Truck Complete Vehicle

Actros, Type 930-934

Export
Initial Training

edition 11/02
 Welcome 18.11.2002

“Experience the ACTROS all over again”

This is the motto with which the ACTROS model refinement

package (MP II) will be presented to the customer.

One of the primary goals of the development program for this

vehicle was to introduce a reliable, high-quality product to the
market.

The requirements placed on modern trucks continue to increase.

As a result, the increased requirements from drivers and
entrepreneurs were taken into consideration when designing the
model refinement package for the ACTROS. During development,
the use of tried-and-tested technology formed the foundation for
continuous advancement and implementation of extensive model
refinement measures.

Additionally, a totally new, driver-oriented interior concept has

been developed and implemented in the ACTROS that fulfills the
increased requirements placed on convenience and safety.
GT00_10_0021_C75

The output of the wide range of engines available in the new ACTROS has been boosted, while the same level of economy has been maintained.

All of these advancements make the vehicle more economical, ergonomic and convenient to use, which ultimately lead to the following:
The opportunity to experience the roads of Europe in a new light.

11/02
Welcome 1
Station 1 <> Interior of cab

Task m Please note the essential modifications/innovations for the specified components, and if necessary,
the modified installation locations.

Steering wheel Diagnostics socket

Multi-function steering Passenger footwell
wheel

Instrument Base module

One display, only one Passenger footwell
storage tank pressure
display

Switch for mirror

Storage compartments
adjustment
Bigger lockable
On the driver’s door
valuables compartment

GT68_00_0028_C81

Seats and bunks Parking brake Shift control unit, GS Modular switch panel
Spring core cushion On instrument panel On the armrest, foldable, New switches
Wider bunk no emergency running Clearly arranged
mode Functional

11/02
Tour 4
Station 2 <> Exterior of cab

Task m Please note the essential modifications/innovations for the specified components.

Brake power sensor

Connection 4
not available
Cab rear panel
Extended, wider bunk

Plug connection FF
Fewer
plug connections
Stowage compartments
Accessible from inside and
outside

Maintenance flap
To be opened from outside
Generally to be opened for
tilting Headlamps
Clear glass optics
(Xenon – special
equipment)
Cab mounting
Crash element
New rubber pivot bearings N00.00-2607-50

11/02
Tour 5
 The front flap according to specifications
The standard black plastic front flap with the chrome-plated Mercedes three-pointed star characterize the
ACTROS. The front flap may also be coated in the color of the vehicle upon request.

Depending on the motorization (V6 and V8) and cab version, three different front flap models are
installed.
The front flap is unlocked via two safety levers.

The front flap is also integrated with the vehicle safety concept in the event of a special equipment anti-
theft-alarm system (FZ5) in conjunction with a radio remote controlled central locking system or comfort
locking system: when the anti-theft-alarm system is activated after unauthorized opening of the front flap,
the auxiliary alarm horn, as well as the flasher system are engaged.

GT88_60_0003_C71

L and MEGASPACE cabs have a large-volume stowage compartment on both sides (2 x 150 liters in the L,
2 x 170 liters in the MEGASPACE cab), which is accessible from the interior as well as the exterior. For
example, a carton of mineral water and more can be stored without any problems in this. More space for
the driver and his personal belongings.

Note: In the single-cab versions (F02 or F18) and when using the reclining seat (SC1), the stowage
compartment is reduced to 70 liters on the right side and is only accessible from the exterior. An
additional 70 liters stowage each are available on the left and right side of the L cab with low roof and two
bunks.

MEGASPACE cabs continue to be equipped on both sides with the familiar tool box below the cab floor.
This stowage compartment possibility no longer is available in the L cab in favor of the above-mentioned
XXL stowage compartments.

GT88_60_0001_C71

11/02
Exterior 12
 News from the bumper section
The ACTROS has a 3-part front spoiler, as well as a 3-part plastic or steel bumper (for construction
vehicles) with easy installation and maintenance-friendly corner ends.
Furthermore, the bumpers are higher and longer than in the previous ACTROS.
Additional air inlets for engine cooling are included for the V8 engine, which is the largest available. The
step for cleaning the windshield exists as before, however, it is bigger. The folding step has been
discontinued.

The front fender design reduces the upspray in the S, M and L cabs toward the top on the sides of the
cab. These, as well as the door handles therefore remain considerably cleaner than before. Depending on
the vehicle version, two anti-splash clearances are installed in order to cover various suspension and
torsion clearances.
The improved front corner fittings with integrated air deflectors provide for an essentially reduced soiling
of the sides.
GT60_00_0028_C71

GT88_20_0008_C80 GT88_20_0009_C80

11/02
Exterior 13
 Cab mounting 18.11.2002

All cab mountings of the ACTROS MP II are mounted in maintenance-free 4-point mountings. Reinforced cab mountings are available for special requirements. The
new cab mounting is offered, as usual, in two versions - standard and comfort mounting. The comfort mounting is delivered in the form of steel or air suspension,
depending on request.

W60.80-1088-78
1 Rubber pivot bearing
2 Stabilizer bearing (rubber molecular bearing)
3 Crash element

11/02
Cab mounting 15
 Sliding roof 18.11.2002

Roof hatch, mechanical/electrical, code D25/DS3

The roof hatch for the S and M cabs, as well as for the L cabs with lower roof versions are of mechanical
design. The electrically controlled roof hatch may be obtained for the standard versions of the L and LH
cabs.

The roof hatch is installed in a support frame with an integrated, all-around water duct. The rain water is
diverted from the water duct and the interior hose lines to the C-pillars when in a tilted position.

GT77_55_0001_C72

The following adjustments are possible via a door handle recess well or a handle bar or via a switch above
the windshield or in the rear wall of the cab:

· upward tilt in the front

· upward tilt in the rear
· upward tilt in the front and rear, parallel to the roof surface (ventilation)
· closed

11/02
Sliding roof 34
 Learning goals <> Electrical system 18.11.2002

M
After working through this section, the participant will be able to ...

q name the components of the new network KontAct.

q understand the new network KontAct.
q explain the distribution of functions and tasks in the base module, the front module, and in the rear module.
q explain the functions and the operation of instrument 2002.
q understand the display functions and menu structure.
q recognize the network of the components in the modular switch panel.
q explain the essential differences of the lighting system.
q recognize where current can be derived for assemblies.
q understand potential retrofitting possibilities for a work lamp, radio and telephone.

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Learning goals <> Electrical system 37
 Power supply of the module for integral rear end 18.11.2002

Overview of the power supply in a vehicle with integral rear end

GM
Alternator FM
Compact alternator
80 or 100 amperes
HM
Battery
165 Ah or 220 Ah

Starter
Hub drive starter as
before

Power distributor
With outside starter connection for integral rear end

11/02
Power supply of the module for integral rear end 38
 Power distributor 18.11.2002

The travel from the battery case to the starter is doubled in vehicles with an integral rear end.

For this reason the battery cables in these vehicles are split and the cable cross-sections are
increased to 95 mm².
A separation point is in the frame for an easier assembly.

In the event of problems, the power distributor in vehicles with integral rear ends may be used for
jump-starts (arrows), since jump-starting directly on the batteries is not possible in a hitched-up
vehicle.

Integral rear end

Installation location for power distributor GT54_10_0008_C71 Power distributor for integral rear end GT54_10_0009_C71

11/02
Power distributor 39
 Diagnostic socket 18.11.2002

The ACTROS, type 930-934 receives a new diagnostic socket. The 16-pin diagnostic socket is easily
accessible on the passenger side so that no paneling has to be removed.

Pin locations: X13

Pin 01 Pin 09 MR
Pin 02 Pin 10
Pin 03 Pin 11
Pin 04 Terminal 31, ground Pin 12 Radio
GT54_22_0002_C71
Pin 05 Terminal 31, ground Pin 13
Exterior view of a 16-pin diagnostic socket Pin 06 Pin 14
Pin 07 K-line Pin 15
Pin 08 Terminal 15 Pin 16 Terminal 30, power supply

Note
The same connector cable is used to connect the STAR DIAGNOSIS as in the passenger vehicles.
(Order number 6511 1240 99 via STAR DIAGNOSIS hotline)

GT54_22_0003_C71
Interior view of a 16-pin diagnostic socket

11/02
Diagnostic socket 40
 General overview of diagnostics 18.11.2002

Current heavy commercial vehicles are designed as never before. It therefore initially looks as if these entire additional CAN networks would only cause
problems in diagnostics ...
This, however, is not at all the case – provided that basic principles are adhered to!

For example, always check

* Battery voltage (measure the voltage. "It still starts" is too vague for voltage tests)
* Supply pressure of fuel, oil, water and air. (assure that all are at least at minimum level)
* Visual check (LOOK for obvious signs such as loose/separated/damaged electrical connections; signs of previous repairs)
* Type of problem (example: warning light for low oil pressure lights up. Do not leisurely walk into the workshop in order to obtain STAR DIAGNOSIS - until you
return and connect the diagnostics system, piston seizure has already developed. Think first!)

Schematic overview of a light connection in the previous model ACTROS

1 customary wiring
2 harness for cab 1 A7
3 harness for chassis E3
4 plug for chassis/cab 2 4 3
E4
A7 base module
E3 taillamp unit (left) S24
E4 taillamp unit (right)
S24 light switch

11/02
General overview of diagnostics 41
The lighting circuits in the old ACTROS were connected with customary wiring, and a considerable reduction of the number of cables and plugs as opposed to the
previous SK model resulted! Most of the external cables were also installed and supported in isolators and secured with harnesses, in order to prevent
movement or chafing. The ground circuits (circuit 31) either returned to the isolated main plug on the chassis or to other grounding points in the cab.

The probability of a defect thus was reduced due to less wiring and fewer plugs and secured wiring. Locating a problem in the lighting circuit has become easier
– provided the technician is able to follow the appropriate wiring diagram.

Schematic overview of a light connection in the new ACTROS MP II

Innenraum-CAN
Fahrgestell-CAN
A7 Base module, GM E3
A65
A64 Front module, FM
A65 Rear module, HM A7
A68 Modular switch panel MSF E4
A68
E3 Taillamp unit (left)
E4 Taillamp unit (right)
S24 Light switch S24 E8
A64
MSF-CAN
Fahrgestell-CAN
E9

The KontAct system in the new ACTROS MPII replaces most of the wiring necessary for the lighting circuits. Only the wiring between the current light units to the
appropriate control units, which are located in the front and rear of the vehicle, remained. Due to this, even fewer individual connections are present, which
again means an even higher degree of dependability!

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General overview of diagnostics 42
The advantages are in the understanding of the principle of our new KontAct – which is in the simplification of the diagnostics.

Example:
A vehicle in which the left taillamp is not
functioning.

The light signal is sent from the light switch to the

modular switch panel (MSF), then to the base
module (GM) via the interior CAN.
The signal is then split to the front module (FM)
and the rear module (HM) via the chassis CAN. To
the head and taillamps respectively.

Task m Initially this results in the following question: are all remaining side and taillamps working?
If the answer is YES, where then is the fault?
! a Light unit/light bulb
! b HM (rear module)
1 c Chassis CAN
1 d FM (front module)
! e Wiring from the rear module to the light unit
1 f Interior CAN
1 g Light switch
1 h MSF (modular switch panel)

However, a fault code is probably present which displays the fault position, since the lights are monitored by the appropriate control units!

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General overview of diagnostics 43
 German hazardous goods road transport regulations functions - Battery disconnect switch (BTS) 18.11.2002

The hazardous goods vehicle acts as any other vehicle. Remote control as well as the comfort locking system have the same functionality as in vehicles
without hazardous goods equipment. The tachograph is supplied with power from the battery disconnect switch (K2). Only when at least one of the two
EMERGENCY OFF switches are operated is the on-board electrical system separated from the battery.
When a hazardous goods case occurs, the control unit informs the base module (GM) via a PWM signal which disconnects terminal 15 for all consumers and
therefore also the engine.
The battery disconnect switch (K2) is connected with the base module via a frame CAN bus and therefore is capable of being diagnosed.

PWM signal to the base module

EMERGENCY OFF not engaged 40 ms to 40 ms = 50 %
EMERGENCY OFF engaged 20 ms to 60 ms = 25 %

K2 Battery disconnect switch

Installation location in the battery box Installation location in vehicle with integral rear end

11/02
German hazardous goods road transport regulations functions - Battery disconnect switch (BTS) 44
 Functions ACTROS concept ACTROS, type 930-934 concept

Operation The separate hazardous goods control unit in the battery box The electronics integrated into the battery disconnect switch
controls the battery disconnect switch when engaging the actuate the battery disconnect switch.
circuit 15 and the on-board electrical system is supplied If an EMERGENCY OFF switch is engaged, the disconnect
with power. switch is released.
If an EMERGENCY OFF switch is engaged, the disconnect
switch released.
Relay Mono-stable relay Bi-stable relay
The battery automatically disconnects from the on-board The relay remains in a stable condition through two permanent
electrical system after a particular time. magnets. It receives a pulse and then remains in this position,
The working contacts of the relay remain closed only until another pulse is received.
through permanent actuation.
Holding function The disconnection of the battery disconnect switch is No longer necessary, since the battery disconnect switch
prevented, if necessary, by engaging the control unit via engages the relay only after operating an EMERGENCY OFF
diodes. switch.
Terminal 15 The control electronics receive the information that Circuit 15 is required as power supply for the electronic
terminal 15 should be activated and actuates the relay. The system.
vehicle is thus supplied with power.
Engine stop functions The power supply for the front module and the rear module The battery disconnect switch sends the information
is made available via a relay when actuating circuit 15R. The ”EMERGENCY OFF” to the base module via a PWM signal if an
relay is actuated by the control unit for hazardous goods. emergency switch has been activated. The GM switch,
circuit 15, switches off.
Diagnostics No diagnostics The battery disconnect switch is connected with the base
module via the frame CAN bus.
Monitoring of the EMERGENCY OFF switches
Monitoring of the condition of the battery disconnect switch
Display of events in the instrument

11/02
German hazardous goods road transport regulations functions - Battery disconnect switch (BTS) 45
 KontAct network 18.11.2002

The network in the new ACTROS has been essentially expanded as opposed to the previous ACTROS. Based on the previous network (IES), new functions and tasks
were added.
The previous network is the basis of KontAct and has been expanded with additional CAN bus systems.

