HL770-9S Fault Code

SECTION 3 POWER TRAIN SYSTEM
Group 1 Structure and Function -------------------------------------------------------------------------------------- 3-1

Group 2 Operational Checks and Troubleshooting ------------------------------------------------------- 3-53
Group 3 Test and Adjustments ---------------------------------------------------------------------------------------- 3-64
Group 4 Disassembly and Assembly ------------------------------------------------------------------------------ 3-66
SECTION 3 POWER TRAIN SYSTEM
GROUP 1 STRUCTURE AND FUNCTION
1. POWER TRAIN COMPONENT OVERVIEW
Front axle Transmission Engine
Front drive shaft Center drive shaft Rear drive shaft Rear axle
77093PT01
The power train consists of the following components:

·Transmission
·Front, center and rear drive shafts
·Front and rear axles
Engine power is transmitted to the transmission through the torque converter.
The transmission is a hydraulically engaged four speed forward, three speed reverse countershaft type
power shift transmission. A calliper-disc type parking brake is located on the transmission.
The transmission outputs through universal joints to three drive shaft assemblies. The front drive shaft
is a telescoping shaft which drives the front axle. The front axle is mounted directly to the loader frame.
The rear axle is mounted on an oscillating pivot.
The front and rear axle are conventional differential as standard (option : limited slip differential).
The power transmitted to front axle and rear axle is reduced by the pinion gear and ring gear of
differential. It then passes from the differential to the sun gear shaft (axle shaft) of final drive.
The power of the sun gear is reduced by a planetary mechanism and is transmitted through the
planetary hub to the wheel.
3-1
HYDRAULIC CIRCUIT
KR K4 K1 K3 KV K2
P1 F 60 P2 E 55 P3 D 56 P4 C 58 P5 B 53 P6 A 57
B D B D B D B D B D B D
Y1 NFS Y2 NFS Y3 NFS Y4 NFS Y5 NFS Y6 NFS
Pressure
Temp reducing
sensor valve
9+0.5 bar
System
pressure
Valve block control circuit valve
16+2 bar
Converter
Filter
Relief
valve
11+2 bar Filter pressure
differential valve
Oil cooler Bcak
pressure
valve Pump
Bypass 4.3+3 bar
valve 16+2 bar
3 bar
Oil sump
Lubrication Main oil circuit
7707APT09
NFS Follow-on slide P3 Proportional valve clutch K1

D Oscillation damper P4 Proportional valve clutch K3
B Orifice P5 Proportional valve clutch KV
P1 Proportional valve clutch KR P6 Proportional valve clutch K2
P2 Proportional valve clutch K4 Y1~Y6 Pressure regulator valve with filter
Current
Forward Reverse Positions
Engaged No. of the
Speed Neutral on the
clutch measuring
1 2 3 4 1 2 3 valve block
points
Y1 X X X KR F 55
Y2 X K4 E 60
Y3 X X K1 D 56
Y4 X X X K3 C 58
Y5 X X X KV B 53
Y6 X X K2 A 57
Engaged
K1,KV KV,K2 KV,K3 K4,K3 KR,K1 KR,K2 KR, K3 - - -
clutch
X : Pressure regulator under voltage
3-2
2. TORQUE CONVERTER
5 1 2 3 4
7704PT03
1 Turbine 3 Pump 5 Input shaft

2 Stator 4 Transmission pump
The converter is working according to the Trilok-system, i.e. it assumes at high turbine speed the
characteristics, and with it the favorable efficiency of a fluid clutch.
The converter will be defined according to the engine power so that the most favorable operating
conditions for each installation case are given.
The Torque converter is composed of 3 main components :
Pump wheel - turbine wheel - stator (reaction member)
These 3 impeller wheels are arranged in such a ring-shape system that the fluid is streaming through
the circuit components in the indicated order.
Pressure oil is constantly streaming out of the transmission pump through the converter. In this way,
the converter can fulfill its task to multiply the torque of the engine, and at the same time, the heat
created in the converter is dissipated through the escaping oil.
The oil, escaping out of the pump wheel, enters the turbine wheel and is there inversed in the direction
of flow.
According to the rate of inversion, the turbine wheel and with it also the output shaft, receive a more or
less high reaction moment. The stator (reaction member), following the turbine, has the task to inverse
again the oil which is escaping out of the turbine and to delivery it under the suitable discharge direction
to the pump wheel.
Due to the inversion, the stator receives a reaction moment.
The relation turbine moment/pump moment is called torque conversion. This is the higher the greater
the speed difference of pump wheel and turbine wheel will be.
Therefore, the maximum conversion is created at standing turbine wheel.
With increasing output speed, the torque conversion is decreasing. The adoption of the output speed to
a certain required output moment is infinitely variable and automatically achieved by the torque
converter.
3-3
If the turbine speed is reaching about 80% of the pump speed, the conversion becomes 1.0 i.e. the
turbine moment becomes equal to that of the pump moment.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, it is backing up in the
conversion range the moment upon the housing, and is released in the coupling range.
In this way, the stator can rotate freely.
Function of a hydrodynamic torque converter (schematic view)
TP = Torque of the pump wheel

TT = Torque of the turbine wheel
TR = Torque of the reaction member (stator)
Pump wheel TR
Turbine wheel
From the engine
TT
TP
To the gearbox
Starting
condition 1 1.5 Reaction member 2.5
nT = 0
(Stator) Machine
stopped
Intermediate
condition 1 <1.5 <2.5 nT < n engine
Condition shortly
before the converter 1 1 nT = 0.8n engine
0
clutch is closed.
Turbine wheel is running with
about the same speed as
pump wheel.
3-4(770-3)
3-4
3. TRANSMISSION
1) LAYOUT
2 3 4 5
6
1
KV K1
7
16
9
15
KR K2
14
10
K4 K3
13
17
12 11
77093PT03
1 Engine connection 7 Converter change and 12 Output shaft

2 Torque converter control pressure pump 13 Lay shaft
3 Breather 8 1st clutch (K1) 14 4th clutch (K4)
4 Drive 9 2nd clutch (K2) 15 Reverse clutch (KR)
5 Electro-hydraulic shift control 10 3rd clutch (K3) 16 Forward clutch (KV)
6 1st power take off 11 Output shaft 17 Parking brake
3-5
2) INSTALLATION VIEW
2 4 11 1 3 12 15 16
13 18
19
14 17
10 8
7 6 5 9
77093PT02
1 Lifting lugs 11 Converter

2 Breather 12 Engine driver
3 Electro-hydraulic shift control 13 Pressure line clutch K2
4 Engine connection 14 Pressure line clutch KR
5 Coarse filter 15 Pressure line clutch KV
6 Oil drain plug M22×1.5 16 Pressure line clutch K4
7 Output-rear axle 17 Pressure line clutch K3
8 Output-front axle 18 Pressure line clutch K1
9 Transmission suspension holes M20 19 Parking brake
10 Mounting holes
3-6
3) OPERATION OF TRANSMISSION
(1) Forward
① Forward 1st
In 1st forward, forward clutch (KV) and 1st clutch (K1) are engaged.
Forward clutch and 1st clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
77093PT07
3-7
② Forward 2nd
In 2nd forward, forward clutch (KV) and 2nd clutch (K2) are engaged.
Forward clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch
piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
77093PT08
3-8
③ Forward 3rd
In 3rd forward, forward clutch (KV) and 3rd clutch (K3) are engage.
Forward clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
77093PT09
3-9
④ Forward 4th
In 4th forward, 4th clutch (K4) and 3rd clutch (K3) are engaged.
4th clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
77093PT10
3-10
(2) Reverse
① Reverse 1st
In 1st reverse, reverse clutch (KR) and 1st clutch (K1) are engaged.
Reverse clutch and 1st clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
77093PT11
3-11
② Reverse 2nd
In 2nd reverse, reverse clutch (KR) and 2nd clutch (K2) are engaged.
Reverse clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch
piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
77093PT12
3-12
③ Reverse 3rd
In 3rd reverse, reverse clutch (KR) and 3rd clutch (K3) are engaged.
Reverse clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
77093PT13
3-13
4) ELECTRO-HYDRAULIC SHIFT CONTROL WITH PROPORTIONAL VALVE
2 1 3
A A
Y6 Y1
Y5 Y2
B
Y4 Y3
3 6
2 6 1 4 11 9 10
Y5
SECTION A-A SECTION B-B

8 7
73033CV01
1 Pressure reducing valve(9bar) 7 Intermediate plate

2 Main pressure valve(16+2bar) 8 Duct plate
3 Housing 9 Vibration damper
4 Cable harness 10 Follow-on slide
5 Cover 11 Pressure regulator
6 Valve block
Transmission control, see schedule of measuring points, hydraulic schematic and electro-hydraulic
control unit at page 3-2, 3-14 and 3-64.
The six clutches of the transmission are selected via the 6 proportional valves P1 to P6. The
proportional valve (pressure regulator unit) consists of pressure regulator (e.g. Y6), follow-on slide
and vibration damper.
The control pressure of 9 bar for the actuation of the follow-on slides is created by the pressure
reducing valve. The pressure oil (16+2bar) is directed via the follow-on slide to the respective
clutch.
3-14
Due to the direct proportional selection with separated pressure modulation for each clutch, the
pressures to the clutches, which are engaged in the gear change, will be controlled. In this way, a
hydraulic intersection of the clutches to be engaged and disengaged becomes possible.
This is creating spontaneous shiftings without traction force interruption.
At the shifting, the following criteria will be considered:
- Speed of engine, turbine, central gear train and output.
- Transmission temperature.
- Shifting mode (up-, down-, reverse shifting and speed engagement out of neutral).
- Load condition (full and part load, traction, overrun inclusive consideration of load cycles during
the shifting).
The main pressure valve is limiting the maximum control pressure to 16+2 bar and releases the
main stream to the converter and lubricating circuit.
In the inlet to the converter, a convert safety valve is installed which protects the converter from
high internal pressures (opening pressure 11bar).
Within the converter, the oil serves to transmit the power according to the well-known
hydrodynamic principle (see torque converter, page 3-3).
To avoid cavitation, the converter must be always completely filled with oil.
This is achieved by a converter pressure holding valve, rear-mounted to the converter, with an
opening pressure of at least 5bar.
The oil, escaping out of the converter, is directed to a oil cooler.
The oil is directed from the oil cooler to the transmission and there to the lubricating oil circuit so
that all lubricating points are supplied with cooled oil.
In the electro-hydraulic control unit there are 6 pressure regulators installed.
5) GEAR SELECTOR (DW-3)

The gear selector is designed for the
mounting on the left side of the steering
column. By a rotative motion, the positions F
1
(speeds) 1 to 4 are selected by tilting the 4

