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Opticruise Fuction & Work Desc
Opticruise Fuction & Work Desc
Issue 2 en
Opticruise
100 830
Contents
General Brief information about Opticruise .......................... 3
Introduction .............................................................. 4
Controls and operation ............................................. 7
General
05_5338
Introduction
Scania Opticruise is an automatic gear changing
system for manual gearboxes. Opticruise is
designed in a similar way to the Scania CAG
system, but with the major difference that the
driver need only use the clutch pedal when
starting, stopping and shunting.
The system can change gears automatically
without the clutch because the engine is
governed to a synchronous speed for the gear to
be engaged. This means that the electronics
adapt both the engine speed and torque to
exactly the level required by the gearbox. In this
way gear changing is always smooth and exact,
increasing the service life of the entire
powertrain.
Opticruise requires that the engine be equipped
with EDC; using a mechanical injection pump, it
would not be possible to govern the engine with
the speed and precision that Opticruise requires
to operate smoothly. Opticruise also requires the
vehicle to be equipped with ABS/TC in order to
be able to select the correct gear also when the
driving wheels lose their grip on slippery road
surfaces.
150 939
points depending on the program selector
position. When driving with the program
selector in the Hill position gear changes are
performed more quickly than with Normal mode
engaged. In order to rapidly brake engine speed
when changing up, the exhaust brake can also be
used. This takes place if necessary.
Like the older CAG system, Opticruise has an
optional starting gear which is programmed into
one of the control unit memories. The driver can
easily select a starting gear for the average gross
train weight of the vehicle combination. The
control unit retains this setting even if the power
is cut. In addition to this the driver can
temporarily select another starting gear than that
programmed into the memory. All of this is
described in the Driver's Manual.
150 940
In the event of more serious faults the driver LIMPHOME
activates a Limp home1 program. It is then
possible to drive the vehicle to a workshop, even
if a sensor is defective for example. This means
that the vehicle is serviceable, although the
emergency driving program feels primitive with
its manually requested compressed air gear
changes.
The Opticruise system interacts with the braking
characteristics of the diesel engine, with the
exhaust brake and with the Scania retarder, if
one is fitted to the vehicle. This reduces brake
wear, meaning a reduction of the operating
costs. In addition, wear on the entire powertrain
is reduced considerably as power is transmitted
more smoothly and gently than in vehicles with
manual gearboxes.
But the greatest advantage, not least financially,
is the improved driver comfort. Opticruise
allows the driver to maintain concentration for
longer than if driving a manual vehicle. This is
advantageous for operating economy and road
safety.
100 829
1 Drive mode selector with the positions R, N,
A and M. The driver can request gear
changing up or down by nudging the gear
selector sideways.
2 Program selector with the positions Normal
and Hill. Hill mode is used on steep up hill
gradients and preferably with the drive
mode selector in the M (manual) position.
3 Switch for activating engine brake range
and exhaust brake.
4 Diagnostics switch
5 Gear indicator with display and buzzer.
Opticruise controls the engine via EDC • When automatic mode (A) is selected, the
control unit constantly calculates which is
When the vehicle is being driven, gear the most appropriate gear. When the
changing is carried out by Opticruise using calculation shows that a gear other than the
EDC to govern the engine to a synchronous currently selected gear would be
speed for the next gear to be engaged, without preferable, gear change takes place
the driver needing to use the clutch pedal. This immediately. Single-step and multi-step
means that the automatic system adapts both gear changes are possible.
the engine speed and torque to exactly the level
required by the gearbox. The appropriate gear is calculated on the basis
of the following data:
To provide comfortable gear changes, there is a
controlled reduction of engine torque just • Program selector position
before the gear is disengaged.
• Current speed
After synchronizing the rotation speeds of the
moving parts in the gearbox, gear changing is • Current acceleration
carried out.
• Current torque
Towards the end of the gear changing sequence
engine torque is increased - in a smooth and • Total transmission ratio
controlled way - to the level that the driver has • Accelerator pedal position
requested with the accelerator pedal. In this
way gear changing is always smooth and exact, • A request from the driver or from the
increasing the service life of the entire auxiliary brake control unit for activation
powertrain. of an engine brake range.
This precise control is possible thanks to
communication between the Opticruise and
EDC control systems.
Other information
Signal paths between the Opticruise control unit and other computer controlled systems
that may be fitted to the vehicle.
Any faults are transmitted from one system to another in the same direction as
communication takes place (see arrows).
Opticruise, design
The numbers apply to the the illustration on the 11 The diagnostic switch is used to activate
right. the integrated control unit test program and
for erasing fault codes.
1 The floor switch is used to activate the
engine brake range and the exhaust brake. 12 Opticruise receives information from
On vehicles without auxiliary brake, the ABS/TC about speed, slipping and
exhaust brake is used together with the possible wheelspin so that the correct gear
engine brake range when the floor switch is can be selected at all times. Opticruise
kept pressed. The signal goes via the must also be able to prevent gear changing
auxiliary brake control unit (if fitted). See if the driving wheels lose grip; this is a
also point 14. matter of safety.
2 Two switches signal the position of the 13 While Opticruise can use the exhaust brake
clutch pedal (up, partially depressed or to adjust the engine speed in certain
fully depressed). changing up sequences, normally it is for
braking the vehicle.
3 EDC informs the control unit that the
driver is braking. The engine brake system 14 The exhaust brake control unit assigns
then uses slightly offset change-up points. priorities among the current requests
relating to the driving situation. The
4 The tachograph transmits a speed signal exhaust brake can be activated
which Opticruise compares with the other automatically, manually or by the auxiliary
speed signals. These are from ABS/TC and brake control unit.
the gearbox output shaft.
15 The speed sensor is used to allow
5 The accelerator pedal position sensor synchronisation of the speeds of the
provides information about requested gearbox input and output shafts during gear
throttle opening and kick-down. The changing. The signal goes via EDC and
potentiometer signal is transmitted via the through the communication circuit.
EDC control unit.
16 The solenoid valves on the gearbox
6 A gear indicator with display and buzzer is perform each gear change by admitting
used to indicate drive program, engaged compressed air to the longitudinal stroke
gear, error messages, etc. cylinder and the lateral stroke cylinder. The
cylinders then transfer the gear change
7 The drive mode selector informs the motions to the gear selector shaft.
control unit of the desired driving mode. It
also informs the control unit if the driver
wants to affect the automatic system by
initiating gear changing up or down.
8 The mode selector has two positions. The
Normal position gives the best fuel
economy and the gearbox changes
smoothly and comfortably. In the "Hill"
position, upwards gear changes are faster at
higher engine speeds.
9 Diagnosis socket for PC via interface
(Scania VCI).
10 A PC with the Scania Diagnos 2
troubleshooting program gives the fastest
troubleshooting results.
17 The Hall sensor and the confirmation 20 The auxiliary brake control unit can request
contacts monitor and confirm gear change Opticruise to activate the engine brake
motions. range.
18 The speed sensor on the output shaft of the 21 PTO EK/ED gives torque compensation
gearbox is used to calculate the speed of the during engine-controlled gear changes and
vehicle. It is also used to confirm the therefore provides good comfort even if the
accuracy of other speed signals from vehicle is being driven with engine-driven
ABS/TC and the tachograph. A power take-off engaged.
corresponding output signal is then
forwarded to the auxiliary brake control 22 PTO EG is for gearbox-driven power take-
unit. offs. When the input signal is active, all gear
changing is barred unless the clutch is used.