Since then, the differentiation of the CAN bus systems was simple. In the IES, they were divided into the high and low speed CAN bus. With the expanded
KontAct network, 11 different CAN bus systems are utilized, which are named according the appropriate task range, such as frame CAN or interior CAN.

N00.19-2054-05 GT00_19_0014_C09

IES (Integrated Electronics System) KontAct (Concept of the electronics network in the Actros)

11/02
KontAct network 46
KontAct – Concept of the electronics network in the Actros

Essential differences in the new network

· the components of the network are distributed over the entire vehicle
· only few electronics systems are located centrally in the electrical compartment
· the installed components are connected via data lines
· new CAN bus systems were integrated
· important tasks in the network were reassigned to components in the vehicle
· functions of old control units were distributed to new components
· control units are completely integrated in other components and are therefore not needed as hardware, however, still exist as software
· the diagnostics depth was expanded

Note
Existing systems, such as the parameterizable special module, the retarder or brake control remain generally unchanged from the previous ACTROS.

11/02
KontAct network 48
 KontAct network diagram

11/02
KontAct network 49
AM Achsmodulator Axle modulator
AG Automatische Gangwahl Automatic gear selection
ANH Anhängerelektronik CAN-Schnittstelle CAN interface of the trailer electronics
ART Abstandsregeltempomat Autonomous intelligent cruise control
AUF Aufbauelektronik CAN-Schnittstelle Body electronics CAN interface
BS Bremssystem Brake system
BTS Batterietrennschalter GGVS Battery disconnect switch for hazardous goods
LWS Lenkwinkelsensor Steering angle sensor
EAB Elektronische Anhängerbremse CAN-Schnittstelle Electronic trailer brake CAN interface
EDB Einbruch Diebstahl Warnanlage Anti-theft alarm system
FFB Funk Fern Bedienung Radio remote control
FLA Flammstartanlage Flame starting system
FM Frontmodul Front module
FR Fahrregelung Drive control
GM Grundmodul Base module
GS Getriebesteuerung Transmission control
HM Heckmodul Rear module
HZR Heizungsregelung Heater control
INS Instrument Instrument
KB Kupplungsbetätigung Clutch operation
KDiag K-Leitung Diagnose K-line diagnosis
KNot K-Leitung Notschaltung K-line emergency running mode
KOM Kommunikationsschnittstelle Communication interface
KR Kupplungsregelung Clutch control
LWS Lenkwinkelsensor Steering angle sensor
MSF Modulares Schalterfeld Modular switch panel
MR Motorregelung Engine control
NR Niveauregulierung Level control
PSM Parametrierbares Sondermodul Parameterizable special module
RD Reifendruckkontrolle Tire pressure control
RS Retardersteuerung Retarder control

11/02
KontAct network 50
SPA Spurassistent Lane assistant
SR Stabilitätsregelung Stability control
SRS Sicherheitsrückhaltesystem Supplemental restraint system
TCO Tachograph Tachograph
TF Türmodul Fahrer Driver door module
TB Türmodul Beifahrer Passenger door module
TP Telematikplattform Telematics platform
WR Wankregulierung Stability control
WS Wartungssystem Maintenance system
WSK Wandlerschaltkupplung Torque converter clutch
X13 Prüfkupplung Diagnose Data link connector
ZDS Zentraler Datenspeicher Central data memory
ZHE Zusatzheizung Auxiliary heater
ZL Zusatzlenkung Auxiliary steering
Z2 Stützpunkt 2 Terminal point 2

A Sonderausführungen CAN-Bus mit 500 kBaud Special designs CAN bus with 500 kBaud
1 Fahrzeug-CAN-Bus mit 500 kBaud Vehicle CAN bus with 500 kBaud
2 Innenraum-CAN-Bus mit 125 kBaud Interior CAN bus with 125 kBaud
3 Rahmen-CAN-Bus mit 250 kBaud Frame CAN bus with 250 kBaud
4 Motor-CAN-Bus mit 125 kBaud Engine CAN bus with 125 kBaud
5 Getriebe-CAN-Bus mit 250 kBaud Transmission CAN bus with 250 kBaud
6 Bremsen-CAN-Bus mit 500 kBaud Brake CAN bus with 500 kBaud
7 CAN-Schnittstelle Anhängerelektronik mit 125 kBaud CAN interface, trailer electronics with 125 kBaud
8 CAN-Schnittstelle Aufbauelektronik mit 125 kBaud CAN interface, body electronics with 125 kBaud
9 Telematik-CAN-Bus mit 250 kBaud Telematics CAN bus with 250 kBaud
10 TCO-CAN-Bus mit 125 kBaud TCO CAN bus with 125 kBaud
11 CAN-Schnittstelle EAB mit 125 kBaud CAN interface, EAB with 125 kBaud

11/02
KontAct network 51
New components in the KontAct system

Front module, FM Is located on the vehicle front on the passenger side below the cab. All input and output signals from the front section
are recorded and sent here. This means that all sensors and actuators that are located in the front section are
connected to the front module.

Rear module, HM Is located in the area of the rear axle on the right side of the frame of the vehicle. The rear module takes over all tasks
requiring control and monitoring in the rear section of the vehicle. This means that all sensors and actuators located in
the rear section are connected to the rear module.

Base module, GM Is located in the front of the cab in the electrical compartment. The base module forms the central unit of KontAct and
has several CAN interfaces. Input and output signals from the cab area are recorded and sent here.

Instrument, INS The instrument cluster is now a pure electronic display system and only has small tasks within the network.

Door module on driver side, TF Is located in the driver door. The control unit of the driver side door module controls all functions in the area of the
driver door.

Door module on passenger side, TB Is located in the passenger door. The control unit of the passenger side door module controls all functions in the area of
the passenger door.

Modular switch panel, MSF Is a data bus system and is located in the cab. All switches are connected with each other and send CAN messages
which are then transformed and carried out by the GM, FM and HM.

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KontAct network 52
 Overview of KontAkt network 18.11.2002

Base module (GM) + -

X1 X2 X3 X4 X5 X6 X7 X8 X9 X10
The base module in the new ACTROS is the central unit with
essentially more functions and tasks (not the instrument,
as previously). Certain control unit functions depend on the
vehicle equipment integrated in the GM, such as KOM, WS,
FFB and EDW. These control units no longer exist as
physical components. When reading out using STAR X11 X12 X13 X14 X15 X16 X17 X18

DIAGNOSIS, these control units, however, are listed and F F F F F F F F F F F F F F F F

may be read out and parameterized as before.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

These control units/functions are called “virtual control

units”.
F F F F F F F F F F F F F F F F

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

K1 K2 K3 K4 K5
The central data memory (ZDS) is added in the GM as a
new and additional function.

The instrument in the previous ACTROS was responsible for the CAN communication; this function is integrated in the GM of the ACTROS MP II. Five different CAN
bus systems are integrated in the GM which are connected to the control units in function groups (distributed within the vehicle). These systems are connected
by a gateway and produce the connection between the virtual control units.

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Overview of KontAkt network 55
The GM is installed in the passenger footwell and is
accessible from the interior and the exterior
(maintenance flap).
In addition to the tasks of the network, the GM also
assures the power supply within the cab, takes up 32
fuses, 10 auxiliary fuses, and has 10 relay plug
locations. The inputs and outputs are secured
electronically.

The power supply for terminals 30 and 31 is

produced by the screw connections and is directly
connected with the power distributor without fuses.

Male multi-point connectors for relays (micro relays)

and fuses are available on the left and right for
retrofitting.

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Overview of KontAkt network 56
 W54.21-1269-06 W54.21-1270-06
Back of base module Front view of base module

Connector FF with base module

The base module is supplied with current via the studs. These studs pass all the way through, so that a supply is possible for other consumers from the interior.
Four different colored plugs are used in the base module. Each color has its own mechanical code. They are used in the versions 6-, 9-, 12-, 15-, 18- and 21-pin.

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Base module (GM) 67
 Base module - Variants 18.11.2002

The following variants are provided for the base module. The hardware differs, depending on the requirements for the individual vehicle. The
housings are identical, only the arrangement of the printed circuit boards in the interior is different. The illustrated control units are
integrated according to each version.

+ - + - + -
X1 X2 X3 X4 X5 X6 X7 X8 X9 X10 X1 X2 X3 X4 X5 X6 X7 X8 X9 X10 X1 X2 X3 X4 X5 X6 X7 X8 X9 X10

X11 X12 X13 X14 X15 X16 X17 X18 X11 X12 X13 X14 X15 X16 X17 X18 X11 X12 X13 X14 X15 X16 X17 X18
F F F F F F F F F F F F F F F F F F F F F F F F F F F F F F F F
F F F F F F F F F F F F F F F F

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

F F F F F F F F F F F F F F F F F F F F F F F F F F F F F F F F
F F F F F F F F F F F F F F F F
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

K1 K2 K3 K4 K5 K1 K2 K3 K4 K5 K1 K2 K3 K4 K5

Standard Midi High

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Base module - Variants 69
Front module (FM)

All control units are directly or indirectly

connected with the GM. Three of these control
units are especially important. Two of these
control units are new, one of which you are
already familiar with from the previous Actros.

The front module is installed in the passenger

side wheelhouse. It assumes the control outside
the cab in the front section of the vehicle.
The FM is connected to the GM by the frame
CAN.

The FM assures that the front section of the

vehicles is supplied with power and is itself
supplied by the power distributor via terminals 30
and 31. The FM is secured with a melting fuse
80 A.

All inputs and outputs of the FM are secured W54.21-1217-11

electronically. The plugs are coded against
incorrect installation. Individual cables are sealed
against water and pollutants.

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Overview of KontAkt network 57
Rear module (HM)

The rear module is installed within the frame

above the rear axle and controls the functions in
the rear section of the vehicle. It is connected to
the GM via the frame CAN.
Depending on the equipment, the functions of the
level control and the stability control are
integrated in the rear module. These functions are
not virtual control units. Actual values, fault
codes, parameter sets are listed with other
functions in the rear module. The systems are no
longer listed separately in the DAS.

The HM assures that the front section of the

vehicles is supplied with power and is itself
supplied by the power distributor via terminals 30
and 31. The HM is secured with a melting fuse
60 A.

All inputs and outputs of the HM are secured

electronically. The plugs are coded against
incorrect installation.
Individual cables are sealed against water and W54.21-1218-11
pollutants.

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Overview of KontAkt network 58
The front and rear module have the same housing. Only their
interior is different.

All components are connected via plugs X1 - X6.

The modules do not have melting fuses. All outputs are
electronically secured by an excess voltage shutoff. The
inputs are also short-circuit resistant.

Terminals 30 and 31 are connected to plug X7. The front

module is directly supplied via the power distributor and is
secured by an 80 A melting fuse; the rear module with 60 A.

W54.21-1188-14
The connections are easily accessible under a cover.
· Plug housings are coded and therefore secured against incorrect exchanges. The plug housings are secured against sliding.
· Each individual line is protected against water and pollutants by a single line cover.

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Front module (FM) and rear module (HM) 79
 Front and rear module - Function 18.11.2002

The front and rear module assumes the following functions and tasks within the KontAct network:

Important functions which are integrated in the front module:

Lighting Actuation of the light bulbs in the front section of the vehicle

Sensors Reading in of all sensors in the front section of the vehicle ABS sensors continue to be connected to the BS

Actuators Actuation and monitoring of all actuators at the front of the ABS solenoid valves continue to be connected to the BS
vehicle
Locks Actuation and monitoring of all interwheel and interaxle
differential locks

Important functions integrated in the rear module:

Lighting Actuation of the light bulbs in the rear section of the vehicle

Sensors Reading in of all sensors in the rear section of the vehicle ABS sensors continue to be connected to the BS

Actuators Actuation and monitoring of all actuators at the rear of the ABS solenoid valves continue to be connected to the BS
vehicle
Level and stability control Actuation and monitoring of all solenoid valves and sensors of
the level and stability control

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Front and rear module - Function 80
 Tasks <> Base module, front module and rear module 18.11.2002

Task m Sensors, switches and actuators are connected to modules and networked via CAN bus systems.
Please resolve the following tasks in order to familiarize yourself with the resulting modifications.

Mark the module in the table to which the listed components are connected!
Use the current diagram for difficult components!

Component FM GM HM Component FM GM HM

Position sensor, front axle for level control ! Horn !

Position sensor, rear axle for level control ! Solenoid valve air horn !
Sensor for condensate ! Solenoid valve differential lock, front axle !
Sensors for brake pad wear ! ! Indicator switch differential lock, front axle !
Parking brake switch ! Solenoid valve differential lock, rear axle !
Outside thermometer ! Indicator switch differential lock, rear axle !
Rear axle temperature ! Air dryer heater !
Wiper motor for the windshield ! Cab lock !
High beams ! Indicator switch for steering oil level !
Taillamps ! Fuel tank sensor !
Side marker lamps ! ! Interior lighting !

11/02
Tasks <> Base module, front module and rear module 81
 Electronic shutoffs, front and rear module 18.11.2002

Electronic short-circuit shutoff for the outlets

The current at the connector pin is measured. If this current exceeds 10 A ± 4 A for approx. 20 ms, the connection is shut off (electronic safety). The software
detects the driver shutoff and returns the actuation of this driver. The driver is again engaged at a new request if terminal 15 has been previously switched off
and on.