2
3
N
R
lever, the driving direction Forward
(F)-Neutral (N)-Reverse (R).
The gear selector is also available with
integrated kickdown push button.
For the protection from unintended start off,
a neutral interlock is installed :
Position N - Gear selector lever blocked in N D
this position.
Position D - Driving. 73033TM17
3-15
6) ELECTRIC CONTROL UNIT
(1) Complete system
2
14
5
10
4 15
9
3
7
11
13
2
6
12
7709S3PT33
8
1 Transmission control unit (EST-37A)
2 Kickdown switch
3 Clutch cut off switch
4 Full automatic switch
5 Monitor
6 Gear selector (DW-3) with integrated kickdown switch
7 Power supply connection
8 Transmission
9 Cable to inductive transmitter - speed central gear train
10 Cable to inductive transmitter - speed turbine
11 Cable to inductive transmitter - speed engine
12 Cable to speed sensor output and speedometer
13 Cable to plug connection on the electro - hydraulic control unit
14 CAN-Connection
15 Wiring
(2) Description of the basic functions
The powershift transmissions is equipped is electronic transmission control unit (EST-37A),
developed for it.
The system is processing the desire of the driver according to the following criteria.
·Gear determination depending on controller position, driving speed and load condition.
3-16
·Protection from operating errors as far as necessary, is possible via electronic protection
(programming).
·Protection from over-speeds (On the basis of engine and turbine speed).
·Automatic reversing (Driving speed-dependent).
·Pressure cut-off possible(Disconnecting of the drive train for maximum power on the power
take-off).
·Change-over possibility for Auto-/Manual mode.
·Kick down functions possible.
(3) Driving and shifting
- Neutral position :
Neutral position will be selected via the controller.
After the ignition is switched on, the electronics remains in the waiting state. By the position
NEUTRAL of the controller, resp. by pressing the pushbutton NEUTRAL, the EST-37A becomes
ready for operation.
Now, a gear can be engaged.
- Starting :
The starting of the engine has always to be carried out in the NEUTRAL POSITION of the
controller.
For safety reasons it is to recommend to brake the machine securely in position with the parking
brake prior to start the engine.
After the starting of the engine and the preselection of the driving direction and the gear, the
machine can be set in motion by acceleration.
At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
- Upshifting under load
Upshifting under load will be then realized if the machine can still accelerate by it.
- Downshifting under load
Downshifting under load will be realized if more traction force is needed.
- Upshifting in overrunning condition
In the overrunning mode, the upshifting will be suppressed by accelerator pedal idling position, if
the speed of the machine on a downgrade should not be further increased.
- Downshifting in overrunning condition
Downshiftings in overrunning mode will be then carried out if the machine should be retarded.
If the machine will be stopped and is standing with running engine and engaged transmission,
the engine cannot be stalled. On a level and horizontal roadway it is possible that the machine
begins to crawl, because the engine is creating at idling speed a slight drag torque via the
converter.
It is convenient to brake the machine at every stop securely in position with the parking brake.
At longer stops, the controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a
converter transmission it might not immediately be noted to have forgotten this quite normal
operating step because a converter, due to its high ratio, can easily overcome the braking
torque of the parking brake.
3-17
Temperature increases in the converter oil as well as overheated brakes will be the
consequences to be find out later.
Neutral position of the selector switch at higher machine speeds (above stepping speed) is not
admissible.
Either a suitable gear is to be shifted immediately, or the machine must be stopped at once.
(4) Independent calibration of the shifting elements (AEB)
The AEB has the task to compensate tolerances (plate clearance and pressure level) which are
influencing the filling procedure of the clutches. For each clutch, the correct filling parameters are
determined in one test cycle for :
·Period of the quick-filling time
·Level of the filling compensating pressure
The filling parameters are stored, together with the AEB-program and the driving program in the
transmission electronics. Because the electronics will be separately supplied, the AEB-cycle
must be started only after the installation of both components in the machine, thus ensuring the
correct mating (Transmission and electronics).
※ It is imperative, to respect the following test conditions :
- Shifting position neutral
- Engine in idling speed
- Parking brake actuated
- Transmission in operating temperature
※ After a replacement of the transmission, the electrohydraulic control or the TCU in the machine,
the AEB-cycle must be as well carried out again.
The AEB-cylcle continues for about 3 to 4 minutes. The determined filling parameters are stored
in the EEProm of the electronics. In this way, the error message F6 shown on the display will be
cancelled also at non-performed AEB.
(5) Pressure cut-off
In order to provide the full engine power for the hydraulic system, the control can be enlarged for
the function of a pressure cut-off in the 1st and 2nd speed. In this way, the pressure in the
powershift clutches will be cut-off, and the torque transmission in the drive train will be eliminated
by it. This function will be released at the actuation of a switch, arranged on the brake pedal.
For a soft restart, the pressure will be build-up via a freely programmable characteristic line.
3-18
4. FAULT CODE
1) MACHINE FAULT CODE
HCESPN FMI Description
Hydraulic oil temperature sensor circuit - Voltage above normal, or shorted to high source (or
3
101 open circuit)
4 Hydraulic oil temperature sensor circuit - Voltage below normal, or shorted to low source
5 Engine cooling fan EPPR valve circuit - Current below normal, or open circuit
145
6 Engine cooling fan EPPR valve bircuit - Current above normal
Boom up lever detent solenoid circuit - Voltage below normal, or shorted to low source (or
4
172 open circuit)
6 Boom up lever detent solenoid circuit - Current above normal
Boom down lever detent solenoid circuit - Voltage below normal, or shorted to low source (or
4
173 open circuit)
6 Boom down lever detent solenoid circuit - Current above normal
Bucket lever detent solenoid circuit - Voltage below normal, or shorted to low source (or open
4
174 circuit)
6 Bucket lever detent solenoid circuit - Current above normal
Engine cooling fan reverse solenoid circuit - Voltage below normal, or shorted to low source (or
4
181 open circuit)
6 Engine cooling fan reverse solenoid circuit - Current above normal
Engine cooling fan reverse driving status signal circuit - Voltage below normal, or shorted to
4
183 low source (or open circuit)
6 Engine cooling fan reverse driving status signal circuit - Current above normal
Emergency steering pump relay circuit - Voltage below normal, or shorted to low source (or
4
187 open circuit)
6 Emergency steering pump relay circuit – Current above normal
0 Steering main pump pressure sensor data above normal range (or open circuit)
1 Steering main pump pressure sensor data below normal range
202
2 Steering main pump pressure sensor data error
4 Steering main pump pressure sensor circuit - Voltage below normal, or shorted to low source
0 Emergency steering pump pressure sensor data above normal range (or open circuit)
1 Emergency steering pump pressure sensor data below normal range
203 2 Emergency steering pump pressure sensor data error
Emergency steering pump pressure sensor circuit - Voltage below normal, or shorted to low
4
source
0 Boom cylinder pressure sensor data above normal range (or open circuit)
1 Boom cylinder pressure sensor data below normal range
204
2 Boom cylinder pressure sensor data error
4 Boom cylinder pressure sensor circuit - Voltage below normal, or shorted to low source
0 Bucket cylinder pressure sensor data above normal range (or open circuit)
1 Bucket cylinder pressure sensor data below normal tange
205
2 Bucket cylinder pressure sensor data error
4 Bucket cylinder pressure sensor circuit - Voltage below normal, or shorted to low source
3-19
3 Fuel level sensor circuit - Voltage above normal, or shorted to high source (or open circuit)
301
4 Fuel level sensor circuit - Voltage below normal, or shorted to low source
Engine coolant temperature sensor circuit - Voltage above normal, or shorted to high source
3
304 (or open circuit)
4 Engine coolant temperature sensor circuit - Voltage below normal, or shorted to low source
310 8 Engine speed signal error – Abnormal frequency or pulse width
318 8 Engine cooling fan speed signal error – Abnormal frequency or pulse width
4 Engine preheat relay circuit – Voltage below normal, or shorted to low source (or open circuit)
322
6 Engine preheat relay circuit - Current above normal
4 Fuel warmer relay circuit - Voltage below normal, or shorted to low source (or open circuit)
325
6 Fuel warmer relay circuit – Current above normal
4 Anti-restart relay circuit - Voltage below normal, or shorted to low source (or open circuit)
327
6 Anti-restart relay circuit – Current above normal
Engine power mode selector circuit – Voltage above normal, or shorted to high source (or
3
346 open circuit)
4 Engine power mode selector circuit – Voltage below normal, or shorted to low source
0 Brake oil pressure sensor data above normal range (or open circuit)
1 Brake oil pressure sensor data below normal range
503
2 Brake oil pressure sensor data error
4 Brake oil pressure sensor circuit – Voltage below normal, or shorted to Low Source
0 Parking oil pressure sensor data above normal range (or open circuit)
1 Parking oil pressure sensor data below normal range
507
2 Parking oil pressure sensor data error
4 Parking oil pressure sensor circuit - Voltage below normal, or shorted to low source
Clutch cut off mode selector circuit – Voltage above normal, or shorted to high source (or
3
551 open circuit)
4 Clutch cut off mode selector circuit – Voltage below normal, or shorted to low source
Transmission shift mode selector circuit – Voltage above normal, or shorted to high source (or
3
552 open circuit)
4 Transmission shift mode selector circuit – Voltage below normal, or shorted to low source
0 Differential lock pressure sensor data above normal range (or open circuit)
1 Differential lock pressure sensor data below normal range
558
2 Differential lock pressure sensor data error
4 Differential lock pressure sensor circuit - Voltage below normal, or shorted to low source
701 4 Hourmeter circuit - Voltage below normal, or shorted to low source
0 Battery voltage high
705
1 Battery voltage low
3-20
707 1 Alternator node I voltage low (or open circuit)
3 Buzzer circuit - Voltage above normal, or shorted to high source
723
4 Buzzer circuit - Voltage below normal, or shorted to low source (or open circuit)
4 Wiper relay circuit - Voltage below normal, or shorted to low source (or open circuit)
727
6 Wiper relay circuit – Current above normal
Boom position sensor signal circuit – Voltage above normal, or shorted to high
3
728 source (or open circuit)
4 Boom position sensor signal circuit – Voltage below normal, or shorted to low source
Bucket position sensor signal circuit – Voltage above normal, or shorted to high
3
source (or open circuit)
729
Bucket position sensor signal circuit – Voltage below normal, or shorted to low
4
source
730 19 APTC heater PWM output duty operation error
830 12 MCU internal memory error
840 2 Cluster communication error
841 2 ECM communication error
842 2 TCU communication error
843 2 APTC communication error
844 2 Monitor communication error
850 2 RCM communication error
3-21
2) ENGINE FAULT CODES
Fault code
J1939 SPN Reason Effect (only when fault code is active)
J1939 FMI
Engine control module critical internal failure - Possible no noticeable performance effects,
111
Bad intelligent device or component. Error engine dying, or hard starting.
629
internal to the ECM related to memory hardware
12
failures or internal ECM voltage supply circuits.
Engine magnetic crankshaft speed/position lost Fueling to injectors is disabled and the engine
115 both of two signals - Data erratic, intermittent, or can not be started.
612 incorrect. The ECM has detected that the
2 primary engine speed sensor and the backup
engine speed sensor signals are reversed.
Intake manifold 1 pressure sensor circuit - Engine power derate.
122 Voltage above normal, or shorted to high source.
102 High signal voltage detected at the intake
3 manifold pressure circuit.
Intake manifold 1 pressure sensor circuit - Engine power derate.
123 Voltage below normal, or shorted to low Source.
102 Low signal voltage or open circuit detected at the
4 intake manifold pressure circuit.
Intake manifold 1 pressure - Data valid but above Engine power derate.
124 normal operational range - Moderately severe
102 level. Intake manifold pressure has exceeded the
16 maximum limit for the given engine rating.
Accelerator pedal or lever position sensor 1 Severe derate in power output of the engine.
131 circuit - Voltage above normal, or shorted to high Limp home power only.
91 source. High voltage detected at accelerator
3 pedal position circuit.
Accelerator pedal or lever position sensor 1 Severe derate in power output of the engine.
132 circuit - Voltage below normal, or shorted to low Limp home power only.
91 source. Low voltage detected at accelerator
4 pedal position signal circuit.
Remote accelerator pedal or lever position Remote accelerator will not operate. Remote
133 sensor 1 circuit - Voltage above normal, or accelerator position will be set to zero percent.
974 shorted to high source. High voltage detected at
3 remote accelerator pedal position circuit.
Remote accelerator pedal or lever position Remote accelerator will not operate. Remote
134 sensor 1 circuit - Voltage below normal, or accelerator position will be set to zero percent.
974 shorted to low source. Low voltage detected at
4 remote accelerator pedal position signal circuit.
Engine oil rifle pressure 1 sensor circuit - Voltage None on performance. No engine protection
135 above normal, or shorted to high source. High for oil pressure.
100 signal voltage detected at the engine oil pressure
3 circuit.
Engine oil rifle pressure 1 sensor circuit - Voltage None on performance. No engine protection
141 below normal, or shorted to low source. Low for oil pressure.
100 signal voltage detected at engine oil pressure
4 circuit.
143 Engine oil rifle pressure - Data valid but below None on performance.
100 normal operational range - Moderately severe
18 level.
Engine coolant temperature 1 sensor circuit - Possible white smoke. Fan will stay ON if
144
Voltage above normal, or shorted to high source. controlled by ECM. No engine protection for
110
High signal voltage or open circuit detected at engine coolant temperature.
3
engine coolant temperature circuit.
3-22
Fault code
J1939 FMI
Engine Coolant Temperature 1 Sensor Circuit - Possible white smoke. Fan will stay ON if
145
