approx. oil quantity for initial fill
11 List of Lubricants
EN 1372.765.101a - 2017-02 7-3

Type plate: Electronic control unit ECU 7.5 Initial start-up
1 After the initial installation of the transmission in

9 the vehicle has been completed, ZF and OEM
2
perform a start-up operation together. The
DE STEUERUNG EST XX ZF-NR.6070 0XX XXX
following is performed during the initial start-up:
8 SER.NR. XXXXXXXX
7 SOFTWARE NR. 6070 1XX XXX
3 1. Check whether supply voltage and all signals are
6 KUNDEN NR. XXXXXX
24 VDC available;
AGGREGAT INTARDER 3 SER.NR. XXXXXXXX 4
5 E1 XX-XXXX ZF Friedrichshafen AG 2. Check installation and
10_001707_01_de 3. Adjust transmission program to the respective
vehicle.
Key data of the ECU:
The initial start-up report is used to document the
1. ECU parts list [BoM] number start-up process as such as well as potential
2. Barcode, consisting of ZF no. and serial no. defects/faults. The identified defects/faults must be
3. Data matrix code eliminated by the vehicle manufacturer.
4. INTARDER serial number
- The INTARDER serial number at the
INTARDER and ECU type plates must match.
5. General certification number by the Federal 7.6 Installation release
Motor Transport Authority
6. Customer number, if available The installation release is a confirmation by ZF for
7. Software no. the OEM that the transmission can be installed by
8. ECU serial number the OEM as a standard production part.
9. ECU designation
Installation release applies exclusively to the
configuration defined in the customer
specifications. Installation release requires that the
OEM has successfully completed all
measures/actions stipulated by the I-FMEA
documentation and has eliminated the defects
pointed out in the initial start-up report.
EN 1372.765.101a - 2017-02 7-4

7.7 Application limits
20 20
City bus Intercity bus Coach Long-distance
coach
Ge
Gearshifts/km
ars
Stopps/km +
hif
ts/
km
10 10
SORT 1
SORT 2
5.8 SORT 3
3.3 Stopps/km
2.1
0
0 10 20 30 40 50 Average speed (km/h)
11.9 18.0 25.9
Nm
3,000 max. 2,800 Nm

2,500
2,000
Input torque
TRAXON
1,500
1,000
500
0
10_005305_01_en
7.8 Vehicle handover to end customer
When handing over the vehicle to the end customer, point out the function, operation and maintenance of
the TRAXON units.
EN 1372.765.101a - 2017-02 7-5

7-6
TRAXON Body Builder
8 Body Builder
8.1 Responsibilities
Responsibility and implementation of the individual steps from the chassis to the completely assembled
and mounted vehicle are organized as follows:
Implementation Responsibility
Chassis acceptance Prototype ZF OEM
Volume production
OEM OEM
delivery
Duty to provide information
Technical documents from OEM OEM OEM
to body builder
Storage of chassis and
OEM OEM
transport to body builder
Completely assembled vehicle Prototype ZF OEM and
Acceptance body builder
Volume production Body builder OEM and
delivery body builder
Technical documentation
▪ The specifications of transmission, peripherals and wiring are documented by the chassis manufacturer
together with ZF.
▪ The chassis start-up is performed and documented by ZF. The installation must be approved and
released by ZF.
▪ The completely assembled vehicle chassis is at the OEM's premises and must be documented by the
latter.
▪ The chassis manufacturer must provide binding technical documents (e.g. setup instructions for chassis,
operating instructions,...).
Storage and transport

▪ It must be ensured that during transport, storage as well as the set-up phase, the electric components,
such as the dashboard, the control unit and the wiring as well as the transmission is protected against the
ingress of water and dirt.
Acceptance
▪ After the body mounting work has been completed, ZF staff has to perform a complete check/inspection
of the prototype vehicle.
▪ In the case of volume production delivery, a complete check/inspection is to be carried out by the body
builder using the form for delivery inspection.
EN 1372.765.101a - 2017-02 8-1

TRAXON Body Builder

▪ ZF can only be held accountable for initial installation faults, when acceptance was done by authorized
ZF staff and all defects detected by ZF have been removed by the OEM or body builder.
▪ The vehicle manufacturer and/or body builder will be exclusively liable for damage caused by defects
which the vehicle manufacturer and/or body builder are to be held accountable for and which could not
be detected during initial acceptance by ZF staff.
▪ The OEM is responsible for careful and professional performance of the installation inspection (except for
initial start-up) by the body builders.
▪ Release will immediately become void if the OEM or body builder changes or modifies the installation
configuration. Once the release becomes void, all warranty obligations on the part of ZF are
automatically nullified.
EN 1372.765.101a - 2017-02 8-2