Monitored outlets, front module Monitored outlets, rear module

Designation Pin Designation Pin
Left low beam X4 21/7 Right backup lamp X4 21/6
Right low beam X4 21/13 Brake lamp, left X4 21/10
Left high beam X4 21/4 Brake lamp, right X4 21/4
Right high beam X4 21/10 Left rear flasher X4 21/1
Left fog lamp X3 21/1 Right rear flasher X4 21/3
Right fog lamp X3 21/7 Left taillamp/left rear contour lamp X4 21/5
Work lamp X5 21/15 Right taillamp/right rear contour lamp X4 21/11
Horn X3 21/15 Air dryer heater X5 21/20
Left backup lamp X4 21/2

Light bulb failure detection (taillamp example)

A power measurement is conducted at the outlet pins when switching on the lights and the current absorption on the left and right are compared. When
comparing with a stored value for the current absorption of a light bulb, it can be determined if one or two light bulbs are connected.

If measuring values in a plausible magnitude have resulted, these are then stored. A difference is logged as failure of a light bulb and is displayed as a fault.

11/02
Electronic shutoffs, front and rear module 82
 Lamp failure detection, front and rear module 18.11.2002

Fault detection for outlets with more than one lamp:

Fault detection for light bulbs:

Since more than one light bulb can be connected to several outlets, the current absorption or the number of light bulbs must be parameterized. A current
threshold is parameterized for the current monitoring.
If the current threshold is underrun, the fault “Failure of at least one lamp” is stored and displayed.

Fault detection for LEDs:

LED lights may also be installed or retrofitted for side marker lamps. The basic function remains, only the current threshold values are different.

Outlets, front module Designation Pin

Left front side marker lamps X5 21/9 Additional lamps also parameterizable
Right front side marker lamps X5 21/11 Additional lamps also parameterizable

Outlets, rear module Designation Pin

Left brake lamp X4 21/10 Max. 2 light bulbs and relays
Trainer info: Right brake lamp X4 21/4 Max. 2 light bulbs and relays
Display additional Left rear flasher lamp X4 21/1 Max. 2 light bulbs and relays
side marker lamps Right rear flasher lamp X4 21/3 Max. 2 light bulbs and relays
via DAS simulation. Left taillamp/left rear contour light X4 21/5 Additional lights also parameterizable
Right taillamp/right rear contour light X4 21/11 Additional lights also parameterizable

11/02
Lamp failure detection, front and rear module 83
 HM 1
The GM is connected to the FM and HM via the
frame CAN. A redundant CAN connection exists NR WR 2
between FM and HM, over which data are KOM EDW
transferred to the frame CAN in the event of 3
Gateway WS FFB
faults.
3
ZDS
4 GM
FM
5

11/02
Overview of KontAkt network 59
Systems that are connected to the “chassis CAN” are also combined into groups in the ACTROS
Z2
beginning in 2003.
We are speaking of “options CAN” (500 kBaud) here, where we find control units such as ART,
SPA and ZL. These are control units, which are located in the vehicle, when the customer has
ART SPA ZL
selected such special equipment.
Terminal point Z2 is located on the side of the support for all control units in the electrical
compartment in the direction of the A-pillar.

Another group is the “brakes CAN” (500 kBaud), where we have control units that deal with the
BS EAB
driving dynamics of the vehicles, such as BS, AM, FDR and LWS. As in the HM, we will also see
that the BS is equipped with an integrated control unit. This is the EAB, whose functions are
integrated in the BS. This means no separate control unit for EAB. We do not have a “terminal
point” here.

AM SR LWS

The final group of the control units is called “engine CAN” and contains control units such as
AG
FR, FLA and MR. We are again finding a “terminal point”, as well as integrated control units FR
here. KR
The functions for AGF and KR are integrated in FR, which again means that these functions are
no longer available as separate control units.
FR functions as intermediary for the following control units. Since the FR, on one hand, is
connected with the “vehicle CAN” (500 kBaud) and with the “engine CAN” on the other hand
(125 kBaud) with one “terminal point” in between, FR has to concern itself with the signals from
the one side and “translate” so that the other side is able to understand the signals.
FLA MR

11/02
Overview of KontAkt network 63
 Virtual control units, integrated functions 18.11.2002

Virtual control units Control units are combined within the new KontAct network of the ACTROS. This means they no longer have their own housing are
only present as software instead of control units. The following electronic systems are integrated in the base module:
* WS Maintenance system
* KOM Communication processor
* EDW Anti-theft alarm system
* FFB Remote control receiver
* ZDS Central data memory

Note
Virtual control units are not present as components, however, may be selected and processed by using the diagnostics device
and act like actual control units.

Integrated functions Several previous control units are integrated in other control units. These are not virtual control units.
They do not appear in the DAS and cannot be called up there. Their actuations, fault codes and actual values appear under a new
number in another control unit. The following control units were integrated:
* AG Automatic gear selection is integrated in the FR
* KS Clutch control is integrated in the FR
* NR Level control is distributed in the front module and in the rear module.
* WR Stability control is distributed in the front module and in the rear module.

Note
Integrated functions are distributed over other control units and may be found in the DAS. The function entry was therefore
integrated in the DAS.

11/02
Virtual control units, integrated functions 64
 Central data memory (ZDS) in the base module 18.11.2002

The base module has a central data memory (ZDS), in which all of the parameters of the electronic systems installed in the vehicle are
stored. The ZDS has a capacity of 2,048 kB.

The central data memory provides permanent data for the control units. Upon requirement, for example, for a control unit change, the
parameters are written to the new control unit from the central data memory.

The following data are stored for each control module in the ZDS:
· MB basic number
· Hardware and software version
· Diagnostics version
· Diagnostics data
· Date of the last diagnostics session
· Parameter data
· Life record data only for WS

The date of the last parameter modification in the control units is checked every time circuit 15 is engaged and is compared with the central
data memory. Upon modification of parameters or control unit versions, the central data memory must be made current with the
diagnostics device.

Data from the ZDS are stored in the instrument in a mirror memory (128 kB) for security. This makes it possible to also change the base
module and reproduce all data.

Note Data of the MR and GS control units are not secured in the ZDS.

11/02
Central data memory (ZDS) in the base module 74
 Consistency test - Central data memory 18.11.2002

Consistency test:
The ZDS checks in all control units the date of the last test instrument
access at each terminal 15 ON. ZDS INS

If this value does not correspond with that stored in the ZDS, it is
assumed that the parameter data have been modified.

It is recommended to the user to update the ZDS with new parameter

data. The mirror memory of the instrument is updated automatically.

The responsibility of a current ZDS in the GM is thereby always with the SG1 SG2 SGn
user in the workshop.

11/02
Consistency test - Central data memory 75
 Parameter modifications of a control unit - Central data memory 18.11.2002

If a control unit is changed in the workshop, it will receive its parameter set from the ZDS. This
function is started via the diagnostics device. It will always transmit a complete set of parameters.

If the data do not correspond with the control unit during communication with the control unit, a
message is displayed in the diagnostics device and non-transferable parameters must be entered
individually. ZDS
In order to transmit the current data level from the control unit, it will be required to first store the
data record from the control unit in the ZDS by using the diagnostics device.

Prior to transmitting data record from the ZDS to the new control unit, a test is performed to
determine if the control unit is compatible with the data stored in the ZDFs.
SG
This compatibility test occurs in “old” control units by comparing the MB basic number and the
diagnostics version.
Since there are no more MB basic numbers in the “new” control units, the hardware and software
version is used for comparison.

11/02
Parameter modifications of a control unit - Central data memory 76
 Instrument 2002 18.11.2002

A new instrument will be used in the ACTROS.

N68.10-2049-75 W54.30-1224-05

Essential differences:
· Clear design and arrangement due to larger displays · 5 individual control keys
· Improved readability due to curved cover plate and deeper installation · 8 locations for retrofitting indicator lamps
in dash support · No main task in the network
· Multi-colored background lighting of the driver information system · Mirror memory (128 kB) for central data memory (ZDS)
(FIS) · Acoustics function replaces alarm buzzer
· Larger display for FIS · Timer for auxiliary heater control
· Operation generally via steering wheel keys · Integrated alarm clock

There are 4 different designs, which are separated in the speed display up to 125 km/h or up to 140 km/h. There are also 2 separate tachograph
characteristics: variable or printed tachograph.

11/02
Instrument 2002 84
The instrument has several CAN interfaces:
· It is connected to the base module via the vehicle CAN bus and
redundantly via the interior CAN bus.
· The CAN messages are channeled via the tachograph CAN bus to
the base module by way of the instrument.
· A K-line is connected to the instrument to actuate the emergency
drive mode in the GS.

1 Vehicle CAN bus with 500 kBaud

2 Interior CAN bus with 125 kBaud
3 Frame CAN bus with 250 kBaud
4 Engine CAN bus with 125 kBaud
5 Transmission CAN bus with 250 kBaud
6 Brakes CAN bus with 500 kBaud
7 CAN interface, trailer electronics with 125 kBaud
8 CAN interface, body electronics with 125 kBaud
9 Telematics CAN bus with 250 kBaud
10 TCO CAN bus with 125 kBaud
11 CAN interface, EAB with 125 kBaud
GT00_19_0014_C09

The instrument acts as any other control unit. Previous tasks within the network are now integrated in the base module.
· The on-board diagnostics are displayed on the instrument, however, the electronic system is in the GM.
· The off-board diagnostics are no longer actuated via the instrument.
· The control unit list is carried in the GM.
· All parameters concerning the instrument display are also parameterizable here.

11/02
Instrument 2002 85
 Tasks <> Instrument 2002 Operation 18.11.2002

Task 1 m Assign the terms in the drawing in order to familiarize yourself with the design of the instrument!

1 Function keys
3
2 Driver information system (FIS)
3 STOP lamp and series indicator lamps
4 Special equipment indicator lamps 8 9

5 Gear indicator in the FIS 2

6 Additional indicator lamps 5
7 Fuel gauge
8 Speedometer
4
9 Tachometer 6 6
10 Storage tank pressure for brake circuits 1 and 2 (is
automatically switched to the lowest circuit) 7 10
1

GT54_30_0014_C75

11/02
Tasks <> Instrument 2002 Operation 86
 Driver Information System - Instrument 2002 18.11.2002

Driver information concerning the operating condition of the vehicle

and warnings are displayed in the FIS.
In addition, diagnostics functions and adjustment possibilities are
available for the display arrangement. The graphics-capable display is
located in the center of the INS and is operated by the steering wheel
keys.

Basic picture
The basic picture of the FIS may be selected by the driver.
· A black screen
· A digital tachograph
· The current date
· The temperature of the interior heating system
All displays may be turned on or off, except the gear indicator.

Event display
An event display appears in the center of the screen in the event of a
fault. Depending on the severity, the background of the event message
is marked in yellow or red.

1 Status display (red)

2 Storage tank pressure, brake
system
3 Fault location
4 Function limitation
5 Handling instructions

11/02
Driver Information System - Instrument 2002 89
The multi-function display is divided into fixed sections:
1 Navigation bar
2 Basic set picture
3 Level control
4 Gear indicator with split setting and gear selection display
5 Reminder field for fault displays
Only serious faults of the BS and the TCO are displayed with the system
symbol
6 Display window for locks and power take-offs
7 Display window for cruise control or ART functions

Reduction of “display stress” due to consecutive filtering of event messages.

Only events relevant to the driver or assigned to one of the following criteria are displayed:
· Legally required display
· Safety-related display
· Fault may lead to consequential damages

11/02
Driver Information System - Instrument 2002 90
 Steering wheel - Instrument 2002 18.11.2002

The multi-function steering wheel is a new feature in the commercial vehicle sector.

In general

The multi-function steering wheel permits the driver to operate and query
various systems (relative to model and equipment). All available functions are
summarized in the FIS (driver information system):
The following menus are available to call up the functions:

· “Control information”, for example, to call up the coolant temperature or

the engine oil level.
· “Audio”, to regulate the sound level or to operate the CD or cassette
player
· “Maintenance”, to call up the calculated service schedules
· “Telephone”
· “Destination”, to control the navigation system
· “Trip computer”
· “Settings”, for example, to set the time
· “New messages”, for vehicles with FleetBoard

1 Function keys W46.10-1009-81

11/02
Steering wheel - Instrument 2002 91
Multi-function steering wheel networking

The function keys are connected to the base

module.

The GM controls via CAN:

· the FIS in the instrument
· the radio
· the telephone

a Caution; observe safety information

during removal/installation of the
steering wheel with airbag:

AH46.00-N-0001-01A
AS91.00-Z-0001-01A
AH91.00-P-0004-01A
OS91.00-P-0001-01A
AR91.60-W-0660A
W82.90-1000-79

A7 Base module (GM) S144 Key grove, left side, multi-function

A9 Radio 24 V steering wheel
A87 System compartment for hands-free system S144s1 Key for forward and back
CAN1 Vehicle CAN S144s2 Key for system selection
CAN2 Interior CAN S145 Key grove, right side, multi-function
P2 Instrument steering wheel
P2p1 Display, driver information system (FIS) S145s1 Keys + and - for specific functions
S145s2 Key for phone call acceptance and end

11/02
Steering wheel - Instrument 2002 93
Navigation within the Driver information system (FIS) 01 Actros info. 01

For menu selection, use the keys on the multi-function steering wheel to move
01 Actros info. 01
forward or to move back .
Note:
All main menus are displayed relative to settings. 02 Control info. 01

By using the keys on the multi-function steering wheel, you may navigate up 01 Actros info. 01
or down within the selected menu.
Note:
All submenus are displayed relative to settings. 01 Actros info. 02

Options are selected by using keys or on the multi-function steering

wheel or the sound level control is used.

11/02
Steering wheel - Instrument 2002 94
The following menus may be selected by using the function keys:

11/02
Steering wheel - Instrument 2002 95
 Modular switch panel (MSF) - Design 18.11.2002

Ergonomics for the driver are improved due to the redesign of the
switch panel. The switches with the most important functions to
be performed during travel are grouped together in the easy-to-
reach modules.

Additional switch panels are located in the headliner above the

driver’s area and in the side wall.

