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System overview
• The AMT uses an electro-pneumatic/hydraulic clutch servo commanded by the TCU.
• A self-adjusting clutch (SAC) keeps clamp load constant as the friction lining wears.
• The TCU periodically executes a teach-in to learn:
– Full-stroke (release) position \(x{\text{open}}\),
– Full-clamp position \(x{\text{closed}}\),
– “Kiss point” \(x{\text{KP}}\) where torque starts to flow.
• During teach-in it correlates actuator current/pressure, input speed \(\omega{in}\), and output speed \(\omega_{out}\). If the algorithm cannot converge or the computed wear value exceeds ~35–40 mm (model-dependent), DTC 03117-00 is stored.
Failure modes (ranked by field frequency)
A. Mechanical clutch issues
– Friction plate < 3.5 mm remaining; self-adjuster at end of travel.
– Warped diaphragm spring or broken strap springs → uneven clamp force.
– Release (throw-out) bearing rough or seized, impeding smooth travel.
B. Actuation path
– Internal leakage or sticking spool in the electro-pneumatic valve block.
– Air pressure < 7.8 bar (ZF AS-Tronic spec) or hydraulic fluid aeration.
– Fork or pivot bush seized/bent → stroke outside calibrated range.
C. Sensing / wiring
– Hall or LVDT clutch-travel sensor drifting (> ±0.4 V typical).
– CAN or local harness corrosion → intermittent signal loss.
D. Control and software
– Teach-in aborted by driver (brake or accelerator pressed).
– Flash memory wear or wrong parameter set after ECU swap.
Symptom correlation
• Light clutch slip in high gears ⇒ most likely worn disc.
• Jerky launch, but no slip at cruising ⇒ often actuator or air leak.
• Code re-appears immediately after clearing without starting teach-in ⇒ sensor/wiring.
• Code appears only in sub-zero weather ⇒ condensate icing in air line or stiff grease in release bearing (numerous winter cases reported online [1][2]).
Detection logic (simplified)
if |xKP_measured - xKP_expected| > Δx_max
OR wear_index > wear_limit
OR teach_in_timeout
then set 03117-00 (fault class 1, lamp MIL on)• ZF TraXon generation now stores clutch wear index in non-volatile RAM and uploads it to the cloud for predictive maintenance—fleets receive warnings before 03117-00 occurs.
• Latest MAN TCU software (e.g., GS_3.4.2) contains an enhanced teach-in routine that repeats the adjustment automatically after a stalled attempt; flashing to this version has solved nuisance 03117 codes on trucks built 2015-2017.
• After-market kits with contactless magnetic stroke sensors are replacing older potentiometer types, improving long-term stability.
Analogy: visualize the clutch as bicycle brake pads that automatically slide closer as they thin out. When the auto-slider jams or the pads are gone, the brake lever travel becomes excessive; similarly the TCU “lever” sees unexpected stroke and raises 03117.
Example measurement: a healthy AS-Tronic clutch shows
x_open ≈ 46 mm, x_closed ≈ 13 mm, wear_index ≈ 33 mm.
A logged value of 41 mm indicates only 5 mm of stroke left → replacement advised.
• Operating a commercial vehicle with a known clutch maladjustment may violate road-worthiness regulations (e.g., EU Regulation 2018/858) and could void drivetrain warranty.
• Resetting the code without rectifying root cause exposes driver and public to potential loss of drive when the clutch fails to engage.
Step-by-step field procedure (MAN-cats or ZF-TESTMAN):
Common pitfalls and how to avoid them
• Low battery voltage during teach-in → use external supply ≥ 24.5 V.
• Diff-lock or PTO engaged blocks calibration. Ensure neutral, park brake on, no service brake or throttle.
• Mixing clutch discs of different lining thickness in replace-only-disc repairs upsets SAC geometry—always install complete kit.
• Explore use of MEMS pressure sensors in the actuator to replace external position sensing, reducing wiring faults.
• Investigate machine-learning models that predict clutch failure from CAN bus data (input speed oscillations, engagement time).
• Monitor field trials of ZF’s Clutch-by-Wire actuator (project cubiX) which eliminates pneumatic lines entirely.
Resources:
– MAN Academy “GS-TipMatic Gen2 Diagnostic Manual” (2023 revision)
– ZF Aftermarket tech papers on TraXon clutch adjustment (2022 IAA Transportation)
– ISO 27145 ODX datasets for heavy-duty powertrain diagnostics.
DTC 03117-00 flags that the transmission ECU cannot complete or trust the automatic clutch wear compensation. Nine times out of ten the culprit is mechanical wear of the clutch pack or a defective release bearing/actuator; the remainder are sensor, wiring, or software issues. A structured diagnostic—check air/hydraulic supply, read adaptation values, test actuator stroke, inspect clutch hardware, then recalibrate—will pinpoint the fault. Rectify the underlying cause before clearing the code; otherwise drivability, fuel economy, and safety are at risk.