Voltage Below Normal, or Shorted to Low controlled by ECM. No engine protection for
110
Source. Low signal voltage detected at engine engine coolant temperature.
4
coolant temperature circuit.
Engine Coolant Temperature - Data Valid but Progressive power derate increasing in
146 Above Normal Operational Range - Moderately severity from time of alert.
110 Severe Level. Engine coolant temperature signal
16 indicates engine coolant temperature is above
engine protection warning limit.
Accelerator Pedal or Lever Position 1 Sensor Severe derate in power output of the engine.
Circuit Frequency - Data Valid but Below Normal Limp home power only.
147
Operational Range - Most Severe Level. A
91
frequency of less than 100 Hz has been
1
detected at the frequency throttle input to the
ECM.
Accelerator Pedal or Lever Position Sensor 1 - Severe derate in power output of the engine.
148 Data Valid but Above Normal Operational Limp home power only.
91 Range - Most Severe Level. A frequency of
0 more than 1500 Hz has been detected at the
frequency throttle input to the ECM.
Engine Coolant Temperature - Data Valid but Progressive power derate increasing in
151 Above Normal Operational Range - Most severity from time of alert. If Engine Protection
110 Severe Level. Engine coolant temperature signal Shutdown feature is enabled, engine will shut
0 indicates engine coolant temperature above down 30 seconds after Red Stop Lamp starts
engine protection critical limit. flashing.
Intake Manifold 1 Temperature Sensor Circuit - Possible white smoke. Fan will stay ON if
153 Voltage Above Normal, or Shorted to High controlled by ECM. No engine protection for
105 Source. High signal voltage detected at intake intake manifold air temperature.
3 manifold air temperature circuit.
Intake Manifold 1 Temperature Sensor Circuit - Possible white smoke. Fan will stay ON if
154 Voltage Below Normal, or Shorted to Low controlled by ECM. No engine protection for
105 Source. Low signal voltage detected at intake intake manifold air temperature.
4 manifold air temperature circuit.
Intake Manifold 1 Temperature - Data Valid but Progressive power derate increasing in
155 Above Normal Operational Range - Most severity from time of alert. If Engine Protection
105 Severe Level. Intake manifold air temperature Shutdown feature is enabled, engine will shut
0 signal indicates intake manifold air temperature down 30 seconds after Red Stop Lamp starts
above engine protection critical limit. flashing.
187 Sensor Supply 2 Circuit - Voltage Below Normal, Engine power derate.
520195 or Shorted to Low Source. Low voltage detected
4 at the sensor supply number 2 circuit.
195 Coolant Level Sensor 1 Circuit - Voltage Above None on performance.
111 Normal, or Shorted to High Source. High signal
3 voltage detected at engine coolant level circuit.
196 Coolant Level Sensor 1 Circuit - Voltage Below None on performance.
111 Normal, or Shorted to Low Source. Low signal
4 voltage detected at engine coolant level circuit.
197 Coolant Level - Data Valid but Below Normal None on performance.
111 Operational Range - Moderately Severe Level.
18 Low coolant level has been detected.
Barometric Pressure Sensor Circuit - Voltage Engine power derate.
221
Above Normal, or Shorted to High Source. High
108
signal voltage detected at barometric pressure
3
circuit.
3-23
Fault code
J1939 FMI
Barometric Pressure Sensor Circuit - Voltage Engine power derate.
222
Below Normal, or Shorted to Low Source. Low
108
signal voltage detected at barometric pressure
4
circuit.
227 Sensor Supply 2 Circuit - Voltage Above Normal, Engine power derate.
520195 or Shorted to High Source. High voltage
3 detected at sensor supply number 2 circuit.
Engine Crankshaft Speed/Position - Data Valid Fuel injection disabled until engine speed falls
234
but Above Normal Operational Range - Most below the overspeed limit.
190
Severe Level. Engine speed signal indicates
0
engine speed above engine protection limit.
Coolant Level - Data Valid but Below Normal Progressive power derate increasing in
235 Operational Range - Most Severe Level. Low severity from time of alert. If Engine Protection
111 engine coolant level detected. Shutdown feature is enabled, engine will shut
1 down 30 seconds after Red Stop Lamp starts
flashing.
237 External Speed Command Input (Multiple Unit
644 Synchronization) - Data Erratic, Intermittent, or
2 Incorrect. Communication between multiple
engines may be intermittent.
238 Sensor Supply 3 Circuit - Voltage Below Normal, Possible hard starting and rough running.
520196 or Shorted to Low Source. Low voltage detected
4 on the +5 volt sensor supply circuit to the engine
speed sensor.
241 Wheel-based vehicle speed - Data erratic, Engine speed limited to ,maximum engine
84 intermittent, or incorrect. The ECM lost the speed without VSS parameter value. Cruise
2 vehicle speed signal. control, gear-down protection, and road speed
governor will not work.
242 Wheel-based vehicle speed sensor circuit Engine speed limited to maximum engine
84 tampering has been detected - Abnormal rate of speed without VSS parameter value. Cruise
10 change. Signal indicates an intermittent control, gear-down protection, and road speed
connection or VSS tampering. g+H53overnor will not work.
245 Fan control circuit - Voltage below normal, or The fan may stay on continuously or not run at
647 shorted to low source. Low signal voltage all.
4 detected at the fan control circuit when
commanded on.
271 Fuel pump pressurizing assembly 1 circuit - Engine will run poorly at idle. Engine will have
1347 Voltage below normal, or shorted to low source. low power. Fuel pressure will be higher than
4 Low signal voltage detected at the fuel pump commanded.
actuator circuit.
Fuel pump pressurizing assembly 1 circuit - Engine will not run or engine will run poorly.
272
Voltage above normal, or shorted to high source.
1347
High signal voltage or open circuit detected at
3
the fuel pump actuator circuit.
281 Fuel pump pressur izing assembly 1 - Engine will not run or possible low power.
1347 Mechanical system not responding properly or
7 out of adjustment.
SAE J1939 multiplexing PGN timeout error - At least one multiplexed device will not
285
Abnormal update rate. The ECM expected operate properly.
639
information from a multiplexed device but did not
9
receive it soon enough or did not receive it at all.
SAE J1939 multiplexing configuration error - At least one multiplexed device will not
286
Out of calibration. The ECM expected operate properly.
639
information from a multiplexed device but only
13
received a portion of the necessary information.
3-24
Fault code
J1939 FMI
SAE J1939 multiplexed accelerator pedal or Engine may only idle or engine will not
287 lever sensor system - received network data In accelerate to full speed.
91 error. The OEM vehicle electronic control unit
19 (VECM) detected a fault with its accelerator
pedal.
SAE J1939 Multiplexing Remote Accelerator The engine will not respond to the remote
288 Pedal or Lever Position Sensor Circuit - throttle. Engine may only idle. The primary or
974 Received Network Data In Error. The OEM cab accelerator may be able to be used.
19 vehicle electronic control unit (VECM) detected
a fault with the remote accelerator.
292 Auxiliary temperature Sensor Input 1 - Special Possible engine power derate.
441 instructions.
14
Auxiliary temperature sensor input 1 circuit - None on performance.
293 Voltage above normal, or shorted to high
441 source. High signal voltage or open circuit
3 detected at the OEM auxiliary temperature
circuit.
Auxiliary temperature sensor input 1 circuit - None on performance.
294 Voltage below normal, or shorted to low source.
441 Low signal voltage detected at the OEM
4 auxiliary temperature circuit.
296 Auxiliary pressure sensor input 1 - Special Possible engine power derate.
1388 instructions.
14
Auxiliary pressure sensor input 1 circuit - None on performance.
297
Voltage above normal, or shorted to high
1388
source. High signal voltage detected at the OEM
3
pressure circuit.
Auxiliary pressure sensor input 1 circuit - None on performance.
1388 Low signal voltage or open circuit detected at
4 the OEM pressure circuit.
319 Real time clock power interrupt - Data erratic, None on performance. Data in the ECM will
251 intermittent, or incorrect. Real time clock lost not have accurate time and date information.
2 power.
Injector solenoid driver cylinder 1 circuit - Engine can possibly misfire or run rough.
Current below normal, or open circuit. High
322 resistance detected on injector number 1 circuit
651 or no current detected at number 1 injector
5 driver or return pin when the voltage supply at
the harness is on.
the harness is on.
the harness is on.
the harness is on.
3-25
Fault code
J1939 FMI
331
resistance detected on injector number 2 circuit
652
or no current detected at number 2 injector
5
driver or return pin when the voltage supply at
the harness is on.
332
resistance detected on injector number 4 circuit
654
or no current detected at number 4 injector
5
driver or return pin when the voltage supply at
the harness is on.
Engine coolant temperature - Data erratic, The ECM will estimate engine coolant
334
intermittent, or incorrect. The engine coolant temperature.
110
temperature reading is not changing with engine
2
operating conditions.
342 Electronic calibration code incompatibility - Out Possible no noticeable performance effects,
630 of calibration. An incompatible calibration has engine dying, or hard starting.
13 been detected in the ECM.
343 Engine control module warning internal No performance effects or possible severe
620 hardware failure - Bad intelligent device or power derate.
12 component. Internal ECM failure.
351 Injector power supply - Bad intelligent device or Possible smoke, low power, engine misfire,
627 component. The ECM measured injector boost and/or engine will not start.
12 voltage is low.
352 Sensor supply 1 circuit - Voltage below normal, Engine power derate.
1079 or shorted to low source. Low voltage detected
4 at sensor supply number 1 circuit.
386 Sensor supply 1 circuit - Voltage above normal, Engine power derate.
1079 or shorted to high source. High voltage detected
3 at sensor supply number 1 circuit.
Engine oil rifle pressure - Data valid but below Progressive power derate increasing in
415 normal operational range - Most severe level. Oil severity from time of alert. If engine protection
100 pressure signal indicates oil pressure below the shutdown feature is enabled, engine will shut
1 engine protection critical limit. down 30 seconds after red stop lamp starts
flashing.
418 Water in fuel indicator - Data valid but above Possible white smoke, loss of power, or hard
97 normal operational range - Least severe level. starting.
15 water has been detected in the fuel filter.
428 Water in fuel indicator sensor circuit - Voltage None on performance. No water in fuel
97 above normal, or shorted to high source. High warning available.
3 voltage detected at the water in fuel circuit.
429 Water in fuel indicator sensor circuit - Voltage None on performance. No water in fuel
97 below normal, or shorted to low source. Low warning available.
4 voltage detected at the water in fuel circuit.
Accelerator pedal or lever idle validation switch - Engine will only idle.
431 Data erratic, intermittent, or incorrect. Voltage
558 detected simultaneously on both idle validation
2 and off-idle validation switches.
Accelerator pedal or lever idle validation circuit - Engine will only idle.
432 Out of calibration. Voltage at idle validation
558 on-idle and off-idle circuit does not match
13 accelerator pedal position.
3-26
Fault code
J1939 FMI
Engine oil rifle pressure - Data erratic, None on performance. No engine protection
435
intermittent, or incorrect. An error in the engine for oil pressure.
100
oil pressure switch signal was detected by the
2
ECM.
Battery 1 voltage - Data valid but below normal Engine may stop running or be difficult to start.
441
operational range - Moderately severe level.
168
ECM supply voltage is below the minimum
18
system voltage level.
Battery 1 Voltage - Data valid but above normal Possible electrical damage to all electrical
442
operational range - Moderately severe level. components.
168
ECM supply voltage is above the maximum
16
system voltage level.
449 Injector metering rail 1 pressure - Data valid but None or possible engine noise associated with
157 above normal operational range - Most severe higher injection pressures (especially at idle or
0 level. light load). Engine power is reduced.
Injector metering rail 1 pressure sensor circuit - Power and or speed derate.
451
Voltage above normal, or shorted to high source.
157
High signal voltage detected at the rail fuel
3
pressure sensor circuit.
Injector metering rail 1 pressure sensor circuit - Power and or speed derate.
452
Voltage below normal, or shorted to low source.
157
Low signal voltage detected at the rail fuel
4
pressure sensor circuit.
Intake manifold 1 temperature - Data valid but Progressive power derate increasing in
488 above normal operational range - Moderately severity from time of alert.
157 severe level. Intake manifold air temperature
16 signal indicates intake manifold air temperature
is above the engine protection warning limit.
497 Multiple unit synchronization switch - Data
1377 erratic, intermittent, or incorrect.
2
523 Auxiliary intermediate (PTO) speed switch None on performance.
611 validation - Data erratic, intermittent, or
2 incorrect.
Auxiliary input/output 2 circuit - Voltage above None on performance.
527 normal, or shorted to high source. High signal
702 voltage or open circuit has been detected at the
3 auxiliary input/output 2 circuit.
528 Auxiliary alternate torque validation switch - None on performance.
93 Data erratic, intermittent, or incorrect.
2
Auxiliary input/output 3 circuit - Voltage above
529
normal, or shorted to high source. Low signal
703
voltage has been detected at the auxiliary input/
3
output 2 circuit.
Injector metering rail 1 pressure - Data valid but The ECM will estimate fuel pressure and
553 above normal operational range - Moderately power is reduced.
157 severe level. The ECM has detected that fuel
16 pressure is higher than commanded pressure.
Injector metering rail 1 pressure - Data erratic, Possibly hard to start, low power, or engine
554 Intermittent, or incorrect. The ECM has smoke.
157 detected that the fuel pressure signal is not
2 changing.
3-27
Fault code
J1939 FMI
Injector metering rail 1 pressure - Data Valid Either the engine will not start or the engine
559 but Below Normal Operational Range - will not have starter lockout protection.
157 Moderately Severe Level. The ECM has
18 detected that fuel pressure is lower than
commanded pressure.
Starter relay driver circuit - Voltage above The engine will not have starter lockout
584
normal, or shorted to high source. Open circuit protection.
677
or high voltage detected at starter lockout
3
circuit.
585 Starter relay driver circuit - Voltage below Engine power derate. The ECM uses an
677 normal, or shorted to low source. Low voltage estimated turbocharger speed.
4 detected at starter lockout circuit.
Turbocharger 1 speed - Data valid but above Amber lamp will light until high battery voltage
595
normal operational range - Moderately severe condition is corrected.