19 Control of engine torque and engine speed
is requested by Opticruise but performed by
EDC. When Opticruise is controlling the
engine, the control unit constantly checks
that the actual torque conforms to the
requested level.
10 11
4
1 2 3 5 12
6
8
9
PTO EK/ED 21
14
22
PTO EG
OPTI−
RETARDER 20 CRUISE 13 ABS/TC
EDC 19
15 16 17 18
100862
The figure is general and applies where applicable to all optional equipment affected. Vehicles with less
equipment are covered where appropriate.
Warning system
If any faults arise, the control unit will initiate a
variety of measures. This is to prevent the fault
causing expensive damage. For example the
control unit is equipped with two different
emergency driving programs. The first of these
still allows smooth driving while the second
program requires more from the driver. The idea
behind this is that minor faults should not lead
the unnecessary inconvenience.
150 942
configuration is invalid. In this case change the
configuration with a PC and Scania
Programmer.
sounds.
150 945
socket in the central electric unit.
Fault codes are very useful when visiting a
workshop because they facilitate trouble
shooting.
• In the Driver's Manual we explain how the
driver erases fault codes, but we also point
out that they should not erase them
unnecessarily. The driver should probably
consult with the workshop first.
ERASED
"ERASED" is displayed in the text window,
erasure is complete.
Electrical system
The figure applies to both left and right-hand drive vehicles and covers all optional equipment
covered. Vehicles with less equipment are covered where appropriate.
Input signals
The tables on this spread show the input signals that the control unit can receive.
The specified readings can vary due to several factors, e.g. battery voltage level, cable length and the
state of wiring and contacts.
Output signals
The table below shows which output signals the control unit can deliver.
Other connections
The table below shows the control unit connections for voltage supply, system earth, communication
cables etc.
Test programme
• The vehicle must be stationary and the
engine switched off, unless otherwise
indicated in the relevant test stage.
• The power must be switched on (starter key
in the drive position).
• The test program is controlled with the
diagnostic switch. This is concealed under a
cover in the instrument panel.
The test program consists of a start stage, five
test stages and a conclusion stage. The test
program only goes in one direction, but can be
repeated as many times as necessary. Step from
one test stage to the next by pressing the
diagnostic switch.
The figure on the right shows the "heading"
shown in the gear indicator display before each
test stage. There are more detailed explanations
in the table below.
General
The test program is not meant for user when the
vehicle is being driven. The vehicle should
generally be stationary with the engine switched
off while testing is in progress.
! WARNING!
150 950
However, there are two test stages which need
the vehicle to be driven. These are for checking
speed or engine speed. This is indicated in the
relevant test stages (RPM INFO and
ENGINCOM).
150 953
Do not touch the diagnostics switch for the moment; the test
program is now running. All the text boxes in the text window
light up for a second. At the same time the buzzer sounds.
7 Note the fault codes. Proceed to the next test stage. Refer to next E010 003
page.
150 944
A B
Foot-operated control
The gearbox cannot be operated while the
control unit is engaged with this test stage.
1 Conditions: Stationary vehicle, engine
switched off and ignition on.
2 Press the diagnostics button for at least half
a second, then release it. The heading
FOOTCONT
150 956
"FOOTCONT" is shown in the display.
3 Test the controls in turn. When each letter is
displayed it means that the relevant signal is
active. Use the table below for explanations.
Signal designations
Manual control
The gearbox cannot be operated while the
control unit is engaged with this test stage.
1 Conditions: Stationary vehicle, engine HANDCONT
150 957
switched off and ignition on.
2 Press the diagnostics button for at least half
a second, then release it. The heading
"HANDCONT" is shown in the display.
3 Test the controls in turn. When each letter is
displayed it means that the relevant signal is R
active. Use the table below for explanations.
Signal designations
N
1
4 When the test is completed: Put the drive
mode selector in neutral. Proceed to the
150 958
150 959
GEARENGA
changing sequence works in its entirety.
If fault codes are stored that indicate that the
speed signal is absent or outside its permitted
range is test stage cannot be used for safety
reasons.
! WARNING!
150 960
table below for explanations. 1 2
Signal designations
Range gear position is always
shown in the left of the window as L,
r Range confirmation, where L=low-range, H=high-range H or X.
and X=both low and high-range at the same time
Split gear position is always shown
L Confirmation of left lateral stroke in the right of the window as L, H or
X.
B Confirmation of longitudinal stroke rearwards
N Confirmation of neutral position
F Confirmation of longitudinal stroke forwards
R Confirmation of right lateral stroke
s Split confirmation, where L=low-split, H=high-split and
X=both low and high-split at the same time
Neutral position
19 Neutral position occurs often, but not
always in conjunction with another
confirmation signal.
Engine communication
In this test stage we check the data Opticruise
must obtain from the EDC system. In this way
we can check that the relevant sensors, the EDC
control unit data processing and the ENGINCOM
150 961
communication circuit itself, work in their
entirety.
In this test the display shows the test result
instead of the gear position etc. In all other
respects the vehicle can be driven normally.
1 Conditions: To start with a stationary
vehicle, engine switched off and ignition on.
The vehicle will be driven when this test
stage is underway.
2 Press the diagnostics button for at least half
a second, then release it. The heading
"ENGINCOM" is shown in the display.
3 Start the engine and drive off in the vehicle.
Take the vehicle to a steady speed and check
that the values are displayed and that they
seem reasonable. Use the table below for
explanations.
Signal designations
150 962
gg
ee Actual torque (x 100 Nm)
dd Requested torque (x 100 Nm) Request throttle opening
ee
Actual torque
150 964
dd
Requested torque
150 965
tt
Engine temperature
150 967
Signal designations. nn
150 968
shaft (x 10 rpm) v 1
v 2
Mechanical work
B44 B42
151 193
B43 B41
Magnetic sensor,
adjustment and renewal
Use the integrated control module test program
or a PC to detect faults on the hall sensor and
verify that faults have been rectified after repairs
have been carried out.
Removal
1 Put the drive mode selector in neutral.
2 Remove the air hoses from the longitudinal
stroke cylinders and lateral stroke cylinders.
Disconnect the connector for the magnetic
sensor wiring from the sensor housing.
3 Remove the gear selector housing from the
gearbox and place it upside down on the
workbench.
4 Remove the sensor housing from the gear
selector housing.
5 Use compressed air to blow into the centre
air connection on the longitudinal stroke
cylinder. This puts the gear selector shaft
into neutral. Check that the lug on the lever
is in the middle of the coulisse as shown in
the figure above on the right.
A=B
Longitudinal stroke
cylinder
Byte
The vehicle compressed air system must have
pressure for the longitudinal stroke cylinder to
be positioned correctly before it is removed.
1 Switch on the power supply. Put the drive
mode selector in neutral. This puts the
longitudinal stroke cylinder into neutral.
2 Switch off the power. Remove the three air
hoses from the longitudinal stroke cylinder.
3 Remove the four mounting screws and
remove the cylinder.