Advantages:
· reduced number of lines and connectors
· cable harnesses and weight are reduced
· installation space and routing radii are optimized
· improved individual adaptation
· simplified retrofitting

GT54_25_0011_C81

11/02
Modular switch panel (MSF) - Design 104
Modular switch panel networking

1 ASCI data bus A69 Switch module 9, dash support A81 Switch module 8, dash support
10 Dash support, driver section A70 Switch module 13, rear wall A82 Switch module 6, interlock switch
11 Dash support, center section A71 Switch module 11, roof A83 Switch module 10, roof
12 Dash support, left section A76 Switch module 2, dash support A84 Switch module 12, rear wall
13 Roof section A77 Switch module 1, dash support CAN2 Interior CAN
14 Rear wall section A78 Switch module 3, dash support S24 Lamp switch
A7 Base module A79 Switch module 5, dash support S25 Combination switch
A68 Switch module 4, master A80 Switch module 7, dash support S26 Headlamp range adjustment

11/02
Modular switch panel (MSF) - Design 105
 Modular switch panel - ASIC subbus system 18.11.2002

The modular switch panel consists of a control unit (master module), which is connected to the interior CAN bus. The hazard flasher switch is
permanently integrated in the master module. In addition, signal switches may be connected on the left and right of the hazard flasher switch.
Furthermore, several switch panels (slave modules) are connected to the master module. Additional switches may be added here.

Individual plug-type switches may be pure signal switches, whose switching information is transmitted as a data telegram to the master by
the integrated subbus system (ASIC = Application System Integrated Circuit). The subbus system operates at approx. 30 kBaud and is
designed for a length of 15 m.
The master module transmits information to all other components in the vehicle via the interior CAN.

The following are transmitted in the data telegram:

· switch identification
· switch position

There are also load switches which are capable to directly switch up to 20 A to consumers. These load switches are also connected to the
subbus system. The master recognizes the availability of these switches and, relative to the switch, also the switch position.

A slave panel always has four plug locations, into which signal or load switches may be plugged.
The switchable load for load switches can be connected to the rear side of the slave panel through the provided openings on the switch.

11/02
Modular switch panel - ASIC subbus system 106
 Modular switch panel - Components 18.11.2002

Master module

Function
* Read in switch signals of all connected components
* Read in CAN messages of all signal switches
* Take up 2 signal switches
* Integrated hazard flasher switch
* Transmission of switch signals to the base module
* Actuate switch illumination
* Switch monitoring

GT54_25_0003_C80

Slave module

Function
* Read in CAN messages of all signal switches
* Take up a max. of 4 signal or load switches
* Transmission of switch signals to the master module
* Actuate switch illumination

GT54_25_0004_C80

11/02
Modular switch panel - Components 107
 Modular switch panel - Switches 18.11.2002

ASIC switches (signal switches) transmit a data telegram to the modular switch panel via the ASIC data bus upon actuation or upon
request and thereby relay the appropriate switch request digitally to the master switch panel.
Each switch transmits its own data telegram and has a strictly assigned function, and thereby its own identity and also its own part
number.

Function
· Transmit its own switch identification via the ASIC-data bus
· Transmit switch information to the ASIC-data bus
· Collect information via the ASIC-data bus
· Actuate the switch illumination
· Actuate the indicator lamp in the switch

Characteristic
Individual functions, such as the interior lamp, may be engaged by the driver as well as from the bunk.
In order to prevent problems, multiple switches with the same part number may not be installed in the MSF!

11/02
Modular switch panel - Switches 108
Load switches
Load switches also have load pins on the ASIC data bus, in addition to the connector pins, in order to perform the appropriate
functions directly via the switch.

Function
· Switch the consumers directly via conventional load pins
· Collect information via the ASIC data bus
· Actuate the switch illumination
· Actuate the indicator lamp in the switch

Load pins
· Directly switch the appropriate function, max. stress 20 A

Task 1 m Find 3 examples each for the signal and load switches with the assistance of WIS document
GF54.25-W-4105-02MP!

Signal switches - ASR cutoff, airhorn, stationary air conditioning system, working speed

Load switches - Roller sun blind, refrigerator, rotating beacon, tail lift, telematics

Task 2 m How are signal switches illustrated in the current diagram?

- Signal switches are not identified

11/02
Modular switch panel - Switches 109
Steering gear pitman arm

Functions
· Left/right flashers
· Low beam/high beam
· Headlamp flasher
· 3-phase wipers, intermittent wipers, window wiper washers, touch washing
· Horn
· Switch position is reported to the MSF

The steering gear pitman arm is connected to the master switch panel of the MSF. Switch
signals in the steering gear pitman arm are read in and monitored from there and transmitted
to the base module via the CAN.

The steering gear pitman arm may not be connected to other consumers!

Exterior lamp switch

Functions
· Parking lamp
· Low beam
· Fog lamp
· Rear fog lamp

The position of the exterior lamp switch is read into the master switch panel via an internal
micro-switch and the appropriate switch position is detected.
The switch is monitored by the modular switch panel, interpreted and the switch position is
transmitted to the base module.

The exterior lamp switch may not be connected to additional consumers!

11/02
Modular switch panel - Switches 110
 Retrofit load and signal switches 18.11.2002

Three load switches are provided for retrofitting: Retrofit in Retrofit axles
· Retrofit 1 general load load switch
· Retrofit 2 switch
· Retrofit axles

The switches offer the capability to switch any load on and off directly with the switch. Signal switch
Here, it is required to wire the load to be switched directly to the switch. Retrofitting

Signal switches for retrofitting are:

· Retrofit 1, function pin and
· Retrofit 2, function pin

The switches are simply plugged into any location in the modular switch panel, which ensures the functioning of the witch.
The signals of these switches are evaluated in the base module (GM) and the function pins are actuated. Extensive
parameterization possibilities are given in the GM.

Special switches exist for the subsequent installation of scopes that are also offered as special equipment by the manufacturer. The body manufacturer may add
the symbols for the retrofitting switches.

Required work for retrofitting switches in the MSF:

1) Plug in switch
2) Signal switch: Switch is automatically initialized, the signal is immediately available.
Load switches: Wire switch accordingly.
3) Adjust parameterization: A target equipment list of all switches is stored in the master module. The new switch should be entered as “installed” here. The
control unit will report a fault in the event of any deviation of actually detected switches (“switch missing/too many”). The monitoring must be disengaged on
all retrofitted and spare switches, meaning that the switches can be connected later on without generating a fault.

11/02
Retrofit load and signal switches 111
 Diagnostics and troubleshooting 18.11.2002

Which modifications result due to the vehicle

networking? Which basic possibilities may be used
for diagnostics and troubleshooting?

These questions will be answered by using an

example.

Observe the following circuit diagram which

shows the function of the parking lamp. Let us
assume that the taillamp is not functioning.

GT54_22_0004_C75

Task m Which deliberations are required to find the fault? Give reasons for your answers!

- Which conditions have to exist for the function? Which components/control units are involved?

- In which control unit can I test actual values? In which control unit can I perform actuations?

- Which control unit has current faults? Which CAN connections are used?

- Are other functions that use the same CAN connection defective?

11/02
Diagnostics and troubleshooting 125
 Assignment of plug X7 at the base module 18.11.2002

Plug X7 at the base module is provided to tap the most important signals for the connection of a body.

Pin assignment

Pin 1: terminal 58, parking lamp 2A

Pin 2: terminal 30,
Pin 3: terminal 54, brake lamp
Pin 4: taillamp 2A
Pin 5: terminal W 10 mA
Pin 6: terminal D+
Pin 7: terminal 31
Pin 8: v signal 10 mA (8 pulses/m)
Pin 9: terminal15

GT54_10_0024_C74

11/02
Assignment of plug X7 at the base module 132
Event codes of the new 29-bit identifier control units in the FIS (driver
information system)

We will now use 3 digits for the fault path code and one option of 3 digits for

N
the fault type; this means that we may have up to 255 different codes for the
fault path as well as for the fault type. However, only up to a maximum of 99
fault codes were possible for these fault paths and fault type in the 11-bit
control units.

E01 a 114 34

Event number Current fault Fault path Fault type

0 - 255 0 - 255

Let us look at this example: The fault path is 114 and the fault type is 34. Both are decimal numbers, which again means that we must convert to a hexadecimal
number prior to looking at the DAS simulation.

Fault path decimal: 114 Fault path hexadecimal = 72

Fault type decimal: 34 Fault type hexadecimal = 22

We now have the event code in hexadecimal form and we can look at the DAS simulation for the correct identification of the event code.

11/02
Hexadecimal numbers 141
DAS simulation

Decimal/hexadecimal converter

Currently, a “converter” exists within the DAS simulation, which means that only a decimal fault path number and a
decimal fault type number must be entered. DAS takes care of the rest.

Disconnect a sensor on the vehicle from a 29-bit control unit, read out the event code from the FIS (driver information
system) of the instrument and use the DAS simulation in order to find the correct identification of the event code.

11/02
Hexadecimal numbers 142
 Door module (TF/TB) 18.11.2002

In order to reduce the wiring and connectors to the doors, the

components are activated and monitored via the control unit in the doors.
Information between the control units for the driver and passenger door
are exchanged in the interior CAN bus.

One control unit each is used in the doors of the ACTROS MP II:

Driver door module, TF (A66) is located in the driver door panel. The driver side door
module control unit controls the functions in the area of
the driver door.

Passenger door module, TB (A67) is located in the passenger door panel. The passenger side
door module control unit controls the functions in the area
of the passenger door.

W72.29-1007-11

11/02
Door module (TF/TB) 126
There are two versions that vary in their functions:

Base line
* Mirror adjustment and mirror heater on driver and passenger side
* Activation of the entry and interior lighting
* Central locking system
* Power windows

High line
* Mirror adjustment and mirror heater on driver and passenger side
* Activation of the entry and interior lighting
* Comfort locking function
* Power windows with obstruction sensor (with KSA)
W72.29-1012-11

Driver side

Door control panel

The control panels are integrated into the door panel and are easily accessible by
the driver. The user request is reported to the control unit via the door control
panel.

Functions that are located at the passenger side also can be activated from the
driver side.

Passenger side

11/02
Door module (TF/TB) 127
 Heating and air conditioning 18.11.2002

A newly developed “air” regulated HVAC system

will be installed in the ACTROS.

Essential modifications:

* air and water temperature mixture

* improved air circulation
* integrated auxiliary heater in the ventilation
system

W83.00-1004-78

Versions Manual heater Manual Automatic air Stationary Air auxiliary heater Water auxiliary
air-conditioner conditioner air-conditioner heater
AirTop 2000 AirTop 3500 ThermoTop 90
Code H03 H07 H09 H61 H63 H65
S cab Standard Special equipment Special equipment -- Special equipment Special equipment Special equipment
M cab Standard Special equipment Special equipment -- Special equipment Special equipment Special equipment
L cab -- Standard * Special equipment Special equipment Standard Special equipment Special equipment
LH cab -- Standard * Special equipment Special equipment Standard Special equipment Special equipment
* country-specific

11/02
Heating and air conditioning 128
 Heating and air conditioning sensors 18.11.2002

Solar sensor

The solar sensor measures the current solar radiation and transmits this
value to the heater control (HZR) electronics system.
This value then enters the temperature control.

As a result, temperature changes caused by solar radiation in the cab can be

reacted to quicker and with greater accuracy.

Function GT83_40_0013_C71

The solar sensor (B119) contains a photo diode.

The heater control (HZR) electronics system processes the resistance of the diode and thereby detects
the solar radiation intensity in the cab.

The heater control (HZR) electronics system controls the temperature of the air blown into the cab at a
time delay, while considering the solar sensor value.
The blower temperature measured at the sensor is reduced internally by up to 6°C by the electronics
system.
The heater control influences the interior temperature via blower speed and the position of the blend air
doors.
The interior temperature remains constant by this method.

11/02
Heating and air conditioning sensors 129
Air Quality Sensor (AQS)

The AQS is only used in conjunction with the automatic air conditioner.
The sensor is connected to the HZR (heater control).
The sensor measures the air quality and detects CO and NOx. The recirculated air flap is closed
automatically at a limit value.

It is therefore no longer required to use an activated charcoal filter. This air-circulation operation is not
displayed in the control panel by the indicator lamp. The recirculated air mode display would switch on
and off continuously due to continuous adjusting. However, after at least 30 min., the recirculated air flap
is briefly opened to prevent the windows from fogging.

GT83_40_0014_C71

Function CO
NOX
A so-called aluminum oxide sensor (AL3O2) is used. NOX H2 O
CO
The semi-conductive material operates at a temperature of approx. 300 – 500 °C. NOX
H2 O
NOX Selector membrane
The gases that have to be measured modify the resistance on the semi-conductive material, which results
in a current modification. The sensor processes this information internally and delivers a PWM signal over
its signal line.

PWM signals:
0 % short circuit after ground
25 % electronic faults in the sensor A
50 % switch on recirculated air
75 % switch on fresh air mode Voltage Current
100 % short circuit after positive

11/02
Heating and air conditioning sensors 130
 Technical data on the BR 500 in the ACTROS, models 930-934 18.11.2002

Engine model/ Output Maximum torque High torque rise Displacement Code* Stroke/bore Engine weight
inspection at 1,800 rpm dry
kW/HP Nm % cm³ mm kg

OM 501 LA 230/313 1,530 (1,100 rpm) 25.4 MX1

EURO II 260/354 1,730 (1,100 rpm) 25.4 11,946 MX2 150/130 885
(for export) 290/394 1,850 (1,100 rpm) 20.3 MX3
315/428 2,000 (1,100 rpm) 19.7 MX4
235/320 1,650 (1,080 rpm) 32 MV1
OM 501 LA 265/360 1,850 (1,080 rpm) 32 MV2
EURO III 300/408 2,000 (1,080 rpm) 26 11,946 MV3* 150/130 940
320/435 2,100 (1,080 rpm) 24 MV4*
335/456 2,200 (1,080 rpm) 24 MX0**
OM 502 LA 350/476 2,300 (1,100 rpm) 23.9 MX5
EURO II 390/530 2,400 (1,100 rpm) 16 15,928 MX6 150/130 1,125
(for Export) 420/571 2,700 (1,100 rpm) 21.1 MX7
370/503 2,400 (1,080 rpm) 22 MV6*
OM 502 LA 395/537 2,500 (1,080 rpm) 19 15,928 MV7 150/130 1,250
EURO III 425/578 2,700 (1,080 rpm) 20 MV8
* With code MZ0, only 4 eco-points for alpine travel through Austria.
** MX0 not available four all-wheel drive vehicles.