103
level. High turbocharger speed has been
16
detected.
599 Auxiliary commanded dual output shutdown - None or possible engine noise associated with
640 Special instructions. higher injection pressures (especially at idle or
14 light load). Engine power is reduced.
Turbocharger 1 speed - Data valid but below Engine can run rough. Possibly poor starting
687
normal operational range - Moderately severe capability. Engine runs using backup speed
103
level. Low turbocharger speed detected by the sensor. Engine power is reduced.
18
ECM.
689 Engine crankshaft speed/position - Data Engine power derate.
190 erratic, intermittent, or incorrect. Loss of signal
2 from crankshaft sensor.
Turbocharger 1 compressor inlet temperature Engine power derate.
691 circuit - Voltage above normal, or shorted to
1172 high source. High signal voltage detected at
3 turbocharger compressor inlet air temperature
circuit.
Turbocharger 1 compressor inlet temperature Engine will run derated. Excessive black
692
circuit - Voltage below normal, or shorted to low smoke, hard start, and rough idle possible.
1172
source. Low signal voltage detected at
4
turbocharger compressor inlet air tempera
Engine speed / position camshaft and Possible no noticeable performance effects,
crankshaft misalignment - Mechanical system engine dying, or hard starting.
731
not responding properly or out of adjustment.
723
mechanical misalignment between the
7
crankshaft and camshaft engine speed
sensors.
757 Electronic control module data lost - Condition Possible poor starting. Engine power derate.
611 exists. Severe loss of data from the ECM.
31
Engine camshaft speed / position sensor - Possible engine power derate.
778
Data erratic, intermittent, or incorrect. The ECM
723
has detected an error in the camshaft position
2
sensor signal.
Auxiliary equipment sensor input 3 - Root Possible no noticeable performance effects or
779 cause not known. e n g i n e d y i n g o r h a r d s t a r t i n g . Fa u l t
703 information, trip information, and maintenance
11 monitor data may be inaccurate.
3-28
Fault code
J1939 FMI
Power supply lost with ignition on - Data erratic, Engine will shut down.
intermittent, or incorrect. Supply voltage to the
1117 ECM fell below 6.2 volts momentarily, or the
627 ECM was not allowed to power down correctly
2 (retain battery voltage for 30 seconds after key
OFF).
1633 OEM datalink cannot transmit - Data erratic, Engine will only idle.
625 intermittent, or incorrect. Communications
2 within the OEM datalink network is intermittent.
Sensor supply 4 circuit - Voltage above normal, Engine will only idle.
2185 or shor ted to high source. High voltage
520197 detected at +5 volt sensor supply circuit to the
3 accelerator pedal position sensor.
Sensor supply 4 circuit - Voltage below normal, Possibly hard to start, low power, or engine
2186 or shorted to low source. Low voltage detected smoke.
520197 at +5 volt sensor supply circuit to the
4 accelerator pedal position sensor.
Injector metering rail 1 pressure - Data valid but Engine may be difficult to start.
2249 below normal operational range - Most severe
157 level. The ECM has detected that fuel pressure
1 is lower than commanded pressure.
Electric lift pump for engine fuel supply circuit - Engine may be difficult to start.
2265 Voltage above normal, or shorted to high
1075 source. High voltage or open detected at the
3 fuel lift pump signal circuit.
Electric lift pump for engine fuel supply circuit - Possible low power.
1075 Low signal voltage detected at the fuel lift pump
4 circuit.
Electronic fuel injection control valve circuit -Engine may exhibit misfire as control switches
2311 Condition exists. Fuel pump actuator circuit from the primary to the backup speed sensor.
633 resistance too high or too low. Engine power is reduced while the engine
31 operates on the backup speed sensor.
2321 Engine crankshaft speed/position - Data erratic, Possible low power.
190 intermittent, or incorrect. crankshaft engine
2 speed sensor intermittent synchronization.
Engine camshaft speed / position sensor - Data Engine power derate.
2322
erratic, intermittent, or incorrect. Camshaft
723
engine speed sensor intermittent
2
synchronization.
2345 Turbocharger 1 Speed - Abnormal rate of Engine power derate.
103 change. The turbocharger speed sensor has
10 detected an erroneous speed value.
Turbocharger turbine inlet temperature Engine power derate.
2346 (Calculated) - Data valid but above normal
2789 operational range - Least severe level.
15 Turbocharger turbine inlet temperature has
exceeded the engine protection limit.
2347 Turbocharger compressor outlet temperature Engine brake on cylinders 1, 2, and 3 can not
2790 (Calculated) - Data valid but above normal be activated or exhaust brake will not operate.
15 operational range - Least severe level.
2377 Fan control circuit - Voltage above normal, or Variable geometry turbocharger will go to the
647 shorted to high source. Open circuit or high open position.
3 voltage detected at the fan control circuit.
3-29
Fault code
J1939 FMI
2384 VGT actuator driver circuit - Voltage below Variable geometry turbocharger may be in
641 normal, or shorted to low source. Low voltage either the open or closed position.
4 detected at turbocharger control valve circuit.
VGT actuator driver circuit - Voltage above The intake air heaters may be ON or OFF all
2385
normal, or shorted to high source. Open circuit the time.
641
or high voltage detected at turbocharger
3
control valve circuit.
2555 Intake air heater 1 circuit - Voltage above The intake air heaters may be ON or OFF all
729 normal, or shorted to high source. High voltage the time.
3 detected at the intake air heater signal circuit.
2556 Intake air heater 1 circuit - Voltage below Can not control transmission.
729 normal, or shorted to low source. Low voltage
4 detected at the intake air heater signal circuit.
2557 Auxiliary PWM driver 1 circuit - Voltage above Can not control transmission.
697 normal, or shorted to high source. High signal
3 voltage detected at the analog torque circuit.
2558 Auxiliary PWM driver 1 circuit - Voltage below Power derate and possible engine shutdown if
697 normal, or shorted to low source. Low signal engine protection shutdown feature is enabled.
4 voltage detected at the analog torque circuit.
Intake manifold 1 pressure - Data erratic,
2973 intermittent, or incorrect. The ECM has
102 detected an intake manifold pressure signal
2 that is too high or low for current engine
operating conditions.
3-30
3) DEFINITION OF OPERATING MODES
(1) Normal
There's no failure detected in the transmission system or the failure has no or slight effects on
transmission control. TCU will work without or in special cases with little limitations. (See
following table)
(2) Substitute clutch control
TCU can't change the gears or the direction under the control of the normal clutch modulation.
TCU uses the substitute strategy for clutch control. All modulations are only time controlled.
(Comparable with EST 25)
(3) Limp-home
The detected failure in the system has strong limitations to transmission control. TCU can
engage only one gear in each direction. In some cases only one direction will be possible.
TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator
must shift the gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the gear selector
into forward or reverse, the TCU will select the limp-home gear.
If output speed is less than a threshold for reversal speed and TCU has changed into the limp-
home gear and the operator selects a shuttle shift, TCU will shift immediately into the limp-home
gear of the selected direction.
If output speed is greater than the threshold, TCU will shift the transmission into neutral. The
operator has to slow down the vehicle and must shift the gear selector into neutral position.
(4) Transmission-shutdown
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power supply (VPS1).
Transmission shifts to neutral. The park brake will operate normally, also the other functions
which use ADM1 to ADM8.
The operator has to slow down the vehicle. The transmission will stay in neutral.
(5) TCU-shutdown
TCU has detected a severe failure that disables control of system.
TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2). The
park brake will engage, also functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
※ Abbreviations
OC : Open circuit
SC : Short circuit
OP mode : Operating mode
TCU : Transmission control unit
EEC : Electronic engine controller
PTO : Power take off
3-31
4) TRANSMISSION FAULT CODES
Fault code Meaning of the fault code Reaction of the TCU Possible steps to repair
(Hex) possible reason for fault detection
10 Logical error at direction select signal TCU shifts transmission to · Check the cables from TCU to shift
3rd shift lever neutral if selector active lever 3
T C U d e t e c t e d a w r o n g s i g n a l OP mode : Transmission · Check signal combinations of shift
combination for the direction shutdown if lever positions F-N-R
·Cable from shift lever 3 to TCU is broken selector active · If shift lever is a CAN shift lever
·Cable is defective and is contacted to check CAN cable/shifter/device
battery voltage or vehicle ground ※ Fault is cleared if TCU detects a
·Shift lever is defective valid neutral signal for the direction
at the shift lever
11 Logical error at gear range signal TCU shifts transmission to · Check the cables from TCU to shift
TCU detected a wrong signal combination neutral lever
for the gear range OP mode : Transmission · Check signal combinations of shift
·Cable from shift lever to TCU is broken shutdown lever positions for gear range
·Cable is defective and is contacted to ※ Failure cannot be detected in
battery voltage or vehicle ground systems with DW2/DW3 shift lever.
·Shift lever is defective Fault is taken back if TCU detects a
valid signal for the position
12 Logical error at direction select signal TCU shifts transmission to · Check the cables from TCU to shift
TCU detected a wrong signal combination neutral lever
for the direction OP mode : Transmission · Check signal combinations of shift
·Cable from shift lever to TCU is broken shutdown lever positions F-N-R
·Cable is defective and is contacted to ※ Fault is taken back if TCU detects a
battery voltage or vehicle ground valid signal for the direction at the
·Shift lever is defective shift lever
13 Logical error at engine derating device After selecting neutral, · Check engine derating device
TCU detected no reaction of engine while TCU change to OP mode ※ This fault is reset after power up of
derating device active limp home TCU
15 Logical error at direction select signal 2 TCU shifts transmission to · Check the cables from TCU to shift
shift lever neutral if selector active lever 2
TCU detected a wrong signal combination OP mode : Transmission · Check signal combinations of shift
for the direction shutdown if lever positions F-N-R
·Cable from shift lever 2 to TCU is broken elector active ※ Fault is taken back if TCU detects a
·Cable is defective and is contacted to valid neutral signal for the direction
battery voltage or vehicle ground at the shift lever
·Shift lever is defective
17 S.C. to ground at customer specific Customer specific · Check the cable from TCU to
function No. 1 (ride control) customer specific function No. 1
TCU detected a wrong voltage at the device
output pin, that looks like a S.C. to vehicle · C h e ck t h e c o n n e c t o r s f r o m
ground customer specific function No. 1 to
·Cable is defective and is contacted to TCU
vehicle ground · Check the resistance of customer
·Customer specific function No. 1 device specific function No. 1 device
has an internal defect
·Connector pin is contacted to vehicle
ground
※ Some fault codes are not applied to this machine.
3-32
18 S.C. to battery voltage at customer specific Customer specific · Check the cable from TCU to
function No. 1 (ride control) customer specific function No. 1
output pin, that looks like a S.C. to battery · C h e ck t h e c o n n e c t o r s f r o m
voltage customer specific function No. 1 to
·Cable is defective and is contacted to TCU
battery voltage · Check the resistance of customer
·Connector pin is contacted to battery
voltage
19 O.C. at customer specific function No. 1 Customer specific · Check the cable from TCU to
(ride control) customer specific function No. 1
output pin, that looks like a O.C. for this · C h e ck t h e c o n n e c t o r s f r o m
output pin customer specific function No. 1
·Cable is defective and has no connection device to TCU
to TCU · Check the resistance of customer
·Connector has no connection to TCU
21 S.C. to battery voltage at clutch cut off Clutch cut off function is · Check the cable from TCU to the
input disabled sensor
The measured voltage is too high: OP mode : Normal · Check the connectors
·Cable is defective and is contacted to · Check the clutch cut off sensor
battery voltage
·Clutch cut off sensor has an internal defect
·Connector pin is contacted to battery voltage
22 S.C. to ground or O.C. at clutch cut off Clutch cut off function is · Check the cable from TCU to the
input disabled sensor
The measured voltage is too low: OP mode : Normal · Check the connectors
·Cable is defective and is contacted to · Check the clutch cut off sensor
vehicle ground
·Cable has no connection to TCU
·Clutch cut off sensor has an internal
defect
ground or is broken
25 S.C. to batter y voltage or O.C. at No reaction, TCU use · Check the cable from TCU to the
transmission sump temperature sensor default temperature sensor
input OP mode : Normal · Check the connectors
The measured voltage is too high: · Check the temperature sensor
·Cable is defective and is contacted to
battery voltage
·Temperature sensor has an internal
defect
voltage or is broken
3-33
26 S.C. to batter y voltage or O.C. at No reaction, TCU uses · Check the cable from TCU to the
transmission sump temperature sensor default temperature sensor
input OP mode : Normal · Check the connectors
The measured voltage is too low: · Check the temperature sensor
vehicle ground
·Temperature sensor has an internal defect
ground
27 S.C. to batter y voltage or O.C. at No reaction, TCU uses · Check the cable from TCU to the
retarder temperature sensor input default temperature sensor
The measured voltage is too high: OP mode : Normal · Check the connectors
·Cable is defective and is contacted to · Check the temperature sensor
battery voltage
voltage or is broken
28 S.C. to ground at retarder temperature No reaction, TCU uses · Check the cable from TCU to the
sensor input default temperature sensor
The measured voltage is too low: OP mode : Normal · Check the connectors
·Cable is defective and is contacted to · Check the temperature sensor
vehicle ground
·Connector pin is contacted to vehicle ground
31 S.C. to battery voltage or O.C. at engine OP mode : Substitute clutch · Check the cable from TCU to the
speed input control sensor
TCU measures a voltage higher than · Check the connectors
7.00V at speed input pin · Check the speed sensor
battery voltage
·Speed sensor has an internal defect
voltage or has no contact
32 S.C. to ground at engine speed input OP mode : Substitute clutch · Check the cable from TCU to the
TCU measures a voltage less than 0.45V control sensor