4 Fit the new cylinder. Use compressed air to
blow into the centre air connection; this
puts the cylinder into neutral. Ensure that
the cogs on the gear selector shaft engage
in the centre position.
5 Fit the air hoses.
6 Remove the level plug. Top up with ATF
oil to the hole (about 0.27 litres).
7 Switch on the power supply and check the
gear changing movements using the test
program (test stage "GEARENGA").
The longitudinal stroke cylinder can be turned
if needed to save space. In this case the
compressed air connectors must also change
place. Tip: Remove the gear selector housing
from the gearbox if you are turning the
cylinder. This will make the job easier.
Byte
The vehicle compressed air system need not
have pressure to remove the lateral stroke
cylinder.
1 Switch on the power supply. Put the drive
mode selector in neutral.
2 Switch off the power. Remove the air hoses
from the lateral stroke cylinder.
3 Remove the mounting screws and remove
the cylinder.
4 Lubricate the piston with brake grease, part
number 319 308.
5 Fit the new cylinder.
6 Fit the air hoses.
7 Switch on the power supply and check the
gear changing movements using the test
program (test stage "GEARENGA").
Compressed air
connectors
V23
V22
V20
Location V24 V21
• The figure on the right shows to which
solenoid valves the various compressed air
connectors belong.
• The figure applies to standard versions of
the vehicle.
• The longitudinal stroke cylinder can be V62
turned; this is sometimes required to obtain V77
sufficient clearance to a hydraulic pump for
example.
In this case the V23 and V24 compressed air
lines must be switched. This means that the
longitudinal stroke cylinder will operate the
right way round when it has been turned. V63
100859
V78
Exploded views
100860
Location of the solenoid valves on the gearbox. The two PTO solenoid valves are for the
power take-offs.
100918
Longitudinal stroke cylinder components. The part numbers are contained in our parts catalogues.
Remember to switch the compressed air connectors if you turn the cylinder to save space.
Gear selector housing and lateral stroke cylinder components. The part numbers are contained in our
parts catalogues.
Compressed air components on the gearbox. The part numbers are contained in our parts catalogues.
Limitations
It is not only genuine faults that generate fault
codes. It is sufficient for someone to have
disconnected a cable while the power was
switched on. This is quite a common
occurrence. The control unit will then interpret
it as a fault.
In cases of loose connections the fault may no
longer be present; but the fault code is stored in
the control unit memory until it is cleared. It is
then possible to see in which circuit the fault
occurred and look for the cause there, even if
there is currently no fault.
Clarifications
Some new concepts are used in the fault code
list or in the wiring diagram in Group 16. These A control unit does more or less the same thing
concepts are explained on this page. with the data which comes through a CAN
lead. For example, it listens for information
EEPROM: Abbreviation for "Electrically from the EDC about engine coolant
Erasable Read-Only Memory". The memory temperature, receiving this value and using it in
remains even if the power is interrupted by the calculations.
starter lock. The memory can be erased and
updated during servicing, using a PC and the The control unit receives several CAN signals,
Scania Programmer program. which are sent through the communications
circuit, in a special memory. This memory may
This memory contains the control unit be compared to a number of radio receivers that
configuration, programmed starting gear, any are all on but set to different radio stations to
fault codes, etc. listen to several radio programmes
simultaneously. In this way, the control unit
FLASH memory: This memory contains the continuously senses what is happening.
basic software for the control module. The
content remains even if the power is interrupted This is nothing that the mechanic need worry
by the starter lock. The basic software can be about. The only thing to remember is that it is
changed during service using a PC connected not possible to check individual CAN signals
to the diagnostic socket. using a multimeter. But this is not required
either, as we have accurate fault codes.
RAM: Abbreviation for "Random Access
Memory". This memory is erased each time the
power is cut with the starter lock, or if the
powers supply is cut for any other reason.
This memory stores and processes all data from
the control unit, e.g. from sensors, controls and
associated systems (EDC, ABS and retarder).
CAN: Abbreviation for "Controller Area
Network". CAN communication is used to
reduce the number of cables in the vehicle.
This is intended to increase reliability.
Vehicles with Opticruise have a
communications circuit which consists of two
cables, called CAN high (pin A38) and CAN
low (pin 20).
In simple terms it can be said that CAN
communication is similar to radio technology.
The data signals which pass through a CAN
cable can be compared to radio waves in the air.
When listening to the radio, the receiver is set
so that one radio station is heard at one time.
Only one station is heard, even though many
other radio stations are transmitting
simultaneously.
Fault
Fault code 1
Fault in an integral control unit memory.
Fault
Cause
Fault in an integral control unit memory.
A control calculation of the contents of the
EEPROM memory did not produce the result
Cause expected by the control unit.
A control calculation of the contents of the
FLASH memory did not produce the result Remarks
expected by the control unit.
The EEPROM memory contains the control
unit's configuration. The configuration
Remarks determines which parts of the basic program
will be used for the relevant vehicle. When the
The FLASH memory as such contains the
control unit checks that the EEPROM memory
control unit's basic program. When the control
is working correctly, it does so as follows. All
unit checks that the FLASH memory is
the values that are important to configuration
working correctly, it does so as follows. All the
are added together to a single sum. The sum is
memory address are added to one sum. The
then used in control calculation which must
sum is then used in control calculation which
lead to a correct answer. If it does not, this fault
must lead to a correct answer. If it does not, this
code will be generated.
fault code will be generated.
Action
Action
Provide the control unit with the correct
Renew the control unit.
configuration using a PC. Change the control
unit if this does not help.
Fault Fault
Fault in an integral control unit memory. Open circuit or shorting in the UX supply
circuit.
Cause
Cause
The control unit's test of the RAM showed that
one of the memory cells is malfunctioning. The control unit has noticed that current
consumption on control unit pin 36 (the "UX
supply", +24 V) is either too low or too high.
Remarks
The RAM as such is the control unit's real Remarks
working memory. This is where the control unit
performs all its calculations. The sensors, controls and display are supplied
with voltage ("UX supply") from pin 36 of the
When the control unit checks that the RAM is control unit. The control unit can detect an
working properly, the following happens. open circuit and shorting via UX supply, since
Firstly, the control unit writes certain values current consumption will be abnormal. It is
into the RAM and then reads these same values precisely this abnormal current consumption
to check that they have not become confused. If on pin 36 which leads to the generation of fault
the control unit interprets any value as a code 4.
deviation, the fault code is generated.
Open circuit: The circuit consumes no current.
Short circuit: The circuit consumes high
Action current.
Renew the control unit. For the fault code to be regenerated, power
consumption must suddenly change, for
example due to a loose connection. If the fault
remains, the fault code is regenerated each time
the control unit attempts to activate the UX
supply.
High current in the UX circuit can be caused by
such things as short circuits in the sensors.
Action
Check the UX circuit, its wiring and
components.
Fault Fault
Power supply fault inside the control unit. Monitoring function fault inside the control
unit.
Cause
Cause
The control unit was unable to confirm its own
internal U15 supply when the driver turned on The integral watchdog relay does not operate
the ignition with the starter lock. when the control unit starts working or else the
relay in question was already operated when
the driver turned on the starter voltage (which it
Remarks should not have been).