11/02
Technical data on the BR 500 in the ACTROS, models 930-934 145
 Innovations in the operating concept of the drive systems in the ACTROS, models 930-934 18.11.2002

The functions of the multi-function lever have changed several over the years.
The following reasons led to simplifying the operation of the multi-function lever.

· Current cruise control and limiter operation not standardized and not very transparent
· Combined drive and brake cruise control is not standard
· Too many overlaying functions at the steering gear pitman arm
· Restricted limiter function

Functional modifications
· Reduction to 2 modes
- Combined drive/brake cruise control (standard), optional with proximity control (ART)
- Limiter with additional overlay of the brake cruise control function

· Standardization of the controls

- Accelerating/delaying in 0.5 km/h and 5 km/h steps in the limiter and ART mode
- Accelerating/delaying in 0.5 km/h steps and in combined cruise control mode per ramp
- Reinstatement of the speed is standardized in every mode

· Standardization of the pressure relief functions

- Overriding per accelerator pedal to the combined cruise control and ART operating methods
- Overriding per kickdown to the limiter mode
- Delay of each permanent brake (does not lead to deactivation)
- Delay of each operating brake (does not lead to deactivation during deceleration)

· Standardized quitting sound

- When disengaging the operating brake
- When underrunning the switch-off threshold (10 km/h)
- When switching off in the event of a fault

11/02
Innovations in the operating concept of the drive systems in the ACTROS, models 930-934 153
 Operating concept, driving systems, ACTROS models 930-934 18.11.2002

Task m Enter the operation of the multifunction control lever in the table below.

Limiter Tempomat

Select function/Switch function 4 4

Activate function at current speed 1 1

Activate function at stored speed 2 2

Cancel function (at control lever) 3 3

Reduce speed 2 2

Increase speed 1 1

11/02
Operating concept, driving systems, ACTROS models 930-934 154
Selecting between different driving systems

TM FR Fahrsysteme 1_D.PPT

11/02
Operating concept, driving systems, ACTROS models 930-934 155
 Teach-in foot throttle actuator onboard, ACTROS models 930-934 18.11.2002

Prerequisite:
Activate the "Diagnosis" menu in the "Settings" menu (see operator's manual).

Teaching-in the foot throttle actuator:

· Select the "Diagnosis" menu
· Select the "Service info" submenu

Display
FR LEARN
To start the teach-in process, select "Reset with reset button".
____

A___

+___
Hold the accelerator in full-load position
+__A

+__+
To conclude the teach-in process, select "Reset with reset button" again.
FR OK

11/02
Teach-in foot throttle actuator onboard, ACTROS models 930-934 157
 Air intake, ACTROS models 930-934 18.11.2002

Air intake at the upper rear of cab (Code MG8)

The air intake at the upper rear of cab is the air supply unit for the engine. It is available for platform
vehicles, construction site vehicles and semitrailer tractors. Depending on the vehicle model and country-
specific version, it may be standard equipment.

The intake opening is located at the roof on the right rear side of the cab. The intake air duct is located on
the right-hand side of the cab rear wall and is protected against intrusion of splash water. It leads the
intake air to the air cleaner housing. An electronic sensor at the air filter continuously reads the intake
pressure. The intake air is filtered by paper filters. Depending on the vehicle, the filter can have the
following surface areas:

· up to 265 kW/360 HP, approx. 11.75 m2

· up to 325 kW/442 HP, approx. 14.5 m 2
· up to 395 kW/537 HP, approx. 17.8 m 2.

This air intake system guarantees optimal quality of the intake air. It ensures low-noise operation and
protects against splash water. This design practically eliminates air intake malfunctions, thus ensuring
reliable vehicle operation.

N09.00-2028-73

11/02
Air intake, ACTROS models 930-934 158
Increased-capacity paper air filter (Code M60)

Vehicles equipped with Code MG8, such as platform and construction site vehicles as well as semitrailer tractors fitted with V-6 engines, can also be fitted with
an increased-capacity paper air filter (Code M60).
This filter has a surface area of approximately 17.8 m2. It is strongly recommended for use in vehicles exposed to high levels of dust.
Its use will reduce the frequency of filter changes to a level appropriate for long-distance haulage, thus lowering service and maintenance costs and increasing
economy.

Cyclone pre-filter M67

The cyclone pre-filter is an auxiliary filter unit that pre-cleans the engine intake air. It is available for platform vehicles, cement mixers, dump trucks and
semitrailer tractors that are fitted with the air intake at the upper rear of cab (Code MG8).
On the right side behind the cab, the intake air is taken in through an upstream cyclone unit and then sent on to a plate filter. This cyclone unit uses a fixed torus
member to set the air in rotary movement. Dust and larger contaminant particles are extracted from the air by centrifugal force and collected in rubber valves.
These valves can be easily emptied by simply pressing them together. The intake air is thus pre-cleaned before being sent on to the plate filter.
Under very dusty service conditions, this cyclone pre-filter protects the air filter from becoming prematurely dirty. Its use will reduce the filter change intervals,
thus lowering maintenance costs.

11/02
Air intake, ACTROS models 930-934 159
Cyclone plate filter behind the cab (Code MJ1)

This filter system is available for platform and construction site vehicles and semitrailer tractors fitted
with V-6 engines. Depending on the vehicle model and country-specific version, it may be standard
equipment. It is strongly recommended for use in vehicles exposed to high levels of dust.

N09.10-2057-72

11/02
Air intake, ACTROS models 930-934 160
Front air intake (Code M97)

This system variant is available for vehicles with an S, M, or L cab fitted with V-6 engines up to 325 kW
(440 HP). The feasibility of installation must be individually evaluated for the specific vehicle.
Using this system to move the air intake to the front of the vehicle will maximize the space available
behind the cab for installing certain vehicle bodies. The body manufacturer can then utilize the entire rear
area of the vehicle, right up to the rear wall of the cab and take full advantage of the whole body length,
thus increasing payload capacity and economy.

The front air intake is located on the right behind the maintenance flap. The system's plate filter is
located between the engine tunnel and the engine. Installing this system will increase the height of the
engine tunnel by approximately 80 mm.

N09.00-2029-01

Air intake for cab with sloping roof (Code MJ3)

An air intake system located behind a cab having a sloping roof is a special design available for car transporters.
The air intake fitting at the cab rear wall is located so that it does not extend above the cab. This air intake system is absolutely necessary if the cab roof slopes
down by 80 mm starting at the B-pillar (modification is performed by the Bickel company).
Having this system installed at the factory will save the body manufacturer from having to do extensive and expensive modifications.

11/02
Air intake, ACTROS models 930-934 161
 Symbolical fuel circuit Engine Series 457; Exercise 15.05.03

Exercise m Trace the fuel stream and mark the flow direction with arrows!

N07.00-2082-09

05/03 Trucks • Engine Telligent® Engine systems Series 457, 500, 900 Advanced Training
Symbolical fuel circuit Engine Series 457; Exercise 82
1 Fuel tank 10. Overflow valve (2,0 bar)
1.1 Fuel strainer (800 mm) 10.1 Restrictor in overflow valve
1.2 Ventilation valve 12 Restrictor in flame starting system fuel line
2 Fuel hand pump
2.1 Fuel prefilter "Racor" (SA) R3 Flame glow plug
3.1 Assembly valve in fuel feed (opened by pressure) Y5 Flame starting system solenoid valve
3.2 Assembly valve in fuel return flow(opened by pressure)
4. Fuel heat exchanger A Fuel feed/suction- underpressure side
5. Fuel pump B Fuel feed/pressure side
5.1 Pressure relief valve (7.0 – 8.0 bar) C Fuel high pressure side (injection line) downstream of PLD unit pumps
6. Fuel filter (KF 3 mm) D Fuel return flow downstream of unit pump/ leak fuel
6.1 Fuel filter drain valve E Fuel scavenging quantity (fuel bypass)
6.2 Continuous relieving bore F Fuel return flow/
7. Nozzle holder combination
8. PLD unit pumps (Y6 bis Y11)

05/03 Trucks • Engine Telligent® Engine systems Series 457, 500, 900 Advanced Training
Symbolical fuel circuit Engine Series 457; Exercise 83
 Real fuel circuit engine series 457; Exercise 15.05.03

Example m Complete with the aid of WIS-dokumentes SN47.00-W-0003-02A real fuel circuit the missing therms
in the legend!

Hint: Name of components

I Hand fuel delivery pump

II Fuel cooler
III Fuel delivery pump
IV Fuel filter
V Unit pump
VI Injection valve
VII Pressure holding valve
VIII Bypass line

1 from tank over hand fuel delivery pump

to fuel cooler
2 to fuel delivery pump
3 to fuel filter
4 to unit pumps
5 from unit pumps
6 to injection valves
7 Leak fuel line
8 from pressure holding valve to fuel delivery pump
9 Fuel filter reliefing line
(by filter changeing)
10 to tank

A Fuel suction line

B Fuel return line
C Fuel low-pressure line
D Fuel high-pressure line

N07.00-2083-09

05/03 Trucks • Engine Telligent® Engine systems Series 457, 500, 900 Advanced Training
Real fuel circuit engine series 457; Exercise 84
 Fuel pressure test locations series 500; Exercise 13.05.03

W07.15-1080-09

05/03 Trucks • Engine Telligent® Engine systems Series 457, 500, 900 Advanced Training
Fuel pressure test locations series 500; Exercise 85
Components
1 Fuel tank B10 Fuel temperature sensor
1.1 Fuel strainer (800 mm) R3 Flame glow plug
2 Fuel prefilter (300 mm) with fuel priming pump Y5 Flame starting system solenoid valve
3.1 Assembly valve in fuel feed (opened by pressure)
3.2 Assembly valve in fuel return flow(opened by pressure) Fuel circult
4. Fuel heat exchanger A Fuel feed/suction side
5. Fuel pump B Fuel feed/pressure side
5.1 Pressure relief valve (9.0 – 12.0 bar) C Fuel high pressure side (injection line) downstream
6. Fuel filter (1,5 mm) of PLD unit pumps
6.1 Fuel filter drain valve D Fuel return flow downstream of unit pump
6.2 Continuous ventilation in fuel filter (0.7 mm) E Fuel scavenging quantity (fuel bypass)
7. Nozzle holder combination F Fuel return flow/leak fuel
8. PLD unit pumps (Y6 bis Y13)
9. Ring piece with countinuous ventilation (0.7 mm)
10. Overflow valve (2.0 bar) Test points, tost data
(till engine-Nr. 092407 2,0 bar G Pressure gauge test
from engine-Nr. 092408 2,65 bar) H Fuel return flow quantity test
10.1 Restrictor (3.1 mm) in overflow valve
11.1 Fuel feed connector (in frame) - -- - Fuel-channels in ZKG
11.2 Fuel return flow connector (in frame) ------ Fuel-lines
12 Restrictor (0.5 mm) in flame starting system fuel line

Exercise m Assign the check point to the rigt fuel pressure test.

Check point Fuel pressure test

I Fuel pressure downstream
II Fuel return flow quantity to the fuel tank
III Low-pressure fuel circuit leaktightness
IV Fuel intake pressure upstream of fuel pump
IV saving of air bubbles at the fuel intake pipe
Fuel return flow quantity to nozzle-and-holder assemblies

05/03 Trucks • Engine Telligent® Engine systems Series 457, 500, 900 Advanced Training
Fuel pressure test locations series 500; Exercise 86
 Powertrain network, Legend 13.05.03

A3 Drive Control ECU (FR) B6 Coolant level switch S1 Ignition switch

A4 Flame-start system ECU (FLA) B7 Air filter monitor sensor S2 Engine control/continuous brake lever
A6 Engine Control ECU (MR) B10 Fuel temperature sensor S3 Splitter switch
A7 Base module (GM) B11 Engine oil temperature sensor S7 Reverse gear switch
A11 Brake control ECU (BS) B12 Oil pressure sensor S9 Neutral switch
A15 Gear selection controller (GS) B14 Oil level sensor S10 Start button
A16 Gear selection ECU (GS) B15 Crankshaft position sensor S11 Stop button
A20 Retarder control ECU (RS) B16 Camshaft position sensor S144 Multifunction steering wheel button group, left
A22 ECU for Parameter-controlled Special Module (PSM) B17 Speed sensor S145 Multifunction steering wheel button group, right
A42 WSP readout electronics B28 Speaker at center of headliner S166 Oil pressure switch
A63 Distance-sensitive cruise control ECU (ART) B46 High/low pressure switch
A64 Front Module (FM) B57 Transmission output rpm sensor X13 Diagnostic interface socket
A65 Rear module (HM) B60 Gear sensor (SGG)
A68 Switch module 4, master B61 Gate sensor (SGE) Y1 Engine brake solenoid 1
A82 Switch module 6, lock switch B62 Splitter sensor (SSP) Y2 Engine brake solenoid 2
B63 Range sensor (SRA) Y6-13 Pump insert cylinders 1-8
B65 Coolant temperature sensor Y29 Splitter solenoid 1 (MS1)
B66 Retarder fluid temperature Y30 Splitter solenoid 2 (MS2)
B99 Transmission output speed sensor Y31 Range selection solenoid 1 (MR1)
B111 Combination boost air pressure and temperature Y32 Range selection solenoid 2 (MR2)
sensor
Y33 Gate solenoid 1 (MG1)
CAN 1 Vehicle CAN Y34 Gate solenoid 2 (MG2)
CAN 2 Interior CAN Y35 Odd gear air supply solenoid (MUB)
CAN 3 Frame CAN Y36 Even gear air supply solenoid (MGB)
CAN 4 Engine CAN Y37 Odd gear air discharge solenoid (MUE)
CAN 5 Transmission CAN Y38 Even gerar air discharge solenoid (MGE)
CAN 10 Speedo CAN Y39.1 Clutch air supply solenoid 1
Y39.2 Clutch air supply solenoid 2
G2 Alternator Y39.3 Clutch air discharge solenoid 1
Y39.4 Clutch air discharge solenoid 2
M1 Starter Y44 Proportional-control valve for retarder
B1 Accelerator pedal Y49 Constant throttle solenoid
B2 Clutch travel sensor P2 Instrument (INS) Y70 Fan speed 1 solenoid
B3 Idler shaft rpm sensor P3 Modular tachograph (MTCO) Y71 Fan speed 2 solenoid
B4 Outside temperature sensor Y101 Splitter solenoid 1 (MS1)
B5 Parking brake switch Y102 Splitter solenoid 2 (MS2)

05/03 Trucks • Engine Telligent® Engine systems Series 457, 500, 900 Advanced Training
Powertrain network, Legend 89
 Clutches, ACTROS models 930-934 18.11.2002

ACTROS trucks with all engines are now equipped with a single-plate clutch as standard equipment. Transmissions with torque converter clutches (WSK)
(Code G02) use a single-plate clutch with a diameter of 445 mm.
Automated clutch operation (Code GE2) is only possible for single-plate clutches.
Mixed installation of parts from different manufacturers (such as a Sachs clutch pressure plate paired with a Valeo clutch disk) is not permitted.

