zf3wg116,131,161,171

7/24/2019 ZF3WG116,131,161,171

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Order-No.: 5872 363 002

ZF – ERGOPOWER TRANSMISSION

3 WG-116/131/161/171

TECHNICAL DATA

DESCRIPTION

OPERATION

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ERGOPOWER Geschäftsbereich

Arbeitsmaschinen-Antriebe

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Preface

The present Documentation has been developped for skilled personnel which has been trained

by the ZF for the Maintenance and Repair operations on ZF-units.

However, because of technical development of the product, the Maintenance and Repair of the

unit in your hands may require differing steps as well as also different setting and test data.

This Manual is based on the technical state at the printing.

At the preparation, every possible care has been taken to avoid errors.

However, we are not liable for possible mistakes concerning the representation and the des-

cription.

We are reserving ourselves the right of modifications without previous information.

The responsibility lies with the owner and the user, to pay attention to the safety indications,

and to carry out the Maintenance operations according to the prescribed Specifications.

The ZF is not liable for faulty installation, incorrect treatment, insufficient Maintenance, im-

pro-perly and unskilled performed works, and for the subsequential damages resulting from it.

It is imperative to pay attention to the corresponding Specifications and Manuals of the Ve-

hicle Manufacturer.

Important Informations concerning the technical reliability and reliability in service are accen-

tuated by the following Symbols:

Valid for Instructions which must be observed at the Maintenance, the Perfor-

mance or the Operation of the vehicle !

i i i i

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ERGOPOWER

Off-Road Transmissions

and Axle Systems

Division

TABLE OF CONTENTSPage:

Summary of the TECHNICAL DATA 6 - 7

Type plate 8

IMPORTANT INSTRUCTIONS 9 - 10

I. DESCRIPTION 111.1 Function of the Converter

1.2 Powershift transmission

1.3 Transmission control

1.4 Controllers

1.4.1 General

1.4.2 Controller DW-3

1.4.3 Controller ERGO II

1.5 Display

1.5.1 General

1.5.2 Possible Indications on the Display

1.5.3 Error code definition

1.6 Electronic control unit TCU

1.7 Electronic control for the ZF-Powershift transmission

1.7.1 General

1.7.2 Description of the Basic functions

1.7.3 AEB

1.7.4 Downshifting functions (Down-Shift Button)

1.7.5 Pressure cut-off1.7.6 Inching device

1.7.7 Special functions

II. INSTALLATION SPECIFICATION 25

III. OPERATION 273.1 Driving preparation and Maintenance

3.2 Driving and Shifting

3.3

Cold start3.4 Transmission control in the Driving range Automatic

3.5 Stopping and Parking

3.6 Towing

3.7 Oil temperature

IV MAINTENANCE 31

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ANNEX 3 WG-116/131/161/171, comprising:

Tables:

1 Layout

2 Installation view – Front view

3

Installation view – Rear view Standard version

4 Installation view – Rear view with disc brake

5 Schedule of measuring points and connections

6 Oil circuit diagram (Forward 1st speed)

7 Gearbox diagram

8 Power flow - Forward speed

9 Power flow - Reverse speed

10 Electro- hydraulic control with proportional valves

11 Fully automatic control EST-37

Circuit diagram Standard - 6029 701 639 –

12 Controller DW-3

13 Controller ERGO II

Abbreviations used in the text:

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TECHNICAL DATA

3 WG-116 3 WG-131 3 WG-161 3 WG-171

Engine power: max. KW* 90 130 160 175

Turbine moment: max. Nm* 800 950 1 100 1 300

Engine speed: max. min-1* 2 600 2 600 2 600 2 600

Starting torque multipli-

cation:

1,7 bis 3,0 1,7 bis 3,0 1,7 bis 3,0 1,7 bis 3,0

Engine-dependent Power

take-offs:

Torque:

Speed:

max. Nm

n

800

1 x nMotor

800

1 x nMotor

800

1 x nMotor

800

1 x nMotor

Gross vehicle weight max. t* 23 36 44 66

Lifting capacity max. t* 9 14 20 28

Mass (without oil): kg ca.** 300 300 300 300

* = dependent on Vehicle type and application** = dependent on the Transmission version

Description:

The ZF-Transmissions 3 WG-116/131/161/171 are composed of a hydrodynamic torque

converter and a rear-mounted multi-speed powershift transmission with integrated transfer

case (see Table- 1).

The torque converter is a wear-free starting device which is infinitely variable adapting itself to the required situations (necessary input torque).

Input by direct mounting via diaphragm on the engine, or separate installation (input via uni-

versal shaft) with DIN-, Mechanic- or Spicer-input flange.