TRAXON Body Builder
8.2 Notes for body builders
The instructions listed in the following section must be observed when mounting the vehicle body. Perform
a delivery check upon completion of the installation process.
Component Part or function to be Notes

considered
Transmission Accessibility, ▪ Accessibility for removal of the

additional brackets, transmission actuator and oil filter (when
temperatures Intarder is used) must be guaranteed.
▪ Subsequent installation of tubes and
brackets at the transmission is not
permissible.
▪ The permissible ambient temperatures
must not be exceeded.
▪ The distance of the transmission to heat
sources (e.g. exhaust pipes) must be at
least 200 mm, otherwise heat screens
must be provided.
Intarder Cooling circuit ▪ The cooling circuit of engine and

transmission must not be modified.
▪ The entire radiator cross-section must be
kept free to guarantee cooling power.
Compressed air supply ▪ The transmission's compressed air supply

must not be modified.
Control units Installation location, ▪ The installation instructions provided for

installation position electronic devices must be observed.
Wiring Plug connections, power ▪ The required electrical signals must be

supply, routing/installation provided according to the circuit and
connection diagrams.
▪ Observe the routing instructions.
▪ Plug connections must be accessible.
▪ Enough free space for unplugging the plug
connections must be provided.
▪ The on-board power supply system can be
shut off via the ignition lock (terminal 15).
▪ ZF diagnostic connectors are easily
accessible in the driver cabin.
EN 1372.765.101a - 2017-02 8-3

8-4
TRAXON Annex
9 Annex
List of Abbreviations ...........................................................................9-2
Overview of Revisions ........................................................................ 9-4
Other Applicable Documents ............................................................. 9-5
Attached Documents and Drawings ....................................................9-6
EN 1372.765.101a - 2017-02 9-1

TRAXON List of Abbreviations
List of Abbreviations
ABS Antilock braking system

ADR European Agreement concerning the International Carriage of Dangerous Goods by
Road
ASR Traction control system (TCS)
AWG American Wire Gauge
BA Operating Instructions
Bu Socket connector
BN On-board supply system interface
BRL Brake light
BSH Braking step lever
CAN Controller Area Network
ConAct Concentric Clutch Actuator
E-Fach Elektronikfach = Electronics box
E-module Electronics module
EBS Electronic braking system
EBZ Installation drawing
ECU Electronic control unit
EDC Electronic diesel control (engine electronics)
EMC Electromagnetic compatibility
EST Electronic control unit (ECU)
EOL programming End-of-line programming
FMEA Failure Mode and Effects Analysis
FMEDA Failure Modes Effects and Diagnostic Analysis
R/C Downstream range change group
GPS Global Positioning System
S/G Splitter group
HF line High frequency line
IKA INTARDER check display
IT INTARDER
JPT Junior Power Timer
Kl. 15 Terminal 15 (switched plus)
Kl. 30 Terminal 30 (steady plus)
K1 Constant 1
K2 Constant 2
KA1T External preservation, partial preservation, as per ZFN 916
KA2T External preservation, partial preservation, as per ZFN 916
EN 1372.765.101a - 2017-02 9-2

TRAXON List of Abbreviations
List of Abbreviations
kBd Kilobaud
KWP Key word protocol
OEM Original equipment manufacturer
PL Planet carrier
RG Reverse gear
RT Room temperature
R1 1st reverse gear
R2 2nd reverse gear
SAE Society of Automotive Engineers
ST MNL Pin contact, Mate-N-Lock
TCU Transmission control unit
TCI Technical Customer Information
WS Travel sensor
WT Heat exchanger
ZF ZF Friedrichshafen AG
ZFN ZF standard
EN 1372.765.101a - 2017-02 9-3

TRAXON Overview of Revisions
Overview of Revisions
Index Date of issue Initiator Chapter Comment
‒ 2016 Design/ ‒ First edition

Engineering
a 2017-02 Construction 4.1.5 Pressure plates updated
2017-02 4.7.7 Grease modified
EN 1372.765.101a - 2017-02 9-4

TRAXON Other Applicable Documents
Other Applicable Documents
The specifications listed in these documents must be observed and represent a prerequisite both for fault-
free operation of the TRAXON transmission system and for the warranty granted by ZF. Please get in touch
with your contact if you need binding documents.
Document no. Designation Technical information

TE-ML 02 List of Lubricants TE-ML 02 (for the latest List of Lubricants, visit
www.zf.com)
ZFN 916 Preservation specifications Preservation classes
0000.702.664 Painting specifications TRAXON with INTARDER
0501.700.453 Installation instructions Place KOSTAL 25-pin plug
1358.751.001 Repair instructions Stage 1-2
6008.758.004 Operating Instructions ZF-TESTMAN
6006.739.011 TCI Range selector
6029.705.003 TCI Vehicle wiring
6029.705.027 TCI Installation instructions, KOSTAL 25-pin plug
6029.705.030 TCI Connecting external cable to Intarder
6041.722.039 TCI Extension module
6070.710.002 TCI EST 54
6093.758.001 Operating Instructions INTARDER
EN 1372.765.101a - 2017-02 9-5