at speed input pin · Check the connectors
·Cable/connector is defective and is · Check the speed sensor
contacted to vehicle ground
33 Logical error at engine speed input OP mode : Substitute clutch · Check the cable from TCU to the
TCU measures a engine speed over a control sensor
threshold and the next moment the · Check the connectors
measured speed is zero · Check the speed sensor
·Cable/connector is defective and has bad · Check the sensor gap
contact ※ This fault is reset after power up of
·Speed sensor has an internal defect TCU
·Sensor gap has the wrong size
3-34
34 S.C. to battery voltage or O.C. at turbine OP mode : Substitute clutch · Check the cable from TCU to the
TCU measures a voltage higher than If a failure is existing at · Check the connectors
7.00V at speed input pin output speed, · Check the speed sensor
·Cable is defective and is contacted to TCU shifts to neutral
vehicle battery voltage OP mode : Limp home
35 S.C. to ground at turbine speed input OP mode : Substitute clutch · Check the cable from TCU to the
at speed input pin If a failure is existing at · Check the connectors
·Cable/connector is defective and is output speed, · Check the speed sensor
contacted to vehicle ground TCU shifts to neutral ※ This fault is reset after power up of
·Speed sensor has an internal defect OP mode : Limp home TCU
36 Logical error at turbine speed input OP mode : Substitute clutch · Check the cable from TCU to the
TCU measures a turbine speed over a control sensor
threshold and at the next moment the If a failure is existing at · Check the connectors
measured speed is zero output speed, · Check the speed sensor
·Cable/connector is defective and has bad TCU shifts to neutral · Check the sensor gap
contact OP mode : Limp home
37 S.C. to battery voltage or O.C. at internal OP mode : Substitute clutch · Check the cable from TCU to the
TCU measures a voltage higher than · Check the connectors
7.00V at speed input pin · Check the speed sensor
vehicle battery voltage
38 S.C. to ground at turbine speed input OP mode : Substitute clutch · Check the cable from TCU to the
at speed input pin · Check the connectors
·Cable/connector is defective and is · Check the speed sensor
39 Logical error at internal speed input OP mode : Substitute clutch · Check the cable from TCU to the
TCU measures a internal speed over a control sensor
threshold and at the next moment the · Check the connectors
measured speed is zero · Check the speed sensor
·Cable/connector is defective and has bad · Check the sensor gap
contact ※ This fault is reset after power up of
·Speed sensor has an internal defect TCU
3A S.C. to battery voltage or O.C. at output Special mode for gear · Check the cable from TCU to the
speed input selection sensor
TCU measures a voltage higher than OP mode : S u b s t i t u t e · Check the connectors
12.5V at speed input pin clutch control · Check the speed sensor
·Cable is defective and is contacted to If a failure is existing at
battery voltage turbine speed,
·Cable has no connection to TCU TCU shifts to neutral
·Speed sensor has an internal defect OP mode : Limp home
3-35
3B S.C. to ground at output speed input Special mode for gear · Check the cable from TCU to the
TCU measures a voltage less than 1.00V selection sensor
at speed input pin OP mode : Substitute clutch · Check the connectors
·Cable/connector is defective and is control · Check the speed sensor
contacted to vehicle ground If a failure is existing at
·Speed sensor has an internal defect turbine speed,
TCU shifts to neutral
OP mode : Limp home
3C Logical error at output speed input Special mode for gear · Check the cable from TCU to the
TCU measures a turbine speed over a selection sensor
threshold and at the next moment the OP mode : Substitute clutch · Check the connectors
measured speed is zero control · Check the speed sensor
·Cable/connector is defective and has bad If a failure is existing at · Check the sensor gap
contact turbine speed, ※ This fault is reset after power up of
·Speed sensor has an internal defect TCU shifts to neutral TCU
·Sensor gap has the wrong size OP mode : Limp home
3D Turbine speed zero doesn't fit to other - · Not used
speed signals
3E Output speed zero doesn't fit to other Special mode for gear · Check the sensor signal of output
speed signals selection speed sensor
If transmission is not neutral and the OP mode : Substitute clutch · Check the sensor gap of output
shifting has finished, control speed sensor
TCU measures output speed zero and If a failure is existing at · Check the cable from TCU to the
turbine speed or internal speed not equal turbine speed, sensor
to zero. TCU shifts to neutral ※ This fault is reset after power up of
·Speed sensor has an internal defect OP mode : Limp home TCU
54 DCT1 timeout OP mode : Normal · Check display computer
Timeout of CAN-message DCT1 from · Check wire of CAN-Bus
display computer · Check cable to display computer
·Interference on CAN-Bus
·CAN wire/connector is broken
·CAN wire/connector is defective and has
contact to vehicle ground or battery
voltage
55 JSS timeout TCU shifts to neutral while · Check joystick steering controller
Timeout of CAN-message JSS from joystick steering is active · Check wire of CAN-Bus
joystick steering controller OP mode : Normal · Check cable to joystick steering
·Interference on CAN-Bus controller
·CAN wire/connector is defective and
has contact to vehicle ground or battery
voltage
56 Engine CONF timeout OP mode : Substitute · Check engine controller
Timeout of CAN-message engine CONF clutch control · Check wire of CAN-Bus
from engine controller · Check cable to engine controller
voltage
3-36
57 EEC1 timeout OP mode : Substitute · Check EEC controller
Timeout of CAN-message EEC1 from clutch control · Check wire of CAN-Bus
EEC controller · Check cable to EEC controller
voltage
58 EEC3 timeout OP mode : Substitute · Check EEC controller
Timeout of CAN-message EEC3 from clutch control · Check wire of CAN-Bus
EEC controller · Check cable to EEC controller
·CAN wire/connector is defective an has
voltage
5C Auto downshift signal No reaction · Check cluster controller
CAN signal for automatic downshift is · Check wire of CAN-Bus
defective · Check cable to cluster controller
·Cluster controller is defective
5D Manual downshift signal No reaction · Check cluster controller
CAN signal for manual downshift is · Check wire of CAN-Bus
defective · Check cable to controller
·Cluster controller is defective
5E CCO request signal No reaction · Check cluster controller
CAN signal for CCO request is defective · Check wire of CAN-Bus
·Cluster controller is defective · Check cable to controller
61 AEB request signal No reaction · Check I/O controller, Omron master
CAN signal for AEB request is defective OP mode : Normal · Check wire of CAN-Bus
·I/O controller is defective · Check cable to I/O controller,
·Interference on CAN-Bus Omron master
64 Sarting gear signal No reaction. · Check I/O controller
CAN signal for starting gear is defective TCU uses default starting · Check wire of CAN-Bus
·I/O controller is defective gear · Check cable to I/O controller
(illegal starting gear) OP mode : Normal
65 Engine torque signal OP mode : Substitute · Check engine controller
CAN signal for engine torque is defective clutch control · Check wire of CAN-Bus
·Engine controller is defective · Check cable to engine controller
69 Reference engine torque signal OP mode : Substitute · Check engine controller
CAN signal for reference of engine torque clutch control · Check wire of CAN-Bus
is defective · Check cable to engine controller
·Engine controller is defective
6A Actual engine torque signal OP mode : Substitute · Check engine controller
CAN signal for actual engine torque is clutch control · Check wire of CAN-Bus
defective · Check cable to engine controller
·Engine controller is defective
3-37
6E EEC2 timeout No reaction, TCU uses · Check EEC controller
Timeout of CAN-message EEC2 from default signal accelerator · Check wire of CAN-Bus
EEC controller pedal in idle position · Check cable to EEC controller
·Interference on CAN-Bus OP mode : Normal
voltage
71 S.C. to battery voltage at clutch K1 TCU shifts to neutral · Check the cable from TCU to the
The measured resistance value of the valve OP mode : Limp home gearbox
is out of limit, the voltage at K1 valve is too If failure at another clutch · Check the connectors from TCU to
high is pending the gearbox
·Cable/connector is defective and has TCU shifts to neutral · Check the regulator resistance*
contact to battery voltage OP mode : TCU shutdown · Check internal wire harness of the
·Cable/connector is defective and has gearbox
contact to another regulator output of the * See page 3-49
TCU
·Regulator has an internal defect
72 S.C. to ground at clutch K1 TCU shifts to neutral · Check the cable from TCU to the
is out of limit, the voltage at K1 valve is too If failure at another clutch · Check the connectors from gearbox
low is pending to TCU
contact to vehicle ground OP mode : TCU shutdown · Check internal wire harness of the
·Regulator has an internal defect gearbox
* See page 3-49
73 O.C. at clutch K1 TCU shifts to neutral · Check the cable from TCU to the
The measured resistance value of the OP mode : Limp home gearbox
valve is out of limit If failure at another clutch · Check the connectors from gearbox
·Cable/connector is defective and has no is pending to TCU
contact to TCU TCU shifts to neutral · Check the regulator resistance*
·Regulator has an internal defect OP mode : TCU shutdown · Check internal wire harness of the
gearbox
* See page 3-49
74 S.C. to battery voltage at clutch K2 TCU shifts to neutral · Check the cable from TCU to the
valve is out of limit, the voltage at K2 valve If failure at another clutch · Check the connectors from gearbox
is too high is pending to TCU
TCU
75 S.C. to ground at clutch K2 TCU shifts to neutral · Check the cable from TCU to the
is out of limit, the voltage at K2 valve is too If failure at another clutch · Check the connectors from gearbox
* See page 3-49
3-38
Fault code Meaning of the fault code
Reaction of the TCU Possible steps to repair
76 O.C. at clutch K2 TCU shifts to neutral 余 Check the cable from TCU to the
valve is out of limit If failure at another clutch 余 Check the connectors from gearbox
contact to TCU TCU shifts to neutral 余 Check the regulator resistance*
·Regulator has an internal defect OP mode : TCU shutdown 余 Check internal wire harness of the
gearbox
* See page 3-49
77 S.C. to battery voltage at clutch K3 TCU shifts to neutral 余 Check the cable from TCU to the
valve is out of limit, the voltage at K3 valve If failure at another clutch 余 Check the connectors from gearbox
·Cable/connector is defective and has TCU shifts to neutral 余 Check the regulator resistance*
contact to battery voltage OP mode : TCU shutdown 余 Check internal wire harness of the
TCU
78 S.C. to ground at clutch K3 TCU shifts to neutral 余 Check the cable from TCU to the
is out of limit, the voltage at K3 valve is too If failure at another clutch 余 Check the connectors from gearbox
contact to vehicle ground OP mode : TCU shutdown 余 Check internal wire harness of the
* See page 3-49
79 O.C. at clutch K3 TCU shifts to neutral 余 Check the cable from TCU to the
valve is out of limit If failure at another clutch 余 Check the connectors from gearbox
contact to TCU TCU shifts to neutral 余 Check the regulator resistance*
·Regulator has an internal defect OP mode : TCU shutdown 余 Check internal wire harness of the
gearbox
* See page 3-49
7D S.C. ground at engine derating device Engine derating will be on 余 Check the cable from TCU to the
·Cable is defective and is contacted to until engine derating device
vehicle ground TCU power down even if 余 Check the connectors from engine
·Engine derating device has an internal fault vanishes (Loose derating device to TCU
defect connection) 余 Check the resistance* of engine
·Connector pin is contacted to vehicle OP mode : Normal derating device
ground ö Not used
* See page 3-49
7E S.C. battery voltage at engine derating No reaction 余 Check the cable from TCU to the
device OP mode : Normal engine derating device
·Cable/connector is defective and is 余 Check the connectors from backup
contacted to battery voltage alarm device to TCU
·Engine derating device has an internal 余 Check the resistance* of backup
defect alarm device
* See page 3-49
侍#Some fault codes are not applied to this machine.
3-39
Fault code Meaning of the fault code
Reaction of the TCU Possible steps to repair
7F O.C. at engine derating device No reaction 余 Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal engine derating device
output pin, that looks like a O.C. for this 余 Check the connectors from engine
output pin derating device to TCU
·Cable is defective and has no connection 余 Check the resistance* of engine
to TCU derating device
·Engine derating device has an internal * See page 3-49
defect
81 S.C. to battery voltage at clutch K4 TCU shifts to neutral 余 Check the cable from TCU to the
valve is out of limit, the voltage at K4 valve If failure at another clutch 余 Check the connectors from gearbox
TCU
82 S.C. to ground at clutch K4 TCU shifts to neutral 余 Check the cable from TCU to the
The measured resistance value of the valve OP mode : Limp home engine derating device
is out of limit, the voltage at K4 valve is too If failure at another clutch 余 Check the connectors from gearbox
* See page 3-49
83 O.C. at clutch K4 余 Check the cable from TCU to the
The measured resistance value of the TCU shifts to neutral gearbox
valve is out of limit OP mode : Limp home 余 Check the connectors from gearbox
·Cable/connector is defective and has If failure at another clutch to TCU
contact to TCU is pending 余 Check the regulator resistance*
·Regulator has an internal defect TCU shifts to neutral 余 Check internal wire harness of the
OP mode : TCU shutdown gearbox
* See page 3-49
84 S.C. to battery voltage at clutch KV TCU shifts to neutral 余 Check the cable from TCU to the
valve is out of limit, the voltage at KV valve If failure at another clutch 余 Check the connectors from gearbox
TCU
85 S.C. to ground at clutch KV TCU shifts to neutral 余 Check the cable from TCU to the
is out of limit, the voltage at KV valve is too If failure at another clutch 余 Check the connectors from gearbox
* See page 3-49
侍#Some fault codes are not applied to this machine.
3-40
86 O.C. at clutch KV TCU shifts to neutral · Check the cable from TCU to the
·Cable/connector is defective and has is pending to TCU
gearbox
* See page 3-49
87 S.C. to battery voltage at clutch KR TCU shifts to neutral · Check the cable from TCU to the
valve is out of limit, the voltage at KR valve is If failure at another clutch · Check the connectors from gearbox
too high is pending to TCU
TCU
88 S.C. to ground at clutch KR TCU shifts to neutral · Check the cable from TCU to the
is out of limit, the voltage at KR valve is too If failure at another clutch · Check the connectors from gearbox
* See page 3-49
89 O.C. at clutch KR TCU shifts to neutral · Check the cable from TCU to the
gearbox
* See page 3-49
91 S.C. to ground at relay reverse warning Backup alarm will be on · Check the cable from TCU to the
alarm until backup alarm device
TCU detected a wrong voltage at the TCU power down even if · Check the connectors from backup