The transmission can be shifted manually or fully-automatically by means of the Electronic

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Power take-off:

For the drive of an external oil pressure pump, an engine-dependent, coaxial power take-off is

planned.

It allows the attachment of pumps with „SAE-C“ Connection.

Transmission ratio (mechanical)*

SPEED DRIVING

DIRECTION

Ratio

1 Forward 4,331

2 Forward 2,2633 Forward 0,994

1 Reverse 4,345

2 Reverse 2,271

3 Reverse 0,997

* = According to the Transmission version, other ratios are also possible.

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SCRIPTIONS ON A ZF-MODEL INDENTIFICATION

PLATE FOR ZF-HYDROMEDIA-REVERSING -TRANSMISSION

1 = Gearbox type

2 = Gearbox Serial-No.

3 = ZF-Parts List-No.4 = Total ratio of the Gearbox

5 = Oil (Oil specification)

6 = List of lubricants

7 = Oil capacity

8 = Customer no.

NOTES REGARDING THE SPARE PARTS ORDERS:

When ordering genuine ZF-Spare Parts, please indicate:

1. = Gearbox type

2. = Serial-No.

3. = ZF-Parts List-No.

See Model identification Plate!

3

5

7

2

4

6

8

1

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IMPORTANT INSTRUCTIONS

Oil level check (see 4.2):

In the cold start phase, the engine must be running about 2 – 3 minutes at idling

speed and the marking on the oil dipstick must then be lying above the cold start

mark.

The oil level check in the transmission must be carried out at engine idling speed

and operating temperature of the transmission (80° to 90° C).

At stationary engine, the oil level in the transmission is rising essentially, accord-

ing to the installation conditions !

At every oil change, the ZF-Fine filter must be exchanged. In addition, ZF re-

commends to start the autonomous calibration of the shifting elements (AEB).

The independent calibration of the shifting elements (AEB) must be started after

the initial installation of the transmission and the Electronics in the vehicle at the

Vehicle Manufacturer and after every replacement of the transmission, the elec-

trohydraulic control or the TCU in case of a failure.

After every AEB-start the ISK (Inch-Sensor-Calibration) should be started for

vehicles with inching device.

Put the Controller at the starting of the engine always to the Neutral position.

At running engine and transmission in Neutral, the parking brake must be enga-

ged or the service brake be actuated, to prevent the vehicle from rolling.

Prior to every start off, loosen the parking brake.

The engagement of the speed out of Neutral is only possible under the pro-

grammed transmission input speed (turbine speed).Neutral position of the selector switch at higher vehicle speeds (above stepping

speed) is not admissible.

Either a suitable gear is to be shifted immediately, or the vehicle must be

stopped at once.

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Operating temperature behind the converter at least 65° and 100° C in conti-

nuous operation, a short-time increase up to max. 120° C is permitted.

Temperature in the sump 60° - 90° C.

By overstepping results by 105 ° C notice "WS" on the display.

In case of irregularities on the transmission, put the vehicle out of service and

ask for Specialists.

Protective measures for the ZF-Electronics at electrical operations on the

vehicle:

At the following operations, the ignition must be switched off and the control

unit plug must be pulled off from the ZF-Electronics:

∗∗∗∗ At any kind of electrical operations on the vehicle.

∗∗∗∗ At welding operations on the vehicle.

∗∗∗∗ At insulation tests on the electric system.

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I. DESCRIPTION

1.1 Function of the Converter:

Function of a hydrodynamic Torque converter

(Schematic view)

From

engine

Condition at the

time of starting

Intermediate

condition

Condition in the

coupling point

TP = Torque pump

wheelTT = Torque tur-

bine wheel

TR = Torque reac-

tion member

(Reaction

wheel)

To

gearbox

NT = 0

Vehicle standing still

nT =<<<<n

Mot

nT =≈≈≈≈ 0,8 n

Mot

Figure-No. 1.1

The converter is working according to the Trilok-System, i.e. it assumes at high turbine speed

the characteristics, and with it the favourable efficiency of a fluid clutch.The converter is designed according to the engine power so that the most favourable operating

conditions are obtained for each installation case.

The Torque converter is composed of 3 main components:

Impeller – Turbine wheel – Stator (Reaction member)

Pump wheelTurbine

wheel

TR

Reaction element

(Reaction wheel)

1

1

1

1,5

<<<<1,5

2,5

1

TP

TT

0

<<<<2,5

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Due to the reversion, the stator is receiving a reaction torque.

The relation turbine torque/pump torque is called torque multiplication. This is the higher, the

greater the speed difference of impeller and turbine wheel will be.

Therefore, the maximum torque multiplication is created at stationary turbine wheel.

With increasing output speed, the torque multiplication is decreasing. The adaption of the

output speed to a certain required output torque will be infinitely variable and automatically

achieved by the torque converter.