The control unit started operating when the
power was switched on, even though the U15 Remarks
supply could not be confirmed in the control
circuit which monitors this. A disturbance in one of its integral safety
functions was detected by the control unit.
When this fault arises, it is not possible for the Every such disturbance causes the watchdog
EEPROM to store new information. This relay to initiate an alarm so that fault code 7 is
means that the control unit "forgets" any generated.
newly-programmed starting gear, and any
newly-generated fault codes. The number of If the watchdog relay does not activate, power
faults is displayed as 1, even if there are supply is lost to all control unit outputs. Not
several. It is possible to drive the vehicle, but it even the starter gear can be engaged, making
should be repaired as soon as possible as the vehicle unusable.
certain safety features may be jeopardised.
Action
Action
Renew the control unit.
Renew the control unit.
Fault Fault
Engine speed could not be adapted to the The EDC indicates an actual torque which does
correct rpm at the gear-changing moment. not coincide with that requested.
Cause Cause
The control unit has received a message from When the Opticruise control unit requested a
EDC via the communication circuit (pins 20 definite torque via the communication circuit
and 38) indicating an incorrect response from (pins 20 and 38), the EDC answered with a
the engine. The exhaust brake may have been confirmation message which the Opticruise
applied during a gear change despite this not considered was an indication of implausible
being requested by the Opticruise. values.
Remarks Remarks
The requested torque exceeds the permissible The torque requested by Opticruise is
value for engine-controlled gear changes when converted in this way into an actual control rod
the gearbox is in the confirmed neutral position in the injection pump. The Opticruise
position. This might happen if a gear is control unit continuously checks that every
engaged when the control unit does not expect such confirmation message from the EDC
it. In that case, the cause could be a broken gear coincides with the expected result. If this fault
selector pin in the gearbox. If this fault occurs, occurs, the driver will have to use the clutch for
the driver will have to use the clutch for every every gear change. The text CLU_MODE
gear change. The text CLU_MODE appears in appears in the display.
the display.
Action
Action
Check whether the EDC control unit has
First check the sensor signals for gear positions generated any fault codes. Check that the EDC
and then the gearbox itself. control unit has the correct part number. Check
the connectors and wiring. Finally, check the
position of the control rod in the injection
pump.
Fault Fault
No signals or implausible signals from the Implausible signals from the clutch switches.
driving mode selector.
Cause
Cause
The control unit has detected that a signal was
The control unit has received signals on at least received on pin 8 and a signal was absent on
two of pins 10, 11, 28, 29, 47 and 48 pin 45.
simultaneously or else the signal from the
driving mode selector is absent altogether. The
signals in question are given with UX voltage Remarks
(+24 V). The lower clutch pedal switch was closed
although the upper clutch pedal switch was not
Remarks closed. This should not be possible while the
vehicle is being driven.
The signals are implausible because the driving
mode selector can only be in one position at a When these switches are activated, they are
time. closed to system ground (0V).
If this fault occurs, the control unit will not The gearbox cannot change gear automatically
"obey" the driving mode selector. Either the if this fault arises. The vehicle can, however, be
signal is absent altogether or else the control operated using the LIMPHOME emergency
unit has received conflicting signals as in one gear changing program.
of the following combinations:
Changing gear up and down position at the Action
same time (pins 10 and 28). Check both clutch pedal switches, the
Reverse and automatic position at the same connectors and wiring.
time (pins 48 and 29).
Reverse and manual position at the same time
(pins 48 and 47).
Neutral and manual position at the same time
(pins 11 and 47).
Action
Check the driving mode selector, the
connectors and wiring. Use the wiring diagram
and multimeter to check the driving mode
selector.
Fault Fault
Continuous signal from the lower clutch pedal Continuous signal from the upper clutch pedal
switch. switch.
Cause Cause
The control unit has detected that the signal The control unit has detected that the signal
remained on pin 8 for too long. remained on pin 45 for too long.
Remarks Remarks
The clutch pedal switch cannot remain closed The clutch pedal switch cannot be closed for as
for as long as this during normal driving. long as this during normal driving unless the
driver habitually rests his foot on the clutch
When the switch is activated, it closes to pedal.
system ground (0V).
When the switch is activated, it closes to
The gearbox cannot change gear automatically system ground (0V).
if this fault arises. The vehicle can, however, be
operated using the LIMPHOME emergency The gearbox cannot carry out engine-
gear changing program. controlled gear changing in manual position if
this fault arises.
Action
Action
Check the lower clutch pedal switch, the
connectors and wiring. Check the upper clutch pedal switch, the
connectors and wiring.
Fault Fault
Continuous signal from the floor switch for the Continuous signal from the diagnostics switch.
engine brake range.
Cause
Cause
The control unit has detected that the signal
The control unit has detected that the signal remained on pin 30 for too long.
remained on pin 27 for too long.
Remarks
Remarks
The diagnostics switch cannot remain
The floor switch cannot be closed for as long as depressed for as long as this during normal
this during normal driving. usage.
When this switch is activated, it is closed to When this switch is activated, it is closed to
+24V. Note that the signal to pin 27 does not system ground (0V).
always come from the floor switch. The
retarder control unit can also send the same If this fault arises when the driver switches on
signal. the power, all fault codes that can be shown on
the display will be erased. It may also be
If this fault arises, the control unit is forced to impossible to start the test program.
use the engine brake range.
Action
Action
Check the diagnostics switch, the connectors
Check the floor switch, the connectors and and wiring.
wiring. Look to see whether any fault codes are
stored in the retarder's control unit (if the
vehicle is equipped with a retarder).
Fault Fault
Implausible difference between vehicle speed Poor contact or signal loss, frequency sensor
and tachograph. for vehicle speed.
Cause Cause
The control unit has detected that the difference The control unit has detected that the signals on
in frequency between the signals going to pins pin 31 and/or pin 49 have been excessively
31 and 49 (which jointly form a frequency irregular.
inside the control unit) and the signal going to
pin 32 was too great.
Remarks
Fault Fault
Open circuit or shorting, frequency sensor for Gear-changing movement forwards on the left-
vehicle speed. hand side requested but not confirmed.
Cause Cause
Too low or too high current consumption No confirmation of longitudinal stroke
outside pin 31 and/or pin 49. forwards (pin 43) on the left-hand side (pin 42)
in spite of several attempts to activate the
solenoid valves which admit the compressed
Remarks air.
The fault may be due to an open circuit in the
wiring or in the sensor itself, or because a lead Remarks
is short-circuited to chassis ground or +24 V.
The control unit does not detect that the sensor The control unit counts its own attempts to
in question is connected. change gear as well as those of the driver.
Action Action
Check the speed sensor on the output shaft of First inspect the air hoses connected to the
the gearbox, the connectors and wiring. solenoid valves and check that the valves are
supplied with air at the correct pressure. Then
check that the confirmation signals from the
hall sensor arrive as intended. Check the
solenoid valves for longitudinal stroke
forwards and lateral stroke left, as well as
connectors and wiring.
Fault Fault
Gear-changing movement rearwards on the Gear-changing movement forwards in centre
left-hand side requested but not confirmed. position requested but not confirmed.