output pin, that looks like a S.C. to vehicle fa u l t va n i s h e s ( L o o s e alarm device to TCU
ground connection) · Check the resistance* of backup
·Cable is defective and is contact to OP mode : Normal alarm device
vehicle ground * See page 3-49
·Backup alarm device has an internal
defect
ground
92 S.C. to battery voltage at relay reverse No reaction · Check the cable from TCU to the
warning alarm OP mode : Normal backup alarm device
TCU detected a wrong voltage at the · Check the connectors from backup
output pin, that looks like a S.C. to battery alarm device to TCU
voltage · Check the resistance* of backup
·Cable is defective and is contacted to alarm device
battery voltage * See page 3-49
·Backup alarm device has an internal
defect
voltage
3-41
93 O.C. at relay reverse warning alarm No reaction · Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal backup alarm device
output pin, that looks like a O.C. for this · Check the connectors from backup
output pin alarm device to TCU
·Cable is defective and has no connection · Check the resistance* of backup
to TCU alarm device
·Backup alarm device has an internal * See page 3-49
defect
94 S.C. to ground at relay starter interlock No reaction · Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal stater interlock relay
output pin, that looks like a S.C. to vehicle · Check the connectors from starter
ground interlock relay to TCU
·Cable is defective and is connection to · Check the resistance* of starter
vehicle ground interlock relay
·Starter interlock relay has an internal * See page 3-49
defect
ground
95 S.C. to battery voltage at relay starter No reaction · Check the cable from TCU to the
interlock OP mode : Normal starter interlock relay
TCU detected a wrong voltage at the · Check the connectors from starter
output pin, that looks like a S.C. to battery interlock relay to TCU
voltage · Check the resistance* of starter
·Cable is defective and has no connection interlock relay
to battery voltage * See page 3-49
·Starter interlock relay has an internal defect
96 O.C. at relay starter interlock No reaction · Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal starter interlock relay
output pin, that looks like a O.C. for this · Check the connectors from starter
output pin interlock relay to TCU
·Cable is defective and has no connection · Check the resistance* of starter
to TCU interlock relay
·Starter interlock relay has an internal defect * See page 3-49
9A S.C. to ground at conver ter lock up No reaction · Check the cable from TCU to the
clutch solenoid OP mode : Normal converter clutch solenoid
TCU detected a wrong voltage at the · C h e ck t h e c o n n e c t o r s f r o m
output pin, that looks like a S.C. to vehicle converter clutch solenoid to TCU
ground · Check the resistance* of converter
·Cable is defective and is contacted to clutch solenoid
·Converter clutch solenoid has an internal
defect
3-42
9B O.C. at converter lock up clutch solenoid Converter clutch always · Check the cable from TCU to the
TCU detected a wrong voltage at the open, retarder not converter clutch solenoid
output pin, that looks like a O.C. for this available · C h e ck t h e c o n n e c t o r s f r o m
output pin OP mode : Normal converter clutch solenoid to TCU
·Cable is defective and has no connection · Check the resistance* of converter
to TCU clutch solenoid
·Converter clutch solenoid has an internal * See page 3-49
defect
9C S.C. to battery voltage at converter lock No reaction · Check the cable from TCU to the
up clutch solenoid OP mode : Normal converter clutch solenoid
TCU detected a wrong voltage at the · C h e ck t h e c o n n e c t o r s f r o m
output pin, that looks like a S.C. to battery converter clutch solenoid to TCU
voltage · Check the resistance* of converter
·Cable is defective and has no contacted clutch solenoid
·Converter clutch solenoid has an internal
defect
voltage
A1 S.C. to ground at difflock or axle No reaction · Check the cable from TCU to the
connection solenoid OP mode : Normal difflock solenoid
TCU detected a wrong voltage at the · Check the connectors from difflock
output pin, that looks like a S.C. to vehicle solenoid to TCU
ground · Check the resistance* of difflock
·Cable is defective and is contacted to solenoid
·Difflock solenoid has an internal defect
A2 S.C. to battery voltage at difflock or axle No reaction · Check the cable from TCU to the
connection solenoid OP mode : Normal difflock solenoid
output pin, that looks like a S.C. to battery solenoid to TCU
voltage · Check the resistance* of difflock
·Cable is defective and has no connection solenoid
A3 O.C. at difflock or axle connection No reaction · Check the cable from TCU to the
solenoid OP mode : Normal difflock solenoid
output pin, that looks like a O.C. for this solenoid to TCU
output pin · Check the resistance* of difflock
·Cable is defective and has no connection solenoid
to TCU * See page 3-49
3-43
A4 S.C. to ground at warning signal output No reaction · Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal warning device
output pin, that looks like a S.C. to vehicle · Check the connectors from warning
ground device to TCU
·Cable is defective and is contacted to · Check the resistance* of warning
vehicle ground device
·Warning device has an internal defect * See page 3-49
A5 O.C. voltage at warning signal output No reaction · Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal warning device
output pin, that looks like a O.C. for this · Check the connectors from warning
output pin device to TCU
·Cable is defective and has no connection · Check the resistance* of warning
to TCU device
·Warning device has an internal defect * See page 3-49
A6 S.C. to battery voltage at warning signal No reaction · Check the cable from TCU to the
output OP mode : Normal warning device
TCU detected a wrong voltage at the · Check the connectors from warning
output pin, that looks like a S.C. to battery device to TCU
voltage · Check the resistance* of warning
·Cable is defective and has is contacted to device
·Warning device has an internal defect
voltage
B1 Slippage at clutch K1 TCU shifts to neutral · Check pressure at clutch K1
TCU calculates a differential speed at OP mode : Limp home · Check main pressure in the system
closed clutch K1. If this calculated value If failure at another clutch · Check sensor gap at internal speed
is out of range, TCU interprets this as is pending sensor
slipping clutch TCU shifts to neutral · Check sensor gap at output speed
·Low pressure at clutch K1 OP mode : TCU shutdown sensor
·Low main pressure · Check signal at internal speed
·Wrong signal at internal speed sensor sensor
·Wrong signal at output speed sensor · Check signal at output speed
·Wrong size of the sensor gap sensor
·Clutch is defective · Replace clutch
TCU calculates a differential speed at OP mode : Limp home Check main pressure in the system
3-44
·Clutch is defective Replace clutch
slipping clutch TCU shifts to neutral · Check sensor gap at turbine speed
·Wrong signal at turbine speed sensor · Check signal at turbine speed
·Clutch is defective Replace clutch
B5 Slippage at clutch KV TCU shifts to neutral · Check pressure at clutch KV
closed clutch KV. If this calculated value If failure at another clutch · Check sensor gap at internal speed
·Low pressure at clutch KV OP mode : TCU shutdown sensor
B6 Slippage at clutch KR TCU shifts to neutral · Check pressure at clutch KR
closed clutch KR. If this calculated value If failure at another clutch · Check sensor gap at internal speed
·Low pressure at clutch KR OP mode : TCU shutdown sensor
B7 Overtemp sump No reaction · Cool down machine
TCU measured a temperature in the oil OP mode : Normal · Check oil level
sump that is over the allowed threshold. · Check temperature sensor
B9 Overspend engine Retarder applies
-
OP mode : Normal
BA Differential pressure oil filter No reaction · Check oil filter
TCU measured a voltage at differential OP mode : Normal · Check wiring from TCU to
pressure switch out of the allowed range differential pressure switch
·Oil filter is polluted · C h e ck d i f fe r e n t i a l p r e s s u r e
·Cable/connector is broken or cable/ switch(Measure resistance)
connector is contacted to battery voltage
or vehicle ground
·Differential pressure switch is defective
3-45
BB Slippage at converter lockup clutch No reaction · Check pressure at converter lockup
TCU calculates a differential speed at OP mode : Normal clutch
closed converter lockup clutch. If this · Check main pressure in the system
calculated value is out of range, TCU · Check sensor gap at engine speed
interprets this as slipping clutch sensor
·Low pressure at converter lockup clutch · Check sensor gap at turbine speed
·Low main pressure sensor
·Wrong signal at engine speed sensor · Check signal at engine speed
·Wrong signal at turbine speed sensor sensor
·Wrong size of the sensor gap · Check signal at turbine speed
·Clutch is defective sensor
· Replace clutch
C0 Engine torque or engine power overload OP mode : Normal
TCU calculates an engine torque or
e n g i n e p o w e r a b o ve t h e d e f i n e d
thresholds
C1 Transmission output torque overload OP mode : Normal
TCU calculates an transmission output
torque above the defined threshold
C2 Transmission input torque overload programmable :
TCU calculates an transmission input No reaction or shift to
torque above the defined threshold neutral
OP mode : Normal
C3 Overtemp converter output No reaction · Cool down machine
TCU measured a oil temperature at the OP mode : Normal · Check oil level
converter output that is the allowed · Check temperature sensor
threshold
C4 S. C. t o g r o u n d a t j oy s t i ck s t a t u s No reaction · Check the cable from TCU to
indicator OP mode : Normal joystick status indicator
TCU detected a wrong voltage at the · Check the connectors from joystick
output pin, that looks like a S.C. to vehicle status indicator to TCU
ground · Check the resistance* of joystick
·Cable is defective and is contacted to status indicator
·Joystick status indicator has an internal
defect
C5 S.C. to battery voltage at joystick status No reaction · Check the cable from TCU to
indicator OP mode : Normal joystick status indicator
TCU detected a wrong voltage at the · Check the connectors from joystick
output pin, that looks like a S.C. to battery status indicator to TCU
voltage · Check the resistance* of joystick
·Cable is defective and is contacted to status indicator
·Joystick status indicator has an internal
defect
3-46
C6 O.C. at joystick status indicator No reaction · Check the cable from TCU to
TCU detected a wrong voltage at the OP mode : Normal joystick status indicator
output pin, that looks like a O.C. for this · Check the connectors from joystick
output pin status indicator to TCU
·Cable is defective and has no connection · Check the resistance* of joystick
to TCU status indicator
·Joystick status indicator has an internal * See page 3-49
defect
·Connector pin has no connection to TCU
D1 S.C. to battery voltage at power supply See fault codes No.21 to · Check cables and connectors to
for sensors 2C sensors, which are supplied from
TCU measures more than 6V at the pin AU1
AU1 (5V sensor supply) · Check the power supply at the pin
AU1(Should be appx. 5V)
· Fault codes No.21 to No.2C may be
reaction of this fault
D2 S.C. to ground at power supply for See fault codes No.21 to · Check cables and connectors to
sensors 2C sensors, which are supplied from
TCU measures less than 4V at the pin AU1
AU1 (5V sensor supply) · Check the power supply at the pin
AU1(Should be appx. 5V)
· Fault codes No.21 to No.2C may be
reaction of this fault
D3 Low voltage at battery Shift to neutral · Check power supply battery
Measured voltage at power supply is lower OP mode : TCU shutdown · Check cables from batteries to TCU
than 18V(24V device) · Check connectors from batteries to
TCU
D4 High voltage at battery Shift to neutral · Check power supply battery
Measured voltage at power supply is OP mode : TCU shutdown · Check cables from batteries to TCU
higher than 32.5V(24V device) · Check connectors from batteries to
TCU
D5 Error at valve power supply VPS1 Shift to neutral · Check fuse
TCU switched on VPS1 and measured OP mode : TCU shutdown · Check cables from gearbox to TCU
VPS1 is off or TCU switched off VPS1 and · Check connectors from gearbox to
measured VPS1 is still on TCU
·Cable or connectors are defect and are · Replace TCU
contacted to battery voltage
·Cable or connectors are defect and are
·Permanent power supply KL30 missing
·TCU has an internal defect
D6 Error at valve power supply VPS2 Shift to neutral · Check fuse
TCU switched on VPS2 and measured OP mode : TCU shutdown · Check cables from gearbox to TCU
VPS2 is off or TCU switched off VPS2 and · Check connectors from gearbox to
measured VPS2 is still on TCU
·Cable or connectors are defect and are · Replace TCU
·Cable or connectors are defect and are
·Permanent power supply KL30 missing
·TCU has an internal defect
3-47
E3 S.C. to battery voltage at display output No reaction · Check the cable from TCU to the
TCU sends data to the display and OP mode : Normal display
measures always a high voltage level on · Check the connectors at the display
the connector · Change display
·Cable or connectors are defective and are
·Display has an internal defect
E4 S.C. to ground at display output No reaction · Check the cable from TCU to the
TCU sends data to the display and OP mode : Normal display
measures always a high voltage level on · Check the connectors at the display
the connector · Change display
·Cable or connectors are defective and are
·Display has an internal defect
E5 Communication failure on DeviceNet Shift to neutral · Check Omron master
OP mode : TCU shutdown · Check wire of DeviceNet-Bus
· Check cable to Omron master
F1 General EEPROM fault No reaction · Replace TCU
TCU can't read non volatile memory OP mode : Normal Often shown together with fault
·TCU is defective code F2
F2 Configuration lost Transmission stay neutral · Reprogram the correct configurat-
TCU has lost the correct configuration and OP mode : TCU shutdown ion for the vehicle (e.g. with cluster
can't control the transmission controller,...)
·Interference during saving data on non
volatile memory
·TCU is brand new or from another
vehicle
F3 Application error Transmission stay neutral · Replace TCU
Something of this application is wrong OP mode : TCU shutdown This fault occurs only if an test
engineer did something wrong in
the application of the vehicle
F5 Clutch failure Transmission stay neutral · Check clutch
AEB was not able to adjust clutch filling OP mode : TCU shutdown TCU shows also the affected clutch
parameters on the display
·One of the AEB-Values is out of limit
F6 Clutch adjustment data lost No reaction, · Execute AEB
TCU was not able to read correct clutch Default values : 0 for AEB
adjustment parameters Offsets used
·Interference during saving data on non OP mode : Normal
volatile memory
·TCU is brand new
F7 Substitute clutch control OP mode : Substitute · Check engine retarder torque
·Transmission input torque wrong clutch control · Check speed sensors
·Engine retarder torque wrong
·Speed signal (s) defective
3-48
4) MEASURING OF RESISTANCE AT ACTUATOR/SENSOR AND CABLE
(1) Actuator
2 G
76043PT19
Open circuit R12 = R1G = R2G = ∞