Engine Without live power take-off (NMV) With live power take-off (N56/N57)
Series Special equip. (Code G81) Series Special equipment (Code G81)
OM 501 LA
1-SK Æ430 mm 2-SK Æ400 mm
(MV1 – MV5)
1-SK Æ430 mm 2-SK Æ400 mm
OM 502 LA
(MV6 – MV8) 2-SK Æ400 mm ---

1-SK = Single plate clutch

2-SK = Double-plate clutch

11/02
Clutches, ACTROS models 930-934 162
 GS II with AG II - Clutch actuator - Design 18.11.2002

A shift system featuring an automated clutch is available for the ACTROS MP II as special equipment.

This new electronic automated shifting system is fundamentally different from the first-generation EAS in
that the new system has been considerably simplified.

On the ACTROS MP II with AG II, the entire clutch hydraulic system previously used has been replaced with
an electropneumatic clutch actuator.

Clutch actuator, front view

N25.20-2064-01

The clutch actuator directly operates the mechanical clutch system.

The compressed air to the actuation cylinder is controlled by four solenoid valves.

Clutch actuator, rear view

N25.20-2063-01

11/02
GS II with AG II - Clutch actuator - Design 209
 GS II with AG II - Clutch actuator - Function 18.11.2002

The clutch actuator consists of the following

components, which are all integrated in one
unit:

The actuator cylinder is pneumatically operated

and controls the positioning of the clutch.
Cylinder Clutch disengaged
extended

Cylinder Clutch engaged

retracted

The clutch sensor ("e" in diagram at right)

reads the instantaneous position of the clutch
cylinder.
Measured value 15 for the gear control system
shows the instantaneous position during clutch
travel as a percentage value.
Measured value 20 shows the clutch travel as a
counter value.

Clutch actuator, internal structure N25.20-2062-05

The four solenoid valves are necessary to properly control the inward and outward flow of compressed air used to move the cylinder.
MKUB1 and 2 Solenoid valve, clutch pressure application 1 and 2 (c; d)
MKUE1 and 2 Solenoid valve, clutch pressure release 1 and 2 (a; b)
MKUB2 and MKUE2 (b; d) have a larger air passage. They are used to set the basic position during clutch actuation.
MKUB1 and MKUE1 (a; c) have a smaller air passage. They are used to set the fine position during clutch actuation.

11/02
GS II with AG II - Clutch actuator - Function 210
Adjusting the clutch actuator

To simplify the control system and to increase the

actuation speed, the system tolerances must be
kept as low as possible.

Before installing the actuator, the actuator plunger

has to be properly adjusted.

W25.40-1077-01 W25.40-1076-01

Adjustment procedure:

1. Measure the distance from the spherical cap

to the clutch housing (see dimension Y)
2. Set the plunger length by using the threaded
adjuster.
3. Lock the plunger setting by tightening the jam
nut.

W26.20-1067-01 W26.20-1068-01

11/02
GS II with AG II - Clutch actuator - Function 211
The adjustment dimension for the plunger is the
sum of the measured dimension Y and a fixed
value X.

At this time, this fixed value X is still to be

determined.

Be sure to always follow the work instructions

exactly!

This setting is made at the following times:

· When installing the clutch actuator during

initial vehicle assembly on the production
line

· Whenever the clutch actuator is replaced

· Whenever the clutch or parts of the clutch

release system are replaced

Use special tool specified in

WIS 25.00-N-3037B.

Setting the dimension of the clutch actuator plunger GT_25_20_0007_C76

When setting the clutch actuator plunger length, see also the requirements specified in the WIS document AR25.20-W-3000A.

11/02
GS II with AG II - Clutch actuator - Function 212
 Transmission types and specifications 18.11.2002

The ACTROS MP II is equipped with the already known fully-synchronized Mercedes-Benz 16-speed range-change transmission (G210, G211, G231, G240 and
G260), supplied by the PowerSystems division of DaimlerChrysler. The gear ratios for all approved and released transmissions are shown in the following table:

G210 G211/G231 G240 G260

Design Overdrive, 1-speed Hill mode/Direct drive Overdrive, 2-speed Overdrive, 3-speed
Code GC3 GD3/ GH6 GC2 GC1
Model 715.500 715.510/715.513 715.520 715.540
1st gear 14.19 17.03 11.72 9.75
2nd gear 11.72 14.19 9.75 8.07
3rd gear 9.58 11.50 7.92 6.58
4th gear 7.92 9.58 6.58 5.45
5th gear 6.50 7.80 5.29 4.40
6th gear 5.37 6.50 4.40 3.64
7th gear 4.40 5.28 3.64 3.02
8th gear 3.64 4.4 3.02 2.50
9th gear 3.22 3.87 2.66 2.22
10th gear 2.66 3.22 2.22 1.83
11th gear 2.18 2.61 1.80 1.50
12th gear 1.80 2.18 1.50 1.24
13th gear 1.48 1.77 1.20 1.0
14th gear 1.22 1.48 1.0 0.83
15th gear 1.0 1.20 0.83 0.69
16th gear 0.83 1.00 0.69 0.57
1st reverse gear 12.90 15.48 10.66 8.86
2nd reverse gear 10.66 12.90 8.86 7.33
iConstant, slow 1.172 1.172 0.969 0.806
iConstant, fast 0.969 1.407 0.806 0.667

11/02
Transmission types and specifications 163
 Transmission G231 18.11.2002

Transmissions G 231 - 16/17.1 – 1.0 (Code GH6) are a reinforced, heavy-duty versions of the known G 211 transmission, with the following special features:

· Increased input torque

· Reinforced bearings
(pilot and K2 bearing NTN/Eco-Top)

· Improved surface treatment

· Evenly spaced ratios

· Gear teeth of high-purity, case-hardened steel

· K1 and K2 gears are shot-blasted.

· Drive shaft: shaft splines are ground and shot-

blasted.

· Planet carrier is center-welded.

· DEA synthetic gear oil (SAE 75 W 90)

· G 231 - 16/17.1 – 1.0 uses the same power

take-off (PTO) as for transmission G 211 -
16/17.1 – 1.0.

N26.50-2089-79

· Installed in combination with rear axles HL6 and HL8.

· For high temperature applications in Southern European countries with the new 335 kW/456 HP V-6 engine, a transmission oil cooler (Code N55) is
recommended.

11/02
Transmission G231 164
 Shifting systems, ACTROS models 930-934 18.11.2002

Hydraulic-pneumatic shifting (HPS) for dump trucks, cement mixers and all-wheel-drive vehicles.

As before, this shift system design uses a gearshift lever mounted in the cab, and shift commands are hydraulically transmitted to the transmission.

Split position, neutral position and reverse gear are indicated on the instrument cluster.

GS II gear control

Most of the functions used in the previous GS transmission control system were incorporated in the new GS II system.

AG II automatic gear selection

This transmission gear shift system developed by DaimlerChrysler is designed to prevent driver fatigue by providing a convenient, easy-to-use shift system that is
particularly suited for reducing the demands on the driver in heavy traffic conditions.
This system helps reduce the need for frequently repeated, essentially identical, hand and foot movements during shifting, thus permitting greater driver
concentration during demanding operating conditions such as when driving on slopes/inclines, when maneuvering and when driving in stop-and-go traffic. It also
increases vehicle full economy, protects the drivetrain from abrupt, stressful loads and transported materials from sudden shifts and movements.

The current system is the two-pedal design used in the ACTROS models 930 - 934 with GS II gear control and AG II automatic gear selection:

The fold-out emergency clutch pedal is not used in ACTROS models 930 - 934.
This also applies to the indicator on the instrument cluster (INS).

11/02
Shifting systems, ACTROS models 930-934 165
 GS II gear control - Design 18.11.2002

GS II design features

· The communication among the electronic systems takes place via the vehicle, transmission and interior CAN data buses as well as a K-line for the
backup drive mode.

· The drive control (FR) system combines the cab-side electronics for the shift control unit, automatic gear selection (AG) and the clutch control (KR)
system all together in one unit.

· In backup drive mode, the base module (GM) captures and evaluates the signals from the steering wheel control buttons and transmits them via the
CAN bus to the INS 2002, and from there, via the K-line to the gear control (GS) electronics. The base module is located in the electrical
compartment in the passenger side footwell.

· The system consists of the following components:

Ø A convenient, easy-to-use, ergonomically designed shift control unit (with gearshift lever) for all cab designs:
- For left-hand-drive vehicles (LHD), it is located underneath the right-hand fold-up armrest at the driver seat
- For right-hand drive vehicles (RHD), it is located underneath the left-hand fold-up armrest at the driver seat
- The selector switch for manual (M) and automatic mode (A) is also used for the GS II gear control with AG II automatic gear selection.
Ø Multifunction steering wheel with buttons for activating the backup drive mode, the towing mode and for querying the clutch status in the driver
information system (FIS). With this system, the previous emergency operation rotary switch is no longer used.
Ø Instrument cluster (INS 2002) with display.

11/02
GS II gear control - Design 166
GS II design features

· The communication among the electronic systems takes place via the vehicle, transmission and interior CAN data buses as well as a K-line for the backup
drive mode.

· The drive control (FR) system combines the cab-side electronics for the shift control unit, automatic gear selection (AG) and the clutch control (KR) system all
together in one unit.

· In backup drive mode, the base module (GM) captures and evaluates the signals from the steering wheel control buttons and transmits them via the CAN bus
to the INS 2002, and from there, via the K-line to the gear control (GS) electronics. The base module is located in the electrical compartment in the
passenger side footwell.

· The system consists of the following components:

Ø A convenient, easy-to-use, ergonomically designed shift control unit (with gearshift lever) for all cab designs:
- For left-hand-drive vehicles (LHD), it is located underneath the right-hand fold-up armrest at the driver seat
- For right-hand drive vehicles (RHD), it is located underneath the left-hand fold-up armrest at the driver seat
- The selector switch for manual (M) and automatic mode (A) is also used for the GS II gear control with AG II automatic gear selection.
Ø Multifunction steering wheel with buttons for activating the backup drive mode, the towing mode and for querying the clutch in the driver information
system (FIS). With this system, the previous emergency operation rotary switch is no longer used.
Ø Instrument cluster (INS 2002) with display.

11/02
GS II gear control - Design 168
Modules on the transmission

a) Gate module including split systems (split group

1 "Low" for gears 1L to 8L or split group 2 "High"
for gears 1H to 8H) and transmission electronics
(GS) 3
b) Gear module (1 to 8; N, R)
c) Range group module: range group 1 "Low" for
gears 1L to 8L, R or range group "High" for gears
1H to 8H.

Depending on the gear desired, the gear module

(including the split group), the gate module or the
range module, and for GS II with EAS II, the clutch
operator is activated.

The clutch operator (KB) and control (KR) functions at

2 levels:
· The clutch control manages the open and closed
loop control processes for the clutch. The clutch
control is a software module in the drive control
(FR) and is responsible for assigning the specified
value.
· The clutch operator applies the specified value 1
and position determined by clutch control. The
clutch operator is a software module in the
transmission electronics (GS). 2
The transmission oil temperature sensor for the
maintenance system (WS) is connected to the
transmission electronics (GS). 4

Module locations on the transmission N26.10-2066-06

1 Clutch booster or clutch actuator for GS II with AG II 3 Integrated gate cylinder, gate sensor, split valves and transmission electronics
2 Gear cylinder with integral gear sensor 4 Integrated cylindrical actuator and sensor for range change (GP)

11/02
GS II gear control - Design 169
 GS II and GS II with AG II - External shifting 18.11.2002

In the GS II/GS II with AG II, the components are arranged in three separate modules.

Gear module:

The gear module contains the gear cylinder, the gear solenoid valve and the gear travel sensor.

The presence of the integrated gear travel sensor can be recognized by, among other things, the larger
number of plug contacts:
(7 contacts instead of the previous 4)

Gear module N26.20-2017-01

Gate module:

The greatest number of changes applies to the gate module. As with the gear module, the gate travel
sensor was also integrated in the module.

The split sensor is the same one as used in the GS.

The EPS electronics were also integrated in the gate module. This module can be recognized by its
aluminum heat sinks and the two plugs with a large number of different pins.
The smaller plug located at the front side (in terms of direction of forward vehicle travel) is the "cab plug"
(X1).
The larger plug located at the rear side (in terms of the direction of forward vehicle travel) is the
"transmission plug" (X2).
Gate module N26.20-2018-01

11/02
GS II and GS II with AG II - External shifting 172
Range module:

Similar to the gear module, the range module contains the range cylinder, the range solenoid valves and
the range travel sensor.
Range module N26.20-2019-01

11/02
GS II and GS II with AG II - External shifting 173
 GS II and GS II with AG II - Inner shifting 18.11.2002

Shift rod arrangement, previous design N26.20-2022-04 Shift rod arrangement, new design N26.20-2012-01

As can be seen from the comparison of the inner shifting used in the previous transmission design and the newly revised system, the shift rods in the new
version lie close to each other, as shown in the illustration on the right.