Cause Cause
No confirmation of longitudinal stroke No confirmation of longitudinal stroke
rearwards (pin 6) on the left-hand side (pin 42) forwards (pin 43) in spite of several attempts to
in spite of several attempts to activate the activate the solenoid valve which admits the
solenoid valves which admit the compressed compressed air.
air.
Remarks
Remarks
The control unit counts its own attempts to
The control unit counts its own attempts to change gear as well as those of the driver.
change gear as well as those of the driver.
Action
Action
First inspect the air hoses connected to the
First inspect the air hoses connected to the solenoid valves and check that the valves are
solenoid valves and check that the valves are supplied with air at the correct pressure. Then
supplied with air at the correct pressure. Then check that the confirmation signals from the
check that the confirmation signals from the hall sensor arrive as intended. Check the
hall sensor arrive as intended. Check the solenoid valve for longitudinal stroke forwards,
solenoid valves for longitudinal stroke the connectors and wiring.
rearwards and lateral stroke left, as well as
connectors and wiring.
Fault Fault
Gear-changing movement rearwards in centre Gear-changing movement forwards on the
position requested but not confirmed. right-hand side requested but not confirmed.
Cause Cause
No confirmation of longitudinal stroke No confirmation of longitudinal stroke
rearwards (pin 6) in spite of several attempts to forwards (pin 43) on the right-hand side (pin
activate the solenoid valve which admits the 24) in spite of several attempts to activate the
compressed air. solenoid valves which admit the compressed
air.
Remarks
Remarks
The control unit counts its own attempts to
change gear as well as those of the driver. The control unit counts its own attempts to
change gear as well as those of the driver.
Action
Action
First inspect the air hoses connected to the
solenoid valves and check that the valves are First inspect the air hoses connected to the
supplied with air at the correct pressure. Then solenoid valves and check that the valves are
check that the confirmation signals from the supplied with air at the correct pressure. Then
hall sensor arrive as intended. Check the check that the confirmation signals from the
solenoid valve for longitudinal stroke hall sensor arrive as intended. Check the
rearwards, the connectors and wiring. solenoid valves for longitudinal stroke
forwards and lateral stroke right, as well as
connectors and wiring.
Fault Fault
Gear-changing movement rearwards on right- Gear-changing movement to the left requested
hand side requested but not confirmed. but not confirmed.
Cause Cause
No confirmation of longitudinal stroke No confirmation of lateral stroke left (pin 42)
rearwards (pin 6) on the right-hand side (pin in spite of several attempts to activate the
24) in spite of several attempts to activate the solenoid valve which admits the compressed
solenoid valves which admit the compressed air.
air.
Remarks
Remarks
The control unit counts its own attempts to
The control unit counts its own attempts to change gear as well as those of the driver.
change gear as well as those of the driver.
Action
Action
First inspect the air hoses connected to the
First inspect the air hoses connected to the solenoid valves and check that the valves are
solenoid valves and check that the valves are supplied with air at the correct pressure. Then
supplied with air at the correct pressure. Then check that the confirmation signals from the
check that the confirmation signals from the hall sensor arrive as intended. Check the
hall sensor arrive as intended. Check the solenoid valve for lateral stroke left, as well as
solenoid valves for longitudinal stroke connectors and wiring.
rearwards and lateral stroke right, as well as
connectors and wiring.
Fault Fault
Gear-changing movement to the right requested Gear-changing movement laterally towards
but not confirmed. centre position requested but not confirmed.
Cause Cause
No confirmation of lateral stroke right (pin 24) The control unit has detected that a
in spite of several attempts to activate the confirmation signal for lateral stroke left
solenoid valve which admits the compressed (pin 42) or lateral stroke right (pin 24) persists.
air.
Remarks
Remarks
When the confirmation signal for neutral
The control unit counts its own attempts to position longitudinally exceeds 10 V and no
change gear as well as those of the driver. solenoid valve is activated, a timer starts and
runs until the confirmation signals for lateral
stroke are no longer present. The fault code is
Action generated if the timer does not stop within a
First inspect the air hoses connected to the predetermined period.
solenoid valves and check that the valves are
supplied with air at the correct pressure. Then Action
check that the confirmation signals from the
hall sensor arrive as intended. Check the First inspect the air hoses connected to the
solenoid valve for lateral stroke right, the solenoid valves and check that the valves are
connectors and wiring. supplied with air at the correct pressure. Then
check that the confirmation signals from the
hall sensor arrive as intended. Check the
venting of the solenoid valves for lateral stroke
left and right, as well as the return springs, the
connectors and wiring.
Fault Fault
Loss of confirmation, forward stroke. Loss of confirmation, rearward stroke.
Cause Cause
The control unit has detected that the The control unit has detected that the
confirmation signal on pin 43 has suddenly confirmation signal on pin 6 has suddenly
disappeared. disappeared.
Remarks Remarks
For the control unit to check whether the signal For the control unit to check whether the signal
was lost, a complete gear-changing sequence was lost, a complete gear-changing sequence
must be performed. Five seconds after the must be performed. Five seconds after the
control unit has received confirmation that the control unit has received confirmation that the
gear change in question was completed, it starts gear change in question was completed, it starts
to detect whether the confirmation signal to detect whether the confirmation signal
continues to arrive as it should. The control unit continues to arrive as it should. The control
checks this until it requests the gearbox to unit checks this until it requests the gearbox to
perform the next gear change. The fault code perform the next gear change. The fault code
will be generated if the gear is thrown out will be generated if the gear is thrown out
mechanically. mechanically.
Action Action
Check the hall sensor, the connectors and Check the hall sensor, the connectors and
wiring. wiring.
Fault Fault
Loss of confirmation, lateral stroke right. Loss of confirmation, lateral stroke left.
Cause Cause
The control unit has detected that the The control unit has detected that the
confirmation signal on pin 24 has suddenly confirmation signal on pin 42 has suddenly
disappeared. disappeared.
Remarks Remarks
For the control unit to check whether the signal For the control unit to check whether the signal
was lost, a complete gear-changing sequence was lost, a complete gear-changing sequence
must be performed. Five seconds after the must be performed. Five seconds after the
control unit has received confirmation that the control unit has received confirmation that the
gear change in question was completed, it starts gear change in question was completed, it starts
to detect whether the confirmation signal to detect whether the confirmation signal
continues to arrive as it should. The control unit continues to arrive as it should. The control
checks this until it requests the gearbox to unit checks this until it requests the gearbox to
perform the next gear change. The fault code perform the next gear change. The fault code
will be generated if the gear is thrown out will be generated if the gear is thrown out
mechanically. mechanically.
Action Action
Check the hall sensor, the connectors and Check the hall sensor, the connectors and
wiring. wiring.
Fault Fault
Loss of confirmation, neutral position. No confirmation, neutral position.
Cause Cause
The control unit has detected that the The control unit has not received a
confirmation signal on pin 7 has suddenly confirmation signal on pin 7 confirming that
disappeared. the requested gear-changing movement was
executed.
Remarks
Remarks
For the control unit to check whether the signal
was lost, a complete gear-changing sequence When the solenoid valve for neutral is activated
must be performed. Five seconds after the a timer starts which is stopped when the
control unit has received confirmation that the confirmation signal for neutral position
gear change in question was completed, it starts exceeds 10V. The fault code is generated if the
to detect whether the confirmation signal timer is not stopped within a predetermined
continues to arrive as it should. The control unit time limit.
checks this until it requests the gearbox to
perform the next gear change. The fault code This fault code can only be generated when
will be generated if the gear is thrown out vehicle speed is greater than 5 km/h or when
mechanically. the clutch pedal is fully depressed.