When the turbine speed is reaching about 80% of the pump speed, the torque multiplication

becomes 1,0 i.e. the turbine torque becomes equal to that of the pump torque.

From this point on, the converter is working similar to a fluid clutch.

A stator freewheel serves to improve the efficiency in the upper driving range, in the torque

multiplication range it is backing-up the torque upon the housing, and is released in the clutch

range.In this way, the stator can rotate freely.

1.2 Powershift transmission:

The multi-speed reversing transmission in countershaft design is power shiftable by hydrauli-

cally actuated multi-disk clutches.

All gears are constantly meshing and carried on antifriction bearings.

The gear wheels, bearings and clutches are cooled and lubricated with oil.The 3-speed reversing transmission is equipped with 5 multi-disk clutches.

At the shifting, the actual plate pack is compressed by a piston, movable in axial direction,

which is pressurized by pressure oil.

A compression spring takes over the pushing back of the piston, thus the release of the plate

pack. As to the layout of the transmission as well as the specifications of the closed clutches

in the single speeds, see Table-1, 5 and 6.

1.3 Transmission control:

Transmission control, see Schedule of measuring points, Oil circuit diagram ans Electro- hy-

draulic control unit see Table-4, 5 and 6.

h i i f h il l f h d f h i i

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In this case, an error indication is shown on the ZF-Display.

ZF-Fine filter:

Filtration ratio according to ISO 4572: ß30 > 75 ß15 = 25 ß10 = 5.0

Filter surface at least: 6700 cm2

Dust capacity according to ISO 4572 at least: 17 g

The five clutches of the transmission are selected via the 6 proportional valves P1 to P6 (P1

will not be under current at the 3-speed version, i.e. without function !!).The proportional valve (pressure regulator unit) is composed of pressure regulator (e.g. Y6),

follow-on slide and vibration damper.

The control pressure of 9 bar for the actuation of the follow-on slides is created by the pressu-

re reducing valve. The pressure oil (16+2 bar) is directed via the follow-on slide to the re-

spective clutch.

Due to the direct proportional selection with separated pressure modulation for each clutch,

the pressures to the clutches, which are engaged in the gear change, will be controlled. In this

way, a hydraulic intersection of the clutches to be engaged and disengaged becomes possible.

This is creating spontaneous shiftings without traction force interruption.

At the shifting, the following criteria will be considered:

- Speed of engine, turbine, central gear train and output.

- Transmission temperature.- Shifting mode (up-, down-, reverse shifting and speed engagement out of Neutral).

- Load condition (full and part load, traction, overrun inclusive consideration of load cycles

during the shifting).

The main pressure valve is limiting the max. control pressure to 16+2,5 bar and releases the

main stream to the converter and lubricating circuit.

In the inlet to the converter, a converter safety valve is installed which protects the converter from high internal pressures (opening pressure 11+2 bar).

Within the converter, the oil serves to transmit the power according to the well-known hydro-

dynamic principle (see Chapter Torque converter 1.1).

To avoid cavitation, the converter must be always completely filled with oil.

This is achieved by a converter pressure back-up valve rear-mounted to the converter with an

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1.4 Controller

1.4.1 General:

Due to the great number of the available Controllers, the precise Technical Data

must be taken from the respective installation drawing.

1.4.2 Controller DW-3

- see Table-12

The Controller is designed for the mounting on the steering column left side. By a rotative

motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction

(Forward (F) – Neutral (N ) – Reverse (R).

The DW-3 Controller is also available with integrated Kickdown pushbutton.

For the protection from unintended start off, a Neutral interlock is installed:

Position „N“ – Controller lever blocked in this position

Position „D“ – Driving

Controller DW-3

D

F

N

R

N

Figure-No.: 1.4.2

1.4.3 Controller ERGO II

- see Table-13

Gear positions Type plate

R

N

F

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Controller ERGO II

+-

N

Figure-No.:1.4.3

1.5 Display

1.5.1 General:

The Display can be used with all Controller types, e.g. with the DW-3 or ERGO II for Wheel

loaders, Lift trucks, RoRo trucks as well as with the VTS-3, SG-6 or D7 for Cranes, Dumpers,

Graders and Rail vehicles.

1.5.2 Possible Indications on the Display

Display

left central right

h f e d Side Side Side

b

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Display of the Driving direction:

(right Side)

V : Forward

N: NeutralR: Reverse

Display of the engaged gear:

(central Side)

Display 1, 2, 3

Waiting for Controller-Neutral: Indication on the Display: NN (central and right Side).

In this condition, Neutral is pending on transmission.To engage a gear, at first Neutral must be shifted on

the Controller before the electronics allows to engage a

gear again.