Short cut to ground R12 = R; R1G = 0, R2G = R or R1G = R, R2G = 0
(For S.C. to ground, G is connected to vehicle ground)
Short cut to battery R12 = R; R1G = 0, R2G = R or R1G = R, R2G = 0
(For S.C. to battery, G is connected to battery voltage)
(2) Cable
UBat
P(Power supply)
TCU
1 2 Actuator/
Sensor
C(Chassis)
Ground
76043PT20
Open circuit R12 = R1P = R1C = R2P = R2C= ∞

Short cut to ground R12 = 0; R1C = R2C = 0, R1P = R2P = ∞
Short cut to battery R12 = 0; R1C = R2C = 0, R1P = R2P = 0
3-49
5. AXLE
1) OPERATION
· The power from the engine passes through torque converter, transmission and drive shafts, and is
then sent to the front and rear axles.
· Inside the axles, the power passes from the bevel pinion to the bevel gear and is sent at right
angles. At the same time, the speed is reduced and passes through the both differentials to the
axle shafts. The power of the axle shafts is further reduced by planetary-gear-type final drives and
is sent to the wheels.
(1) Front axle
2
3
3
2
7709A3PT10
1 Input 2 Output 3 Brake 4 Axle housing
(2) Rear axle
2
3
1
3
2
7709A3PT11
1 Input 2 Output 3 Brake 4 Axle housing
3-50
2) DIFFERENTIAL
(1) Description
When the machine makes a turn, the 3
outside wheel must rotate faster than the 2 4
inside wheel. A differential is a device
which continuously transmits power to the
right and left wheels while allowing them
to turn a different speeds, during a turn.
The power from the drive shaft passes
through bevel pinion (1) and is transmitted
to the bevel gear (2). The bevel gear
changes the direction of the motive force
by 90 degree, and at the same time
reduces the speed.
1
It then transmits the motive force through
the differential (3) to the axle gear shaft 770-3 [3-26(1)]
(4).
(2) When driving straight forward