Action Action
Check the hall sensor, the connectors and Check the control cylinders, solenoid valve for
wiring. neutral position, compressed air lines, hall
sensor, the connectors and wiring.
Fault Fault
Continuous signal for confirmation, neutral Implausible confirmation (impossible gear
position. positions).
Cause Cause
The control unit has detected that the Simultaneous confirmation from several gears.
confirmation signal remained on pin 7 for too
long.
Remarks
Action
Check the hall effect sensor, confirmation
switches, connectors and wiring.
Fault Fault
Gear-changing movement towards low range Gear-changing movement towards high range
requested but not confirmed. requested but not confirmed.
Cause Cause
No signal on pin 41. No signal on pin 5.
Remarks Remarks
No confirmation of low range in spite of No confirmation of high range in spite of
several attempts to activate the solenoid valve several attempts to activate the solenoid valve
which admits the compressed air. Every gear- which admits the compressed air. Every gear-
changing attempt must take a certain amount of changing attempt must take a certain amount of
time for it to be counted. time for it to be counted.
Action Action
Check the control cylinders, confirmation Check the control cylinders, confirmation
contact, low-range solenoid valve, compressed switch, high-range solenoid valve, compressed
air lines, the connectors and wiring. air lines, the connectors and wiring.
Fault Fault
Gear-changing movement towards low split Gear-changing movement towards high split
requested but not confirmed. requested but not confirmed.
Cause Cause
No signal on pin 4. No signal on pin 23.
Remarks Remarks
No confirmation of low split in spite of several No confirmation of high split in spite of several
attempts to activate the solenoid valve which attempts to activate the solenoid valve which
admits the compressed air. Every gear- admits the compressed air. Every gear-
changing attempt must take a certain amount of changing attempt must take a certain amount of
time for it to be counted. time for it to be counted.
Action Action
Check the control cylinders, confirmation Check the control cylinders, confirmation
switch, low-split solenoid valve, compressed contact, high-split solenoid valve, compressed
air lines, the connectors and wiring. air lines, the connectors and wiring.
Fault Fault
No confirmation, low range. No confirmation, high range.
Cause Cause
The control unit has detected that the The control unit has detected that the
confirmation signal on pin 41 has suddenly confirmation signal on pin 5 has suddenly
disappeared. disappeared.
Remarks Remarks
For the control unit to check whether the signal For the control unit to check whether the signal
was lost, a complete gear-changing sequence was lost, a complete gear-changing sequence
must be performed. Five seconds after the must be performed. Five seconds after the
control unit has received confirmation that the control unit has received confirmation that the
gear change in question was completed, it starts gear change in question was completed, it starts
to detect whether the confirmation signal to detect whether the confirmation signal
continues to arrive as it should. The control unit continues to arrive as it should. The control
checks this until it requests the gearbox to unit checks this until it requests the gearbox to
perform the next gear change. The fault code perform the next gear change. The fault code
will be generated if the gear is thrown out will be generated if the gear is thrown out
mechanically. mechanically.
Action Action
Check the confirmation switch, the connectors Check the confirmation switch, the connectors
and wiring. and wiring.
Fault Fault
No confirmation, low split. No confirmation, high split.
Cause Cause
The control unit has detected that the The control unit has detected that the
confirmation signal on pin 4 has suddenly confirmation signal on pin 23 has suddenly
disappeared. disappeared.
Remarks Remarks
For the control unit to check whether the signal For the control unit to check whether the signal
was lost, a complete gear-changing sequence was lost, a complete gear-changing sequence
must be performed. Five seconds after the must be performed. Five seconds after the
control unit has received confirmation that the control unit has received confirmation that the
gear change in question was completed, it starts gear change in question was completed, it starts
to detect whether the confirmation signal to detect whether the confirmation signal
continues to arrive as it should. The control unit continues to arrive as it should. The control
checks this until it requests the gearbox to unit checks this until it requests the gearbox to
perform the next gear change. The fault code perform the next gear change. The fault code
will be generated if the gear is thrown out will be generated if the gear is thrown out
mechanically. mechanically.
Action Action
Check the confirmation switch, the connectors Check the confirmation switch, the connectors
and wiring. and wiring.
Fault Fault
The solenoid valve for longitudinal stroke The solenoid valve for longitudinal stroke
forwards is supplied with voltage when it rearwards is supplied with voltage when it
should not be. should not be.
Cause Cause
Voltage was supplied to the control unit's Voltage was supplied to the control unit's
output for the solenoid valve for longitudinal output for the solenoid valve for longitudinal
stroke forwards although the control unit has stroke rearwards although the control unit has
not requested it. not requested it.
Remarks Remarks
The fault code will be generated if the control The fault code will be generated if the control
unit's output for the solenoid in question was unit's output for the solenoid in question was
supplied with voltage for the wrong reason, supplied with voltage for the wrong reason,
such as a short to +24 V (e.g. in the wiring). such as a short to +24 V (e.g. in the wiring).
Otherwise, there is a fault in the control unit Otherwise, there is a fault in the control unit
itself. itself.
Action Action
Remove the cable from pin 3 and take a reading Remove the cable from pin 22 and take a
with a multimeter. Then check the connectors reading with a multimeter. Then check the
and wiring. connectors and wiring.
Fault Fault
The solenoid valve for neutral position is The solenoid valve for low range is supplied
supplied with voltage when it should not be. with voltage when it should not be.
Cause Cause
Voltage was supplied to the control unit's The control unit's output to the solenoid valve
output to the solenoid valve for neutral position for low range was supplied with voltage
although the control unit has not requested it. although the control unit has not requested it.
Remarks Remarks
The fault code will be generated if the control The fault code will be generated if the control
unit's output for the solenoid in question was unit's output for the solenoid in question was
supplied with voltage for the wrong reason, supplied with voltage for the wrong reason,
such as a short to +24 V (e.g. in the wiring). such as a short to +24 V (e.g. in the wiring).
Otherwise, there is a fault in the control unit Otherwise, there is a fault in the control unit
itself. itself.
Action Action
Remove the cable from pin 40 and take a Remove the cable from pin 39 and take a
reading with a multimeter. Then check the reading with a multimeter. Then check the
connectors and wiring. connectors and wiring.
Fault Fault
Open circuit or short circuit in the solenoid Open circuit or short circuit in the solenoid
valve circuit for longitudinal stroke forwards. valve circuit for longitudinal stroke rearwards.
Cause Cause
Too low or too high current consumption on Too low or too high current consumption on
control unit pin 3. control unit pin 22.
Remarks Remarks
When the solenoid valve for longitudinal stroke When the solenoid valve for longitudinal stroke
forwards is activated, the control unit can rearwards is activated, the control unit can
detect the following: Open circuit: The circuit detect the following:. Open circuit: The circuit
consumes no current. Short circuit: current in consumes no current. Short circuit: current in
the circuit is too high. the circuit is too high.