Preselected Driving range:

(Special characters b, c, d, e)

The number of the lines indicates the driving range,

resp. the gear preselection:

1 Bar: Manual Mode 1 speed

2 Bars: Manual Mode 2 speed

3 Bars: Manual Mode 3 speed

Display Manual/ Automatic:

(Special characters a, f)

If the two Symbols a , f (Arrows) and the bars b, c, d, e

are indicated, the system is in the Automatic mode

(automatic up- and downshiftings).

If the Arrows (a, f) are flashing, the KD (Kick-

Down) – Mode is activated.

Display of the Cold-start phase: Transmission remains in Neutral

Bars are flashing:Downshifting mode active

Error display: If the system is recognizing an error, the spanner (Spe-

cial symbol „g“) is flashing.

If Neutral is preselected on the Controller, a two-digit

error number appears on the two alphanumeric indica-

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Warning display: At exceeding the warning threshold Temperature –

Sump / behind the Converter and the warning thres-hold Speed – Engine, changes the indication on the

Display to the actual gear and the corresponding war-

ning indicator.

If several warnings are simultaneously active,

only the warning with the highest priority will

be indicated.

Warning

code

Warning Priority

WT Temperature behind Converter 1

WS Temperature in the Sump 2

WE Engine speed 3

Display PN Driving direction F or R selected whilst the parking

brake is actuated.

Transmission in Neutral until parking brake will be

released.

After the release of the parking brake, the ve-

hicle begins to roll.

F or R flashing Driving direction F or R selected, whilst the turbine

speed is too high.

Speed will be engaged when the turbine speed

is

decreasing.

Display EE Indication on Display: EE (central and right side).

In this state, the Display has a timeout, i. e. it is recei-ving no Data from the EST-37A.

Main reasons:

- EST-37A is in TOTAL RESETTING MODE

(e g because of output train disconnection or exter

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First Number Meaning of the Number

1 hex Digital input signal

2 hex Analog input signal

3 hex Speed signal

4 hex CAN signal error



7 hex Analog current output signal

8 hex Analog current output signal

9 hex Digital output signal

A hex Digital output signal

B hex Transmission error, Clutch error

C hex Logical error

D hex Power supply

E hex Highspeed signal

F hex General error

For the EST-37A, a general Diagnostic and Trouble shooting Specification is available,

for which the following Order-No. has been defined:

5872 993 025 GERMAN

5872 993 026 ENGLISH

This Diagnostic and Trouble shooting Specification can be requested under the follow-

ing address:

ZF Passau GmbH

Abt. ACI

Donaustr. 25 – 71

94034 Passau

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Installation position of the TCU

Figure-No..: 1.6 B1

Installation position of the TCU

90° 90° 90° 90°

2 0 9

5 0

1 0 0

100

Minimum Distance to disengage the plug

ZF-Type plate

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The installation of the TCU must be realized on a protected point in the cabin.

An overfloating with water must be excluded. Besides, the penetration of water viathe plug connection must be prevented by corresponding measures on the cable har-

ness.

1.7 Electronic Controls for ZF-Powershift transmissions:

1.7.1 General:

Because of the different configurations of the electronic transmission controls at the

various vehicles, the corresponding documentation must be taken from the operating

Instructions of the Vehicle Manufacturer or from the Technical Data sheet of the

concerned Parts List Versions. In these are also indicated the respective circuit dia-

gram (see Sample Table-11) - and the connection diagram (upon request, these In-

formations can be asked for at the ZF Passau).

According to the type of vehicle, the wiring will be performed according to the wi-

ring diagrams.

The corresponding electric circuit diagrams (proposals) will be realized by ZF.

Upon request, the wiring can be also supplied by ZF.

If the wiring will be realized by the Vehicle Manufacturer, it must be in accordance

with the ZF-Requirements (see Installation Specification).

1.7.2 Description of the Basic functions:

The Powershift transmission of the Ergopower-Series 3 WG-116/131/161/171 is equipped

with the Electronic control unit EST-37A, developped for it.

For Wheel loaders, Lift trucks and RoRo Trucks, the ZF has developped with the Controllers

DW-3 and ERGO II a special Controller configuration.

The system is processing the desire of the driver according to the following criteria:

*

*

Gear determination depending on controller position, driving speed and load condition.