TRAXON Attached Documents and Drawings
Attached Documents and Drawings
The documents attached to the Technical Manual are provided for information only. Please turn to your ZF
contact if you need binding drawings for installation inspections, etc.
Document no. Designation Technical information
0501.221.592 Installation drawing Impulse sensor (Kitas 2+)
0501.212.905 Installation drawing Braking step lever 200 mm
0501.212.907 Installation drawing Braking step lever 120 mm
1372.600.003 Installation drawing 12-speed with INTARDER
6006.639.003 Installation drawing Lever-type range selector
6006.339.022 Installation drawing Rotary switch without termination resistor
6006.339.023 Installation drawing Rotary switch with termination resistor
6029.723.018 Circuit diagram TraXon with INTARDER, lever-type range selector
6029.723.020 Circuit diagram TRAXON with INTARDER, rotary switch
6029.723.022 Circuit diagram TRAXON with INTARDER, CAN TC1
6041.322.035 Installation drawing E-module
6070.610.001 Installation drawing EST 54
Clutch
491878007016 Cranked clutch disk 0501.222.965
Installation drawing
ZF-Schweinfurt Clutch disk 0501.223.131
0501.222.866 Installation drawing Straight clutch disk 0501.222.371
0501.222.369 Installation drawing Straight clutch disk
0501.222.982 Installation drawing Cranked clutch disk
0501.222.309 Installation drawing Clutch disk
0501.223.105 Installation drawing Clutch pressure plate
Hydraulic diagram
INTARDER Off
INTARDER On
EN 1372.765.101a - 2017-02 9-6

Nur zur Information / For information only







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Hydraulic diagram: ZF-Intarder „OFF“
ZF-Intarder „OFF“
Main oil flow
Control circuit
Electric line
ZF-Intarder
Stator / Rotor Vehicle’s coolant supply

T
Main switch valve

Vehicle Temperature sensor oil
WT t°
Impulse sensor Oil pressure sensor
EST
t°
p
T
Control valve P Safety valve
T
T
Proportioning
-
Adjustable
Idling control T valve
ST hydraulic pump
device Drain valve
T
P
ST
Suction filtrer
Filling valve
Oil reservoir
Transmission (abbrev.: T)
032760_en
Hydraulic diagram: ZF-Intarder „ON“
ZF-Intarder „ON“
Main oil flow
Control circuit
Electric line
ZF-Intarder T
Main switch valve
Stator / Rotor Vehicle’s coolant supply

Vehicle Temperature sensor oil
WT t°
Impulse sensor Oil pressure sensor
EST
t°
p
T
Control valve P Safety valve
T
T
Proportioning Adjustable
Idling control T valve
ST hydraulic pump
device Drain valve
T
P
ST
Suction filtrer
Filling valve
Oil reservoir
Transmission (abbrev.: T)
032761_en
9-7
ZF Friedrichshafen AG
88038 Friedrichshafen
Deutschland · Germany
Telefon/Phone +49 7541 77-0
Telefax/Fax +49 7541 77-908 000
www.zf.com
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TECHNICAL MANUAL

This document is protected by copyright. Complete or partial reproduction or

1 Brief Description TRAXON

2 Transmission System and Its Components

7 Application and Documentation

1 Brief Description TRAXON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

2 Transmission System and Its Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

3 Function Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1.2.1 Shifting from neutral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

4.1.10.2 Permissible spatial deflection angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16

4.5 Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50

5.3 INTARDER brake diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4

7 Application and Documentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.7 Application limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

8 Body Builder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

TRAXON is an automatic transmission system with 12 speeds.

A TRAXON application contains the following steps:

General safety instructions

Repair, assembly, maintenance and initial operation

Handling operating supplies and auxiliary materials

Signal words and symbols

The following symbols are additionally used:

This symbol refers to additional, safety-relevant information.

1 Brief Description TRAXON

1.1 Transmission system

Fig. 1.1 TRAXON with integrated INTARDER

EN 1372.765.101a - 2017-02 1-1

1.2 Type key

The type designation is based on a type key.

Type designation e. g. 12 TX 2011 BO

Torque limit in [Nm] = Factor • 100

TRAXON (transmission system)

EN 1372.765.101a - 2017-02 1-2

1.3 Segmentation/Torque gradation

Nm 1,000 1,500 2,000 2,500 3,000

Fig. 1.2 Torque gradation

1.4 Transmission program

EN 1372.765.101a - 2017-02 1-3

1.5 Technical data

Transmission type 12 TX 1611 BO

Reverse gears 1 optionally 2

Max. input torque (traction/coast mode) depen-

Oil quantity approx. 22.5 liters

Center of gravity Refer to installation drawing

INTARDER 3 Refer to Chapter INTARDER

EN 1372.765.101a - 2017-02 1-4

12-speed, overdrive Gear set/Power flow diagram

*Values refer to input end

EN 1372.765.101a - 2017-02 1-5

2 Transmission System and its Components

2.1 System design

1 Transmission 4 ConAct 7 ZF range selector

Fig. 2.1 ZF standard system design

EN 1372.765.101a - 2017-02 2-1

2.2 Transmission and shift system

2.2.1 Description of the transmission

Fig. 2.2 TRAXON

EN 1372.765.101a - 2017-02 2-2

2.2.2 Description of power flow

Fig. 2.3 Power flow 036130

EN 1372.765.101a - 2017-02 2-3

2.2.3 Description of the shift system

The shift system is actuated pneumatically. The gate is selected electromagnetically.