For the fault code to be regenerated, power For the fault code to be regenerated, power
consumption must suddenly change, for consumption must suddenly change, for
example due to a loose connection. If the fault example due to a loose connection. If the fault
remains, the fault code is regenerated each time remains, the fault code is regenerated each time
the control unit attempts to activate the relevant the control unit attempts to activate the relevant
solenoid valve. solenoid valve.
High current can be caused by such things as High current can be caused by such things as
short circuited windings in the solenoid valve short circuited windings in the solenoid valve
coil. coil.
Action Action
Check the solenoid valve for longitudinal Check the solenoid valve for longitudinal
stroke forwards, the connectors and wiring. stroke rearwards, the connectors and wiring.
Fault Fault
Open circuit or short circuit in the solenoid Open circuit or short circuit in the solenoid
valve circuit for lateral stroke right. valve circuit for lateral stroke left.
Cause Cause
Too low or too high current consumption on Too low or too high current consumption on
control unit pin 17. control unit pin 53.
Remarks Remarks
When the solenoid valve for lateral stroke right When the solenoid valve for lateral stroke left
is activated, the control unit can detect the is activated, the control unit can detect the
following: Open circuit: The circuit consumes following: Open circuit: The circuit consumes
no current. Short circuit: current in the circuit is no current. Short circuit: current in the circuit is
too high. too high.
For the fault code to be regenerated, power For the fault code to be regenerated, power
consumption must suddenly change, for consumption must suddenly change, for
example due to a loose connection. If there is a example due to a loose connection. If the fault
residual fault the fault code is regenerated each remains, the fault code is regenerated each time
time the control unit tries to reactivate the the control unit attempts to activate the relevant
solenoid valve. solenoid valve.
High current can be caused by such things as High current can be caused by such things as
short circuited windings in the solenoid valve short circuited windings in the solenoid valve
coil. coil.
Action Action
Check the solenoid valve for lateral stroke Check the solenoid valve for lateral stroke left,
right, the connectors and wiring. the connectors and wiring.
Fault Fault
Open circuit or short circuit in the solenoid Open circuit or short circuit in the solenoid
valve circuit for neutral position. valve circuit for low range.
Cause Cause
Too low or too high current consumption on Too low or too high current consumption on
control unit pin 40. control unit pin 39.
Remarks Remarks
When the solenoid valve for neutral position is When the solenoid valve for low range is
activated, the control unit can detect the activated, the control unit can detect the
following: Open circuit: The circuit consumes following: Open circuit: The circuit consumes
no current. Short circuit: current in the circuit is no current. Short circuit: current in the circuit is
too high. too high.
For the fault code to be regenerated, power For the fault code to be regenerated, power
consumption must suddenly change, for consumption must suddenly change, for
example due to a loose connection. If the fault example due to a loose connection. If the fault
remains, the fault code is regenerated each time remains, the fault code is regenerated each time
the control unit attempts to activate the relevant the control unit attempts to activate the relevant
solenoid valve. solenoid valve.
High current can be caused by such things as High current can be caused by such things as
short circuited windings in the solenoid valve short circuited windings in the solenoid valve
coil. coil.
Action Action
Check the solenoid valve for neutral position, Check the solenoid valve for low range, the
the connectors and wiring. connectors and wiring.
Fault Fault
Open circuit or short circuit in the solenoid Open circuit or short circuit in the solenoid
valve circuit for high range. valve circuit for low split.
Cause Cause
Too low or too high current consumption on Too low or too high current consumption on
control unit pin 54. control unit pin 2.
Remarks Remarks
When the solenoid valve for high range is When the solenoid valve for low split is
activated, the control unit can detect the activated, the control unit can detect the
following: Open circuit: The circuit consumes following: Open circuit: The circuit consumes
no current. Short circuit: current in the circuit is no current. Short circuit: current in the circuit is
too high. too high.
For the fault code to be regenerated, power For the fault code to be regenerated, power
consumption must suddenly change, for consumption must suddenly change, for
example due to a loose connection. If the fault example due to a loose connection. If the fault
remains, the fault code is regenerated each time remains, the fault code is regenerated each time
the control unit attempts to activate the relevant the control unit attempts to activate the relevant
solenoid valve. solenoid valve.
High current can be caused by such things as High current can be caused by such things as
short circuited windings in the solenoid valve short circuited windings in the solenoid valve
coil. coil.
Action Action
Check the solenoid valve for high range, the Check the solenoid valve for low split, the
connectors and wiring. connectors and wiring.
Fault Fault
Open circuit or short circuit in the solenoid Fault in the control unit power supply.
valve circuit for high split.
Cause
Cause
The control unit has detected that the U30
Too low or too high current consumption on power supply was absent when the driver
control unit pin 18. turned off the voltage with the ignition switch.
Remarks Remarks
When the solenoid valve for high split is The control unit was turned off several times in
activated, the control unit can detect the succession without being able to save its data in
following: Open circuit: The circuit consumes the EEPROM. This may be because the control
no current. Short circuit: current in the circuit is unit was turned off without the U30 supply
too high. being connected to it. It might also be because
the control unit was subjected to severe
For the fault code to be regenerated, power disturbances which caused its integrated safety
consumption must suddenly change, for functions to trip and restart it repeatedly.
example due to a loose connection. If the fault
remains, the fault code is regenerated each time
the control unit attempts to activate the relevant Action
solenoid valve.
Check the fuse for the U30 supply circuit to the
High current can be caused by such things as Opticruise control unit, the connectors and
short circuited windings in the solenoid valve wiring.
coil.
Action
Check the solenoid valve for high split, the
connectors and wiring.
Fault Fault
The EDC cannot give a reliable value for the The EDC cannot give a reliable value for the
position of the throttle pedal. present engine speed.
Cause Cause
The control unit has received a message from The control unit has received a message from
the EDC via the communication circuit (pins the EDC via the communication circuit (pins
20 and 38) indicating that the value from the 20 and 38) indicating that the value from the
throttle pedal sensor's potentiometer is engine speed sensor is implausible.
implausible.
Remarks
Remarks
It is unlikely that the communication circuit is
It is unlikely that the communication circuit is at fault. Otherwise the control unit would have
at fault. Otherwise the control unit would have generated a different fault code (fault code 82
generated a different fault code (fault code 82 or 83).
or 83).
Action
Action
Check if any fault codes are stored in the EDC
Check if any fault codes are stored in the EDC control unit.
control unit.
Fault Fault
The EDC cannot give a reliable value for the The EDC cannot give a reliable value for the
vehicle's present speed. position of the brake pedal.
Cause Cause
The control unit has received a message from The control unit has received a message from
the EDC via the communication circuit (pins the EDC via the communication circuit (pins
20 and 38) indicating that the value from the 20 and 38) indicating that the value from the
engine speed sensor is implausible. brake pedal sensor is implausible.
Remarks Remarks
It is unlikely that the communication circuit is It is unlikely that the communication circuit is
at fault. Otherwise the control unit would have at fault. Otherwise the control unit would have
generated a different fault code (fault code 82 generated a different fault code (fault code 82
or 83). or 83).
Action Action
Check if any fault codes are stored in the EDC Check if any fault codes are stored in the EDC
control unit. control unit.