Protection from operating error as far as necessary, is possible via electronic protection

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4 = Power supply connection

5 = Switch for enable inchen (Option)6 = Switch for driving program Manual/Automatic (Option)

7 = Switch for selection starting gear (Option)

8 = Switch for LIMP HOME monitoring ON/OFF (Option)

9 = TCU

10 = CAN-Connection

11 = Wiring

12 = Diagnosis Mobidig 2001 only for ZF-Service Stations13 = Diagnosis Laptop with ZF-Diagnostic system Testmann

14 = Cable to Inductive transmitter Speed Central gear train

15 = Cable to Inductive Speed Engine

16 = Cable to Inductive transmitter Speed Turbine

17 = Cable to Temperature measuring point behind the Converter „No. 63“

18 = Cable to Plug connection on the electrohydraulic Control unit

19 = Cable to filter contamination switch

20 = Cable to Speed sensor Output

21 = Cable from angle sensor/inch-sensor (Option)

22 = Ergopower Transmission 3 WG-116/131/161/171

Family package of the EST-37A

20

6

1

5

8

9 10

14

16

11

7

13

12

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1.7.3 Independent calibration of the Shifting elements (AEB)

The AEB has the task to compensate tolerances (plate clearance and pressure level) which are

influencing the filling procedure of the clutches. For each clutch, the correct filling parameters

are determined in one test cycle for:

• Period of the quick-filling time

• Level of the filling compensating pressure

The filling parameters are stored, together with the AEB-Program and the driving program in

the transmission electronics. Because the Electronics will be separately supplied, the AEB-

Cycle must be started only after the installation of both components in the vehicle, thus ensu-

ring the correct mating (Transmission and Electronics).

At any rate, the AEB-Cycle must be carried out at the Vehicle Manufacturer prior to the

commissioning of the vehicles.

It is imperative, to respect the following Test conditions:

- Shifting position Neutral

- Engine in idling speed

- Parking brake actuated

- Transmission in operating temperature

After a replacement of the transmission, the electrohydraulic control or the TCU in the

vehicle, the AEB-Cycle must be as well carried out again.

The AEB-Cycle continues for about 3 to 4 minutes. The determined filling parameters are

stored in the EEProm of the Electronics. In this way, the error message F6 shown on the Dis-

play will be cancelled also at non-performed AEB.

For the start of the AEB-Cycle, there are principally two possibilities:

1. Start of the AEB by separate Tools which are connected on the diagnostic port

of the wiring.

Following Tools for the AEB start will be offered by the ZF Service.:

- Mobidig 2001 (see Point 5.2 – Diagnostic systems)

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At the operating of the transmission, the paper friction linings, installed in the Ergopo-

wer transmissions are settling, i.e. the plate clearance becomes creater.Because these settling appearances can affect the shifting quality, ZF recommends to

repeat the AEB-Cycle at the Maintenance intervals (see 4.3.1).

At a deterioration of the shifting quality, the ZF recommends likewise as first measure

to repeat the AEB-Cycle.

ISK (Inch-Sensor-Calibration) should also be carried out after every AEB-Start (in this

context refer to 1.7.6).

1.7.4 Down-Shift functions (Down-Shift Button)

If necessary, it is possible to select from 3 different possibilities:

Down-Shift Button – 1:

Function: The downshifting from the second speed (mode manual) into the first speed is

performed at the first actuation.

At a second actuation, the upshifting from the first speed into the second speed

follows again.

Down-Shift Button - 2 (Ouick-Shift Button)

Function: The range limitation on the actual speed will be performed at the first actuation,

after a second actuation, the full range is existing again.

Down-Shift Button - 3:

Function: Every actuation is leading to a downshifting for one speed.

The Down-Shift Button (pushbutton) must be in all 3 possibilities provided by

the Customer-side, if as Controller the DW-3 or ERGO II with integrated

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1.7.6 Inching device

This function is especially suitable for Lift trucks. It allows to reduce the driving speed infini-

tely variable without modification of the engine speed in such a way that driving with a very

low speed will be possible. In this way, the driver can move the vehicle very exactly to a de-

termined position.

At the same time, an important part of the engine power for the output of the hydraulic system

is at disposal by the high engine speed.

Operation is carried out by a separate inching pedal, where an angle of rotation sensor is

mounted.

By means of the proportional valve technology the TCU regulates the pressure in the driving

direction clutch in such a way that the driving speed is adjusted in accordance with the inch

rotating angle sensor position. Clutch overloading is avoided thanks to the electronic protec-

tion.

After each new adjustment of the inch linkage , the ISK (Inch Sensor Calibration) must

be carried out.

During the inch calibration modus the position of the inch pedal in neutral position and

with full actuation is controlled by the calibration process and stored in the TCU.

The inching function is only active after successful completion of AEB and ISK start.

1.7.7 Special functions

According to the desires of the Vehicle Manufacturer, further additional functions can be pro-

grammed. Functions such as can be realized:

* Selection of a Parking brake

* Automatic Neutral shifting at vehicle standstill

* Gear range limitation depending on determined Input signals

* Bl ki f th d t b d d t i d E i d

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II. INSTALLATION SPECIFICATION

This Specification for the installation of hydrodynamic Powershift transmissions of the Ergo-

power-Series is the basis for the technically faultless installation of these transmissions in the

vehicle. The Installation Specification is part of the Transmission Documentation and must be

absolutely respected.