This new configuration decreases the time required for a gear shift considerably, which shortens overall shift times.

11/02
GS II and GS II with AG II - Inner shifting 174
 Gear module - Internal structure 18.11.2002

2 1

4 3
GT_26_20_0008 Solenoid valve and sensor GT_26_20_0013
1 Solenoid valves
2 Conductor tracks
3 Sensor
4 Double-diameter piston

Caution! The gear cylinder contains extremely sensitive electronics. Take care when removing or installing the unit.

11/02
Gear module - Internal structure 181
For synchromesh transmissions, four solenoid valves are necessary to actuate
the gear cylinder.
To keep the wear and tear on the synchronization units to a minimum, the
pressure in the gear cylinder is applied in stages.
This means that the synchronizer sleeves used to adapt the rotating speed are
subjected to lower pressure. Once synchronization is achieved, the shift
action itself is completed at full pressure.

Integrated components:

· Shift cylinder for gear

· Gear sensor (SGG)
· Solenoid valve, pressure release, even-numbered gears (MGE)
· Solenoid valve, pressure application, even-numbered gears (MGB)
· Solenoid valve, pressure release, odd-numbered gears (MUE)
· Solenoid valve, pressure application, odd-numbered gears (MUB)

The range and gear modules are constructed in a similar manner.

Cross-section of gear cylinder N26.20-2015-11

New measured values (GS):

· Value 12: Percent of travel distance for gear

· Value 17: Travel distance for gear
· Value 23: Teach-in value, slow
· Value 24: Teach-in value, neutral
· Value 25: Teach-in value, fast

11/02
Gear module - Internal structure 182
 Gate module - Internal structure 18.11.2002

Gate module, locations of solenoid valves GT_26_20_0010 GT_26_20_0009

11/02
Gate module - Internal structure 183
 3 5 2 4 1

7 6

GT_26_20_0007 GT_26_20_0006
1 Solenoid valve, gate 3/4 5 Solenoid valve, split
2 Solenoid valve, gate R 6 Sensor
3 Solenoid valve, split 7 Pistons
4 Solenoid valve, clutch brake (MKB)

11/02
Gate module - Internal structure 184
 Range module - Internal structure 18.11.2002

Range module, opened GT_26_20_0014 GT_26_20_0003

11/02
Range module - Internal structure 185
 GS II and GS II with AG II - System design 18.11.2002

K-line

W26.20-1064-79
1 Gate module 6 Clutch booster, (GS) A16 Control unit, gear control (GS) P2 INS
2 Gear module A3 Control unit, drive control (FR) CAN 1 Vehicle CAN S144 Left button group, MF SW
3 Range module A6 Control unit, engine control (MR) CAN 2 Interior CAN S145 Right button group, MF SW
4 Multifunction steering wheel A7 Base module (GM) CAN 5 Transmission CAN MF SW = Multifunction steering wheel
5 Clutch actuator, EAS A15 Shift control unit, gear control (GS) KNot K-line, emergency running operation

11/02
GS II and GS II with AG II - System design 175
A3 Control unit, drive control (FR)
A6 Control unit, engine control (MR)
A7 Base module (GM)
A15 Shift control unit
A16 Control unit, gear control (GS)
B2 Clutch travel sensor
B3 rpm sensor, countershaft
B17 Speed sensor
B57 rpm sensor
B62 Split sensor (SSP)
P2 INS 2002
P3 Modular tachograph
X13 Diagnostic plug
CAN 1 Vehicle CAN
CAN 2 Interior CAN
CAN 4 Engine CAN
CAN 5 Transmission CAN
CAN 10 Speedometer CAN

N26.20-2012-12

11/02
GS II and GS II with AG II - System design 176
 GS II and GS II with AG II - System design - Schematic 18.11.2002

N26.20-2009-09

11/02
GS II and GS II with AG II - System design - Schematic 177
 K-line

W26.20-1064-79
1 Gate module 6 Clutch booster (GS) A16 Control unit, gear control (GS) P2 INS
2 Gear module A3 Control unit, drive control (FR) CAN 1 Vehicle CAN S144 Left button group, MF SW
3 Range module A6 Control unit, engine control (MR) CAN 2 Interior CAN S145 Right button group, MF SW
4 Multifunction steering wheel A7 Base module (GM) CAN 5 Transmission CAN MF SW = Multifunction steering wheel
5 Clutch actuator, EAS A15 Shift control unit, gear control (GS) KNot K-line, emergency running operation

11/02
GS II and GS II with AG II - System design - Schematic 178
A7 Base module (GM)
A3 Control unit, drive control (FR)
A6 Control unit, engine control (MR)
A15 Shift control unit
A16 Control unit, gear control (GS)
B2 Clutch travel sensor
B3 rpm sensor, countershaft
B17 Speed sensor
B57 rpm sensor
B62 Split sensor (SSP)
P2 INS 2002
P3 Modular tachograph
X13 Diagnostic plug
CAN 1 Vehicle CAN
CAN 2 Interior CAN
CAN 4 Engine CAN
CAN 5 Transmission CAN
CAN 10 Speedometer CAN
N26.20-2012-12

11/02
GS II and GS II with AG II - System design - Schematic 179
 INS 2002 - Gear indicator, GS II and GS II with AG II 18.11.2002

The newly developed INS 2002 system provides the driver with three different sets of
transmission-related information:

1. The gear indicator in the multifunction display (MFD) shows the following information:
· The left position shows the gear and the split group in use (1)
and
· The right position shows the recommended or the pre-selected gear (blinking display) with the corresponding split group (2)
... Fast split group
... Slow split group

(For further information, see the operator's manual)

2. Menu 08 ("Settings/Configuration/GS Backup Mode") is used to enable the emergency running operation (gears 2, 5, N, R) or towing mode.
3. In addition, as part of vehicle diagnosis, Menu 09 ("GS Diagnosis/On-Board/Further Information") lets you retrieve more information on the transmission
status (i.e. error messages).
4. With the introduction of INS 2002 for GS II and GS II with AG II for ACTROS models 930 - 934, the display now shows teach-in errors.

11/02
INS 2002 - Gear indicator, GS II and GS II with AG II 180
 Operation 18.11.2002

Like the previous GS system, this new system is operated from the shift
control unit in the cab.

To make the system easier to use than ever before, the shift control unit,
along with an integral shift lever, is now located below the armrest.

This means that drivers can easily and conveniently control all shift operations
with just "a flick of the wrist" while their arm remains positioned on the
armrest.

Arrangement of the shift control unit N26.60-2238-10

Since both the armrest and the shift control unit can be folded upward whenever necessary, the driver can readily obtain the required full freedom of movement
in any direction. The functions of the new shift control unit are basically the same as those of the previous unit. The operating system with the option of either
electronic or driver-determined gear selection as well as shifting with or without gear preselection remain unchanged.

When using electronically assisted gear shifting, the driver determines the basic shift direction by moving the shift lever. The electronics then take over and make
the appropriate gear selection. The reverse gear and neutral position cannot be preselected.

On vehicles with Telligent automatic gearshift system (GS II with AG II), the driver can select a manual or automatic mode by means of a selector switch at the
shift control unit, as with the previous ACTROS vehicles.

GS II is operated by means of the shift lever, splitter rocker switch, neutral button and function button. In contrast to previous ACTROS vehicles, the function
button must always be depressed when selecting the starting-off gear (starting off from a standstill) from the neutral position. This is also true even for vehicles
without GS II with AG II.

11/02
Operation 186
There is a 9-pin plug connector located on the underside of the shift control unit. A wiring harness (driver seat wiring harness) leading from this plug connects the
shift control unit to the drive control (FR) electronics.

The shift control unit contains 7 microswitches that control all the possible shift commands. The remaining two pins are used for supply power and for feedback
from the drive control (FR).

The emergency shifting mode is no longer operated from the shift control unit.

11/02
Operation 187
Operating controls at the shift control unit

Gearshift lever (SH):

Used to select each gear change. It is moved forward for

upshifts and backwards for downshifts.

Splitter rocker switch (HW):

Upshifts and downshifts gears in half steps. When released, the

spring-loaded rocker switch returns to the central neutral
position.

Selector switch (WS):

Selects between automatic and manual mode.

Neutral button (NT):

This is located on the right side of the gearshift lever and shifts
the system into neutral. The position of the neutral button is
only evaluated when the gearshift lever and splitter rocker
switch are in neutral position.

Function button (FT):

This is located on the left side of the gearshift lever and is used to select whole gears and the reverse gear while the gearshift lever is also being operated.

Right-hand drive (RHD) vehicles: the neutral button and the function button are positioned in mirror image to their locations for left-hand drive (LHD) vehicles.

11/02
Operation 188
Shift operation

Split shifting Shifting a gear

Upshift: Upshift:
Move the splitter rocker switch upward. Move the function button and gearshift
Downshift: lever forward.
Move the splitter rocker switch Downshift:
downward. Move the function button and gearshift
lever backward.
N26.20-2004-01 N26.20-2003-01

Shifting by 1½ gears Shifting into neutral

Upshift:
Move the splitter rocker switch upward; then Press the neutral button.
move the function button and gearshift lever
forward.
Downshift:
Move the splitter rocker switch downward; then
move the function button and gearshift lever
backward.

N26.20-2005 N26.20-2002-01

Shifting into reverse gear Switch to the appropriate gear for

the operating mode
Put the transmission in neutral; move
the function button and the gearshift Upshift:
lever backward. Move the gearshift lever forward.
Downshift:
Move the gearshift lever backward.

N26.20-2006-01 N26.20-2007-01

When starting off from neutral position, press the function button when selecting the initial, starting-off gear.
During shifting, you do not have to change the current position of the accelerator pedal.

11/02
Operation 189
· A preselection is only possible with GS II; for GS II and AG II, the shift command is carried out immediately.

· Shifting by more than ½ gear by repeatedly operating the splitter rocker switch is only possible when shifting with preselection.

· Without preselection, you can always only shift by ½ or 1 gear (using the gearshift lever).

· In construction site mode, you can only upshift by 1 gear; on the road (with preselection), you can only upshift by at most 2 gears.

· You can downshift by more than two gears.

· If the warning buzzer sounds for a short time, a downshift will occur to a gear that is still permitted under the given conditions.

· The driver is informed of successful completion of the shift process in the following ways:
Ø Visible feedback: the number of the gear shifted into is displayed on the instrument panel.
Ø Acoustic feedback: a "shift sound" is output, now from the center loudspeaker and no longer from the shift control unit itself.

11/02
Operation 190
 GS II - Operating modes 18.11.2002

While starting off, you also have to press the function button (1) when selecting the starting-off gear. For further information, see the operator's
manual.

Telligentâ gear selection

· The driver preselects the basic shift direction. Then, the Telligentâ automatic gearshift system takes over and selects the optimum gear.

· The preselected gear is saved as follows:

Ø For a standing vehicle: 2 minutes
Ø While underway: 10 seconds
Ø In construction site mode: 30 seconds

Driver selection

· The driver selects the desired gear.

11/02
GS II - Operating modes 193
 Construction site mode 18.11.2002

For construction site vehicles, the Telligentâ gearshift system switches into "construction site mode" when the differential locks are engaged.
In this mode, the Telligentâ gearshift system shortens the shift times, thus minimizing interruptions in the flow of pulling power.

When used in this mode, the Telligentâ selection limits the shift steps as follows:

· Upshifting: at most one gear

· Downshifting: at least one gear

Quick changes in vehicle direction

This procedure is required when, for instance, it is necessary to rock a stuck vehicle free, such as in off-road
operation. When doing so, always start by selecting the reverse gear. If necessary, also engage the differential locks.
Proceed as follows:

Ø Shift into reverse.

Ø Slowly release the clutch pedal and slowly depress the accelerator pedal.
Ø To preselect a forward gear, press the function button (1) and move the gear shift lever (2) forward until you feel
resistance.
Ø As soon as you detect reverse motion of the vehicle, fully depress the clutch pedal.

When driving off road or when driving with the differential lock engaged while in automatic mode, you may experience undesirable interruptions in
the flow of pulling power, which may lead to dangerous situations. In such cases, always select the manual operating mode "M" so that you can
manually shift to the optimum gear for the given conditions.
"Rocking out" vehicles by quickly shifting to change the vehicle direction is not possible with the torque converter clutch (WSK).

11/02
Construction site mode 194
 Shift control unit, circuit elements 18.11.2002

The shift control unit contains seven internal microswitches.

The sensing of the gear desired by the driver is no longer done with
breakerless switches.

During diagnosis, the function of the microswitches can be checked for

continuity by using the Diagnosis Assistance System (DAS) in the drive control
(FR).

Actual values:

Value 105 Gear upshift

Value 106 Gear downshift
Value 107 Split upshift
Value 108 Split downshift
Value 109 Position of automatic system switch
Value 110 Neutral
Value 110 Quit
Value 112 Function button
N26.20-2013-12

11/02
Shift control unit, circuit elements 202
 Range module, circuit elements 18.11.2002

Range module pin assignment: A16 Control unit, gear control

B63 Range sensor (SRA)
1 Ground, range sensor Y31 Solenoid valve, range 1 (MR 1)
2 + Solenoid valve, range 2 Y32 Solenoid valve, range 2 (MR 2)
3 Not used 778 Range module (not with Telma retarder)
4 Not used
5 Range sensor
6 + Solenoid valve, range 1 Technical data, solenoid valves:
7 Ground, solenoid valves
Rated voltage: 24 V
Rated current (at room temp.): 0.41 A
Relative duty cycle: 25 %

GT_26_20_0012 Pin assignment GT_26_20_0015 GT_26_20_0012

11/02
Range module, circuit elements 203
 Gate module, circuit elements 18.11.2002

The solenoid valves for the split shifts and the

valve for the transmission brake (dog-clutch
transmissions) are also located in the gate
module.