Pinion gear
When the machine is being driven straight
Side gear Side gear
forward and the right and left wheels are
rotating at the same speed, so the pinion Axle gear shaft
gear inside the differential assembly do
not rotate. The motive force of the carrier
is send through the pinion gear and the
side gear, therefore the power is equally Carrier
transmitted to the left and right axle gear Pinion gear
shaft.
770-3 [3-26(2)]
(3) When turning

Swing
When turning, the rotating speed of the
Pinion gear
left and right wheels is different, so the
Side gear Side gear
pinion gear and side gear inside the
differential assembly rotate in accordance
with the difference between the rotating
speed of the left and right wheels.
T h e p owe r o f t h e c a r r i e r i s t h e n
transmitted to the axle gear shafts. Carrier
Pinion gear Ring gear
770-3 [3-26(3)]
3-51
6. TIRE AND WHEEL
7407APT10
1 Wheel rim 3 O-ring 5 Side ring

2 Tire 4 Lock ring 6 Valve assembly
1) The tire acts to absorb the shock from the ground surface to the machine, and at the same time
they must rotate in contact with the ground to gain the power which drives the machine.
2) Various types of tires are available to suit the purpose. Therefore it is very important to select the
correct tires for the type of work and bucket capacity.
3-52

HL770-9S Fault Code

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SECTION 3 POWER TRAIN SYSTEM

Group 1 Structure and Function -------------------------------------------------------------------------------------- 3-1

1. POWER TRAIN COMPONENT OVERVIEW

Front axle Transmission Engine

The power train consists of the following components:

Y1 NFS Y2 NFS Y3 NFS Y4 NFS Y5 NFS Y6 NFS

NFS Follow-on slide P3 Proportional valve clutch K1

1 Turbine 3 Pump 5 Input shaft

Function of a hydrodynamic torque converter (schematic view)

TP = Torque of the pump wheel

1 Engine connection 7 Converter change and 12 Output shaft

1 Lifting lugs 11 Converter

SECTION A-A SECTION B-B

1 Pressure reducing valve(9bar) 7 Intermediate plate

5) GEAR SELECTOR (DW-3)

(speeds) 1 to 4 are selected by tilting the 4

Open circuit R12 = R1G = R2G = ∞

Open circuit R12 = R1P = R1C = R2P = R2C= ∞

(1) Front axle

1 Input 2 Output 3 Brake 4 Axle housing

(2) Rear axle

1 Input 2 Output 3 Brake 4 Axle housing

(2) When driving straight forward

(3) When turning

Pinion gear Ring gear

1 Wheel rim 3 O-ring 5 Side ring

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