A faulty installation of the transmission into the vehicle, can

* affect the operating quality,

* cause malfunctions of the transmission,

* lead to transmission damages, resp. transmission failures.

Responsible for the correct installation of the transmission is the Vehicle Manufacturer.

ZF does not admit any guarantee or warranty claims for damages

which has been caused by a faulty installation.

In order to assist the Customer in case of new, resp. initial applications, the ZF carries out by

authorized personnel a transmission installation check. On this occasion, all transmission-

specific installation features are examined and the Vehicle Manufacturer, resp. the Equipment

Manufacturer will be informed about the encountered defects.At improperly installation, ZF reserves itself the right to acknowledge no guarantee for the

installed ZF-Products.

For damages, caused by defects for which the Vehicle Manufacturer is responsible, and could

not be discovered at the installation examination by ZF-Personnel, the Vehicle Manufacturer

alone is liable.

This Installation Specification

0000 702 270 DEUTSCH

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III. OPERATION

3.1 Driving preparation and Maintenance:

Prior to the commissioning of the transmission, take care that the prescribed oil grade will be

filled in with the correct quantity. At the initial filling of the transmission has to be considered

that the oil cooler, the pressure filter as well as the pipes must get filled with oil.

According to these cavities, the quantity of oil to be filled in, is greater than at the later oil fil-

lings in the course of the usual Maintenance service.

Because the converter and also the heat exchanger, installed in the vehicle, as well

as the pipes can empty at standstill into the transmission, the

Oil level check must be carried out at engine idling speed and operating

Temperature of the transmission (see Chapter Oil level check 4.2).

At the oil level check, the prescribed safety directions according to § 6 of the

regulations for the prevention of accidents for power plants in Germany, and in

all other countries, the respective national regulations have to be absolutely

observed.

For example, the vehicle has to be secured against rolling by blocks, articulatedvehicles additionally against unintended turning-in.

3.2 Driving and Shifting:

Which control lamps in the INFOCENTER (dashboard) are illuminated for the

functional control, can be different from Vehicle Manufacturer to Vehicle Manufac-

turer.

Control elements and displays can be from the ZF, however can be also customer-specific products; the precise specifications must therefore be taken from the Oper-

ating Instructions of the respective Vehicle Manufacturer.

- Neutral position:

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Division

At the start off, the converter takes over the function of a master clutch.

On a level road it is possible to start off also in higher gears.- Upshifting under load.

Upshifting under load will be then realized if the vehicle can continue to accelerate by it.

- Downshifting under load.

Downshifting under load will be then realized if more traction force is needed.

- Upshifting in overrunning condition.

In the overrunning mode, the upshifting will be suppressed by accelerator pedal idling po-

sition , if the speed of the vehicle on a downgrade should not be further increased.- Downshifting in overrunning condition.

Downshifting in overrunning mode will be then carried out if the vehicle should be

retaded.

If the vehicle will be stopped and is standing with running engine and engaged transmission,

the engine cannot be stalled. On a level and horizontal roadway it is possible that the vehicle

begins to crawl, because the engine is creating at idling speed a slight drag torque via the con-verter.

It is convenient to brake the vehicle at every stop securely in position with the parking brake.

At longer stops, the Controller has to be shifted to the NEUTRAL POSITION.

At the start off, the parking brake has to be released. We know from experience that at a con-

verter transmission it might not immediately be noted to have forgotten this quite normal op-

erating step because a converter, due to its high ratio, can easily overcome the braking torqueof the parking brake.

Temperature increases in the converter oil as well as overheated brakes will be the conse-

quences to be find out later.

Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not

admissible.

Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.

Neutral position of the selector switch at higher vehicle speeds (above stepping

speed) is not admissible.Either a suitable gear is to be shifted immediately, or the

vehicle must be stopped at once.

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ERGOPOWER


and Axle Systems

Division

3.4 Transmission control in the Driving mode Automatic:

Precise Informations about the design of the Controllers as well as the speeds shifted

in the single driving ranges, must be taken from the Operating Instructions belong-

ing to the vehicle.

A manual intervention into the automatic shift sequence is only then practical if the roadway

condition or the configuration of the ground is suitable.

3.5 Stopping and Parking:

Since due to the converter there is no rigid connection existing from the engine to the axle, it

is recommended to secure the vehicle on upgrades, resp. downgrades against unintended roll-

ing not only by applying the parking brake but additionally by a block on the wheel, if the

driver has the intention to leave the vehicle.

3.6 Towing:

See Important Instructions – Page 10.