Fault Fault
The EDC cannot give a reliable value for the Fault in an integral control unit memory.
temperature of the coolant.
Cause
Cause
Cause: The control unit's test of the
The control unit has received a message from communication circuit memory has shown that
the EDC via the communication circuit (pins one of the memory cells is malfunctioning.
20 and 38) indicating that the value from the
temperature sensor is implausible.
Remarks
Fault Fault
Fault in communication circuit. No communication signal from the EDC
control unit.
Cause
Cause
The control unit has detected that the signal
level in the communication circuit was faulty. There was an unusually long delay before the
This indicates an open circuit or short circuit expected signal has come from the EDC via the
somewhere outside pins 20 and 38. communication circuit (pins 20 and 38).
Remarks Remarks
When the signal level fault is no longer present, The Opticruise control unit receives messages
communication starts to function normally continuously from the EDC control unit and
again without any other measures being then "understands" that communication is in
necessary. normal working order. If no messages are
received, fault code 83 will be generated.
Action
Action
Check the connectors and wiring. If they are
OK, the fault is inside the control unit. This is Check if any fault codes are stored in the EDC
unlikely, however. control unit. Check the communication circuit
connectors and wiring.
Fault Fault
No communication signal from the ABS Implausible signal from the throttle pedal
control unit. sensor's kick-down switch.
Cause Cause
There was an unusually long delay before the The control unit has detected that the signal
expected signal has come from the ABS via the was present on pin 44 even though the throttle
communication circuit (pins 20 and 38). pedal was not pressed to the floor.
Remarks Remarks
The Opticruise control unit receives messages The kick-down switch is grounded to 0 V. If an
continuously from the ABS control unit and incorrect analogue value is received from the
then "understands" that communication is in throttle pedal sensor, fault code 76 will be
normal working order. If no messages are generated but then the control unit will not be
received, fault code 84 will be generated. able to generate fault code 85.
Action Action
Check if any fault codes are stored in the ABS Check whether any fault codes are stored in the
control unit. Check the communication circuit EDC control unit and whether fault code 76 is
connectors and wiring. stored in the Opticruise control unit. Check the
kick-down switch in the throttle pedal sensor,
the connector and wiring.
Fault Fault
Incorrect gear ratio in the gearbox. Implausible deviation between vehicle speed
and speed signal from the ABS.
Cause
Cause
The ratio between input shaft speed and output
shaft speed does not coincide with the gear that The control unit has detected that there is too
is engaged. great a difference in frequency between the
signals going to pins 31 and 49 (which together
make up a frequency inside the control unit)
Remarks and the signal going to pins 20 and 38.
The input shaft speed is obtained from the
engine speed sensor. This means that the clutch Remarks
must be fully disengaged before any rpm
comparisons can be made. The difference between the signal from the
inductive speed sensor on the output shaft of
This fault code may be generated if the control the gearbox and the speed signal from the ABS
unit has received confirmation that the clutch is control unit is greater than permissible.
released, but that it is still slipping. The fault
code can also be generated if there are incorrect
confirmation signals for gear positions. Action
Check the road speed sensor on the output shaft
Action of the gearbox, the fault codes in the ABS
system, the connectors and wiring.
Check whether any gear position or road speed
sensor fault codes have been stored. Check that
the control unit is correctly configured for the
type of gearbox concerned.
Fault Fault
Implausible deviation between the tachograph The ABS cannot give a reliable value for the
and speed signal from the ABS. vehicle's present speed.
Cause Cause
The control unit has detected that there is too The control unit has received a message from
great a difference in frequency between the the ABS via the communication circuit (pins
signals going to pin 32 and the signal going to 20 and 38) indicating that the value of the road
pins 20 and 38. speed signal is implausible.
Remarks Remarks
The difference between the signal from the It is unlikely that the communication circuit is
tachograph and the speed signal from the ABS at fault. Otherwise the control unit would have
control unit is greater than permissible. generated a different fault code (fault code 82
or 84).
Action
Action
Check the tachograph, the fault codes in the
ABS system, the connectors and wiring. Check if any fault codes are stored in the ABS
control unit.
Fault Fault
Implausible confirmation (impossible gear Implausible confirmation (impossible gear
positions). positions).
Cause Cause
Simultaneous confirmation from several gears. Simultaneous confirmation from several gears.
Remarks Remarks
The signals are implausible because the hall The signals are implausible because the hall
sensor and confirmation switch should only be sensor and confirmation switch should only be
capable of confirming one gear-changing capable of confirming one gear-changing
movement at a time. movement at a time.
The following confirmations arrived at the The following confirmations arrived at the
same time: same time:
Forward and backward confirmation (pin 43 Neutral and forward confirmation (pin 7 and
and pin 6) pin 43)
Action Action
Check the hall sensor, the connectors and Check the hall sensor, the connectors and
wiring. wiring.
Fault Fault
Implausible confirmation (impossible gear Implausible confirmation (impossible gear
positions). positions).
Cause Cause
Simultaneous confirmation from several gears. Simultaneous confirmation from several gears.
Remarks Remarks
The signals are implausible because the hall The signals are implausible because the hall
sensor and confirmation switch should only be sensor and confirmation switch should only be
capable of confirming one gear-changing capable of confirming one gear-changing
movement at a time. movement at a time.
The following confirmations arrived at the The following confirmations arrived at the
same time: same time:
Neutral and backward confirmation (pin 7 and Right and left confirmation (pin 24 and pin 42)
pin 6)
Action
Action
Check the hall sensor, the connectors and
Check the hall sensor, the connectors and wiring.
wiring.
Fault Fault
Implausible confirmation (impossible gear Implausible confirmation (impossible gear
positions). positions).
Cause Cause
Simultaneous confirmation from several gears. Simultaneous confirmation from several gears.
Remarks Remarks
The signals are implausible because the hall The signals are implausible because the hall
sensor and confirmation switch should only be sensor and confirmation switch should only be
capable of confirming one gear-changing capable of confirming one gear-changing
movement at a time. movement at a time. The fault code cannot be
generated on gearboxes without split changing.
The following confirmations arrived at the
same time: The following confirmations arrived at the
same time:
Low range and high range confirmation (pin 41
and pin 5) Low split and high split confirmation (pin 4
and pin 23).
Action
Action
Check the confirmation switches, the
connectors and wiring. Check the confirmation switches, the
connectors and wiring.
Fault Fault
Confirmation of low gear from the transfer box No confirmation of low gear from the transfer
even though high gear is engaged (implausible box even though low gear is engaged
signal). (implausible signal).
Cause Cause
The control unit has received a signal on pin The control unit has not received a signal on
46. This indicates that low gear is engaged in pin 46. This indicates that high gear is engaged
the transfer box even though control unit in the transfer box even though control unit
monitoring of the speed shows that high gear is monitoring of the speed shows that low gear is
engaged. engaged.
Remarks Remarks
Opticruise goes into clutch mode. The "O" in Opticruise goes into clutch mode. The "O" in
the second position on the display is changed to the second position on the display is changed to
"C" and "CLU MODE" flashes for 10 seconds. "C" and "CLU MODE" flashes for 10 seconds.
Action Action
Check the low gear sensor on the transfer box Check the low gear sensor on the transfer box
and its connectors and wiring. and its connectors and wiring.