The compressed air is fed through lines as well as

channels in the transmission housing to the split
cylinder and to the diaphragm for the
transmission brake.

The gate module contains the following

components:

· Gate control unit (GE)

· Gate shift cylinder
· Sensor, gate control unit (SGE)
· Solenoid valve, gate 1 (MG1)
· Solenoid valve, gate 2 (MG2)
· Solenoid valve, split 1 (MS1)
· Solenoid valve, split 2 (MS2)
· Solenoid valve, clutch brake (MKB)

N26.20-2023-06

11/02
Gate module, circuit elements 204
 Gear module, circuit elements 18.11.2002

Integrated components:
· Gearshift cylinder
· Gear sensor (SGG)
· Solenoid valve, pressure release, even-numbered gears
(MGE–Y38)
· Solenoid valve, pressure application, even-numbered
gears (MGB–Y36)
· Solenoid valve, pressure release, odd-numbered gears
(MUE–Y37)
· Solenoid valve, pressure application, odd-numbered
gears (MUB–Y35)

Synchromesh transmissions require 4 solenoid valves to

actuate the gear cylinder. To keep the wear and tear on the
synchronization units to a minimum, the pressure in the gear
cylinder is gradually applied in stages.
This means that the synchronizer sleeves used to adapt the
rotating speed are subjected to lower pressure. Once
synchronization is achieved, the shift action itself is
completed at full pressure.

New measured values:

· Value 12: Percent of travel distance value for gear
· Value 17: Travel distance for gear
· Value 23: Teach-in value, slow
· Value 24: Teach-in value, neutral
· Value 25: Teach-in value, fast
N26.20-2008-11

11/02
Gear module, circuit elements 207
Pin assignment:

1 Solenoid valve, ground

2 + MUB
3 + MGB
4 +/- SGG
5 +/- SGG
6 + MGE
7 + MUE

Pin assignment, gear module GT_26_20_0016

11/02
Gear module, circuit elements 208
 Backup drive mode - Towing mode 18.11.2002

In certain cases, such as when the shift control unit has failed, it is still possible to operate the vehicle in
a backup mode.

In the backup mode, the gears are shifted with the buttons on the multifunction steering wheel.

The multifunction display guides the driver when operating in this mode.

To enable the backup mode, the vehicle must be in the following condition:
· The vehicle must be standing still.
· The parking brake must be engaged.

The backup mode can also be activated if there are no problems with the gear control.

N46.10-2033-31

During backup mode, the communication between the INS 2002 and the transmission electronics takes
place via a "K-line".

To activate the backup drive mode, enable the GS backup drive mode in the "Settings"/"Configuration"
menu in the multifunction display.

There are no longer any function buttons for this mode right at the instrument cluster.

N54.30-7619-31

11/02
Backup drive mode - Towing mode 213
 GS II and GS II with AG II - Backup mode 18.11.2002

In certain cases, such as when the shift control unit has failed, it is still possible to operate the vehicle in
a backup mode.

In the backup mode, the gears are shifted using the buttons on the multifunction steering wheel.

The multifunction display guides the driver when operating in this mode.

To enable the backup mode, the vehicle must be in the following condition:
· The vehicle must be standing still.
· The parking brake must be engaged.

The backup mode can also be activated if there are no problems with the gear control.

N46.10-2033-31

During backup mode, the communication between the INS 2002 and the transmission electronics take
place via a "K-line".

To activate the backup drive mode, enable the GS backup drive mode in the "Settings"/"Configuration"
menu in the multifunction display.

There are no longer any function buttons for this right at the instrument cluster.

N54.30-7619-31

11/02
GS II and GS II with AG II - Backup mode 215
Whenever the GS backup mode is activated, the multifunction display continuously displays "GS backup
mode".

The transmission electronics monitor the driving mode and provide you with information or prompt you to
confirm certain actions.

If you do not follow the instructions shown on the multifunction display, the vehicle transmission may be
damaged.

N54.30-8050-31

Starting off
The multifunction display (MFD) shows the message "Please select gear".
Press the æ or ç button on the MFD until the indicator bar is on the desired gear.
Press the j or k button on the MFD.
MFD shows the message "Please apply clutch".
Depress the clutch pedal fully. Press the æ button on the MFD. The indicator bar is now on "Yes".
Press the j or k button on the MFD. The transmission control selects the desired gear.
Slowly release the clutch pedal, and then slowly depress the accelerator pedal.

N54.30-8051-31

11/02
GS II and GS II with AG II - Backup mode 216
Stopping
Depress the clutch pedal fully.
Press the brake pedal and bring the vehicle to a stop.
Press the j or k button on the MFD.
The MFD shows the message "Please select gear".
Press the æ or ç button on the MFD to select neutral or a new gear.
Press the j or k button on the MFD. The transmission control selects neutral or the desired gear.

N54.30-8052-31

Shift/procedure HPS GS II GS II with AG

Backup drive mode --- Buttons on multifunction steering wheel
Drive gear --- 2nd gear, 5th gear, reverse, neutral
Gear selection displayed --- Yes, selected gear must be indicated on the display.
Gear shifts while underway --- No
Clutch --- Clutch engaged/disengaged with Automatic (accelerator pedal)
clutch pedal

11/02
GS II and GS II with AG II - Backup mode 217
P2 INS 2002
P3 Modular tachograph
A7 Base module (GM)
A3 Control unit, drive control (FR)
A6 Control unit, engine control (MR)
A15 Shift control unit
A16 Control unit, gear control (GS)
B2 Clutch travel sensor
B3 rpm sensor, countershaft
B17 Speed sensor
B57 rpm sensor
B62 Split sensor (SSP)
X13 Diagnostic socket
CAN 1 Vehicle CAN
CAN 2 Interior CAN
CAN 4 Engine CAN
CAN 5 Transmission CAN
CAN 10 Speedometer CAN

This function is also ensured even if the transmission CAN fails. However, a
connection from the base module to the INS 2002 via the IES CAN or cab
CAN must be possible in order to operate the menu system.
N26.20-2011-12

11/02
GS II and GS II with AG II - Backup mode 218
 GS II and GS II with AG II - Manual emergency shifting 18.11.2002

The manual emergency shifting mode at the transmission remains installed.

W26.20-1041-02

11/02
GS II and GS II with AG II - Manual emergency shifting 219
 Towing instructions for vehicles with GS II and GS II with AG II 18.11.2002

Starting to tow, towing

For the ACTROS MP, these procedures, done with GS II and GS II with AG II, are considerably easier to carry out. For detailed information on these procedures,
see the operator's manual.

The oil pump for the transmission lubrication system is attached at and driven by the countershaft. If it is necessary to tow the vehicle due to engine damage, the
fact that the engine is no longer running means that the transmission input shaft, the countershaft and the oil pump are also not moving. Under these conditions,
the transmission can no longer be properly lubricated.
For this reason, it is necessary to follow the instructions for towing the vehicle in order to prevent transmission damage.

In addition, also note that with transmissions equipped with GS II and GS II with AG II, the range module
has no direct mechanical connection to the piston at the range cylinder. If the electrical or pneumatic
system fails, it is no longer possible to use the "GP" range-change adjustment screw (on-board tool kit) to
set the range group in "High" position.

For this reason, the emergency operation menu (INS 2002) for GS II and GS II with AG II also has a
"towing mode".
When the towing mode is selected and confirmed by the driver, the electronics then switch the range
module into "High" position. Previously, it was necessary to use a special GP range-change adjustment
screw from the on-board tool kit to do this.
If the electrical or pneumatic system fails, then the range module can no longer be switched over. In this
cases, it will be necessary to remove the propeller shaft before towing the vehicle.

Task:

m Why is it so important to switch the range group into "High" before towing the vehicle?

- Because when it is set in this position, the main shaft rotates at the slowest speed.

11/02
Towing instructions for vehicles with GS II and GS II with AG II 220
Task m In which of the following cases does the propeller shaft to the drive axles have to be removed? Place
an "X" in the appropriate boxes.

Engine stopped Pneumatic failure Electrics/Electronics failure Transmission damage

No power failure X X X

Power failure X X X X
(X = Propeller shaft to the drive axles must be removed)

Vehicles with engine damage (no electrical or pneumatic failure):

Towing distance up to 1 km; towing speed up to 10 km/h:

Ø Place the transmission in neutral
Ø A vehicle with the propeller shaft still installed may only be towed up to 1 km.

Towing distance up to 100 km; towing speed max. 40 km/h:

Ø Towing mode must be selected in the instrument panel display (INS) and confirmed.
Ø A vehicle with the propeller shaft still installed may only be towed up to 100 km.

Towing distance over 100 km; towing speed over 40 km/h:

Ø The propeller shaft to the drive axles must be removed.

Vehicles with damage to the transmission or transfer case, or with power, electrical or pneumatic failure(s):
Ø The propeller shaft to the drive axles must be removed.

Vehicles with eddy current brake (Telma retarder):

Ø If the propeller shaft is not removed, then the fuse for the retarder system must be pulled.

In general, we recommend that the propeller shaft always be removed before towing the vehicle.

11/02
Towing instructions for vehicles with GS II and GS II with AG II 221
 Transmission maintenance 18.11.2002

· The G 231 transmission is filled with fully synthetic transmission oil (SAE 75W-90) as specified on Sheet 235.11 of the specifications for service products.

· These transmission oils are noted for their favorable viscosity/temperature characteristics and, as such, have good cold-starting properties. In addition, they
also have good thermal oxidative stability at high operating temperatures.

· These properties also yield fuel savings and have a positive influence on gear service life.

· Further information is not available at this time.

11/02
Transmission maintenance 222
 Telligent Brake System (BS) - Changes 18.11.2002

The following changes/innovations were made in the Telligent brake system (BS):

· A standard BS control unit is now used for all vehicles.

· Brake system now has a hill holder function.
· Brake control is now adapted to work with KontAct.
· Redundancy concept was changed for the front axle.
· Redundancy was modified for the rear axle.
· Pressure limiter for front axle brakes was changed for semitrailer tractors.

A11 Control unit for Telligent brake system (BS)

11/02
Telligent Brake System (BS) - Changes 231
 Hill holder 18.11.2002

A particularly helpful and convenient feature of the Telligent brake system is the hill holder function. It
enables the driver to start off on an incline without having to apply the parking brake. The brake pressure
required to hold the vehicle is maintained until the vehicle starts to move forward again. The hill holder is
engaged by means of a locking pushbutton switch.
The following prerequisites are required to activate the hill holder:
· The engine is running.
· The hill holder switch is engaged.
· The parking brake is released.
· Brake system reservoir pressure > 6.8 bar
· ABS is not shut off (off-road switch).
· No errors in the brake or vehicle CAN bus
· Speed signal = 0 km/h

1 Hill holder switch

The activation of the hill holder is shown to the driver by means of an indicator lamp in the
instrument cluster .

a The hill holder must not be used as a substitute for the parking brake!

Task m What operational measures are employed to prevent the hill holder from being used as parking brake?
You will find information on this topic in the operator's manual.

- The driver must always be lightly applying the accelerator, brake or clutch pedal.

11/02
Hill holder 232
 Connection of brake components to the KontAct modules 18.11.2002

Task m The integration of the brake system into the KontAct network means that the sensors and switches for
the brake system are connected to many different modules.

In the table below, assign the component name in the list on the left to the correct module on the
right. Refer to the wiring diagrams.

Components BS control unit Axle modulator Front module Rear module Switch panel
A11 A28 A64 A65 A68

rpm sensor, front axle, left/right (B30/B31) !

rpm sensor, rear axle, left/right (B32/B33) !
ABS cutout button (S39) !
Hill holder switch (S41) !
Brake wear sensor, front axle, left/right (B36/B37) !
Brake wear sensor, rear axle, left/right (B40/B41) !
Compressed air drier heater (R6) !
Parking brake switch (B5) !
Reservoir pressure sensor, circuits 1 and 2 (B71) !
Condensation sensor (B76) !

11/02
Connection of brake components to the KontAct modules 233
 Telligent Brake System (BS) - Redundancy features 18.11.2002

Due to the change in redundancy system for the front axle, a brake power sensor without connector 4 is
now installed.
The pressure ratio between p21 and p22 is approximately 1:1.

When the brakes are applied, the brake power sensor always controls the pressure out to connectors 21
and 22.
When the brake system is functioning properly, this pressure should not reach the wheel cylinders at the
front and rear axles.

GT42_10_0006_C71

Task m While referring to the functional plan, determine through which valve in a properly functioning brake
system the pressure controlled by the brake power sensor at the front and rear axle is held back or
applied.

Valve designation Actuation

Front axle 3/2-way valve (redundancy valve) 33.08 (Y95) Electric

Rear axle Redundancy valve 33.10 (Y96) Electric

11/02
Telligent Brake System (BS) - Redundancy features 234
 Reservoir pressure gauge 18.11.2002

Task m The instrument cluster now contains one gauge for the monitoring reservoir pressure for brake
circuits 1 and 2.

Select the correct statements below. Refer to the operator's manual.

1 a The circuit with the highest pressure is always indicated.

! b The circuit with the lowest pressure is always indicated.
1 c The pressure gauge reading switches between the circuits every 30 s.
! d The indicator light that is illuminated refers to the circuit currently indicated.

1 Indicator lamp, brake circuit 1

2 Indicator lamp, brake circuit 2

11/02
Reservoir pressure gauge 236
» ... Die Mitarbeiter werden zukünftig in die Rolle persönlicher Wissensmanager hineinwachsen
müssen, die aktiv die Verantwortung für ihre Qualifizierung übernehmen ... « Jürgen E. Schrempp

» ... Staff must in future assume the role of personal knowledge managers, who actively take
responsibility for their own qualification ... « Jürgen E. Schrempp

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