3.7 Oil temperature:

The oil temperature in the transmission sump is monitored by a temperature sensor in the

electrohydraulic control unit.

The service temperature in the sump of 60° - 90° C must not be exceeded!

By overstepping results by 105 ° C notice "WS" on the display in the cabine.

At a trouble-free unit and an adequate driving mode, a higher temperature will not occour.

The notice "WS" results at the display, the vehicle has to be stopped and controlled for exter-

nal oil loss and the engine must run with a speed of 1200 – 1500 min-1

at NEUTRALPOSITION of the transmission.

Now, the temperature must drop quickly (in about 2 – 3 minutes) to normal values. If this is

not the case, there is a trouble pending, which must be eliminated prior to continue working.

The monitoring of the oil temperature is additionally realized behind the converter with an

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ERGOPOWER


and Axle Systems

Division

IV. MAINTENANCE

4.1. Oil grade:

Permitted for the Powershift transmissions 3 WG-116/131/161/171 are oils accord-

ing to ZF-List of lubricants TE-ML 03.

This List of lubricants will be updated every three months and can be requested, resp.

inspected as follows:

- At all ZF-Plants

- At all ZF-Service Stations

- Internet http://www.zf.com Service /Technical Information

4.2 Oil level check (measurements only with running engine):

At the oil level check, the prescribed safety directions according to § 6 of the

rules for accident prevention for power plants in Germany, and in all other

countries the respective national regulations have to be absolutely respected.

For example, the vehicle has to be secured against rolling with blocks, articu-

lated vehicles additionally against unintended turning-in.

The oil level check must be carried out as follows:- Oil level check (weekly)

- At horizontally standing vehicle

- Transmission in Neutral position „N“

- In the cold start phase, the engine must be running about 2 – 3 minutes at idling speed, and

the marking on the oil dipstick must then be lying above the cold start mark „COLD“

(see Figure-No. 4.2 B2)

- At operating temperature of the transmission (about 80° - 90° C)

-

With engine idling speed

all measurements must be carried out with low engine idling speed.

- Loosen oil dipstick by counterclock rotation, remove and clean it

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und Achssysteme

Figure-No.: 4.2 B1

Legend:

1 = Oil filler tube with oil dipstick (rear side)

2 = Oil drain plug M38x1,53 = Attachment possibility oil level tube with oil dipstick (converter side)

4 = Filter head

5 = ZF-Fine filter (Pressure filter)

Oil dipstick

MIEASURED AT LOW

IDLING-NEUTRAL

HOT COLD

Bereich

„HOT“

3

4

1

2

5

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- Clean oil drain plug with magnetic insert and surface on the housing and install again

along with O-ring.- Fill in oil (about 20 liters) according to ZF-List of lubricants TE-ML 03.

(Sump capacity, external oil capacities e.g. in the heat exchanger, in the lines etc. are

dependent on the vehicle).

The indicated value is a guide value.

It is imperative to pay attention to absolute cleanliness of oil and filter !

Binding is in any case the marking on the oil dipstick !

- Start the engine – idling speed

- Transmission in Neutral position „N“

- Top up oil up to the marking „COLD“

- Brake the vehicle securely in position and warm up the transmission

- Shift all Controller positions through

- Check the oil level once more and top up oil once more if necessary

- On the oil dipstick, the oil level must be lying in the Zone „HOT“ (see Figure-No.: 4.2 B2)- Insert the oil dipstick again and tighten it by clockwise rotation.

At the initial filling of the transmission has to be considered that the heat exchanger,

the pressure filter as well as the pipes must get filled with oil.

According to these cavities, the oil capacity to be filled in is greater than at the later

oil fillings in the course of the usual Maintenance service.

ZF recommends, to start the AEB at every oil change (see 1.7.3).

4.3.2 Filter replacement:

At the replacement of the ZF-Filter in the main oil stream, pay attention that no dirt or oil

sludge can penetrate into the circuit. Besides, the parking brake has to be covered, resp. pro-

tected from oil wetting.

At the mounting of the filter, any exertion of force has to be avoided.

The filters are installed separately from the transmission in the vehicle !

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V. ZF-DIAGNOSTIC SYSTEMS

5.1 General:

The Control electronics EST-37A for the Transmission Series Ergopower is equipped with a

diagnostic package, which makes the Trouble shouting and the Repair of damages easier for

the Service.

The Electronics is able to monitor the states of certain inputs and outputs.

If the Electronics recognizes at it an error, it stores an error code in the fault storage(EEPROM) and is transmitting the error code also to the vehicle controller of the Vehicle Ma-

nufacturer.

The ZF-Diagnostic and Programming systems MOBIDIG-2001 (see 5.2) and LAPTOP-

Version (see 5.3) are needed for the following applications:

Diagnosis - Read actual errors

- Read fault storage

- Cancel fault storageAEB - Independent calibration of the shifting elements

Testing Inputs and Outputs - Check Outputs

- Check Inputs

- Check systems downtime

- System test drive

Additionally for the Diagnosis can be used the Multi-System 5000 (see 5.4) with correspon-

ding sensor system for pressure, temperature, speed, through-flow, current transformer etc.

5.2 ZF - MOBIDIG 2001

The ZF-Diagnostic system MOBIDIG 2001 is only reserved to ZF-Service Stations.

All necessary, transmission-specific Data for a quick and comprehensive Diagnosis

can be retrieved with this Diagnostic system.

The Data are stored on CD-Rom and will be updated 2 – 3 times a year.

It is universally to be used for all diagnosis-capable ZF-Vehicle systems.

MOBIDIG 2001 with 6008 307 001

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und Achssysteme

5.3 Laptop Version:

Specialized Dealers Pentium Laptop min. 90 MHz

Windows 95/98 or NT

Basic-Software

Testman WIN 95/98 or NT

6008 308 901

RS-232 Connecting cableLaptop ⇔ DPA-04I

6008 308 601

Programming adapter

DPA-04I

6008 308 600

Adapter cable

DPA-04I ⇔ EST-37A

6029 017 005

Diagnostic set

5870 221 179

WIN 95/98

or

NT

Diagnostic Software WG-116/131/161/171

6008 308 007 GERMAN

G häf b i h

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5.4 ZF-Multi-System 5000:

Multi- System 5000

Measuring box with corresponding sensor sy-

stem for pressure, temperature and speed without

printer.

5870 221 280

Multi- System 5000

Measuring box with corresponding sensor sy-

stem for pressure, temperature and speed with

printer.

5870 221 281

Multi - System 5000

Portable measuring instrument without accesso-

ries.

5870 221 250

Accessories:

Sensor system for through-flow, current transformer etc.

Current transformer:

5870 221 284

Turbine – Metering tubes:

15 – 300 l/min = 5870 221 133

25 – 600 l/min = 5870 221 134

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1065 51 54

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57

53

49

55

5847

21

60

48

52

56

63

1615

55

Page 2 from 2

Coding

• Pressure regulator active Engaged clutches

Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6

Forward 1 • • K1 KV

2 • • KV K2

3 • • K3 KV

Reverse 1 • • KR K12 • • KR K2

3

N

o

t

u

s

e • • KR K3

Neutral d

Engaged clutches K4 KR K1 K3 KV K2

Position on the valve block F E D C B A

Consecutively No. of the measurement points 60 55 56 58 53 57

OIL CIRCUIT DIAGRAM 3 WG-116/131/161/171

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FORWARD 1st SPEED

TABLE-6

The marked positons (e.g. 53) correspond with the positions on the table-5!

• Pressure regulator active Engaged clutches

Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6

Forward 1 • • K1 KV

2 • • KV K2

3 • • K3 KV

Reverse 1 • • KR K1

2 • • KR K2

3

N

o

t

u

s

e • • KR K3

Neutral d

Engaged clutches K4 KR K1 K3 KV K2

Position on the valve block F E D C B A

Consecutively No. of the measurement points 60 55 56 58 53 57

Page 1 from 2

Legend:

WT = Heat exchanger

WGV = Converter back pressure valve 4,3+3 bar WSV = Converter safety valve 11+2 bar

HDV = Main pressure valve 16+2,5 bar

RV-9 = Pressure reducing valve 9 bar

NFS = Follow-on slide

D = Vibration damper

B = OrificeP1 = Not used

P2 = Proportional valve KR

P3 = Proportional valve K1

P4 = Proportional valve K3

P5 = Proportional valve KVP6 = Proportional valve K2

Y1...Y6 = Pressure regulators

TEMP = Temperature sensor

UEDV = Pressure relief valve 40±5 bar

WS = Maintenance switchFDV = Filter pressure differential valve (Bypass-valve) ∆ p=5,5 bar

CODIERUNG

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Legend:

AN = InputKV = Clutch forward

KR = Clutch reverse

K1 = Clutch 1st speed

K2 = Clutch 2nd speed

K3 = Clutch 3rd speed / Output

PTO = Power take-off

Driving direction Speed Clutch1 KV/K1

2 KV/K2

Forward

3 KV/K3

1 KR/K1

2 KR/K2

Reverse

3 KR/K3

AN

K1

KR

KV

K2

K3/AB

PTO

GEARBOX DIAGRAM 3WG-116/131/161/171

TABLE-7

Diagram Clutches

KV

AN

KR K2

K1

K3/AB

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zf3wg116,131,161,171

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