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Order-No.

: 5872 194 002

ZF ERGOPOWER TRANSMISSION

4 WG-190/210

TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS

ZF Passau GmbH
Donaustr. 25 - 71 Edition: 2001/08
D - 94034 Passau Subject to changes w/o notice !
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und Achssysteme

2. Edition

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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 Vehi-
cle 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 !

Is inserted at working and operating procedures which have to be exactly res-


pected to avoid a damage or destruction of the unit or to exclude a danger to
persons !

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TECHNICAL DATA
WG-190 WG-210

Engine power: max. KW* ........... 190 210

Turbine moment: max. Nm* ........... 1 500 1 650

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

Starting torque multiplication: ............ 2,0 bis 3,0

Engine-dependent Power take-offs:


Torque: Nm ........... 800
Speed: n ........... 1 x nEngine

Mass (without oil): kg about** ........... 470

* = dependent on Vehicle type and application


** = dependent on the Transmission version

Description:
The ZF-Transmissions 4 WG-190/210 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
unit EST-37.

Torque converter:
Unit size W 300 and 340 with torque multiplication.

Powershift transmission:
4 Forward speeds and 3 Reverse speeds.

Output:
The powershift transmission has between input and output shaft a center distance of 540 mm,
and can be equipped with the following components:
- with output flanges to the front and rear axle for different universal shafts
- on the rear output (rear-side) with a disk brake as parking brake
- on the converter side with axle disconnection.
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-B and C Connection.
If desired engine dependent power take-off are available also up to 2.
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Transmission accessories:
Upon request, the transmissions can be additionally equipped with the following components:
- Emergency steering pump with a feed rate of 16 cm 3/rev. or 32 cm 3/rev.
- Electronic speedometer signal, here the Electronic unit EST-37 offers a speedometer sig-
nal.

Transmission ratio (mechanical)*

SPEED DRIVING Ratio 4 WG-190/210


DIRECTION
1 Forward 3,632
2 Forward 2,089
3 Forward 1,072
4 Forward 0,636
1 Reverse 3,444
2 Reverse 1,981
3 Reverse 1,017

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

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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 rec-
ommends 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.

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 en-
gaged 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) s not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped
at once.

Reversing (Standard):
In the speeds, released for the direct reversing, as a rule in the speeds 1 F 1 R
and 2 F 2 R , it is possible to reverse directly at any time. Reversings in the
speeds 3 and 4 are realized dependent on the driving speed, the permitted re-
versing speed is then normally the maximum speed of the 2nd speed.
- Beyond the programmed reversing limit, the vehicle will be braked down by
the Electronic unit EST-37 by downshiftings, and only then the reversing is
carried out into the correspondingly preselected gear.
- Below the permitted speed, the reversing will be carried out.
The programming is customized and can therefore be different from the stan-
dard. Therefore, the exact procedure must be taken from the Operating Instruc-
tions of the respective Vehicle Manufacturer !

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At stopped engine, there is on the Controller, despite a preselected gear, no


power flow between transmission and engine, i.e. the transmission is in the idling
position.
The parking brake must therefore be completely actuated !
When leaving the vehicle, secure it additionally by brake blocks !

The towing speed must in no case be higher than 10 km/h, the towing distance
not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission
will be damaged due to insufficient oil supply !
At a longer distance, the best solution would be to transport the defective vehicle
with a Low loader.

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


ous operation, a short-time increase up to max. 120 C is permitted.
Temperature in the sump 60 - 90 C.

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 vehi-


cle:

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)
TP = Torque pump
Pump wheel Turbine wheel
wheel TT = Torque tur-
bine wheel
TT
TR = Torque reac-
tion member
From (Reaction
engine wheel)
TP

To
gearbox

Condition at the
time of starting TR NT = 0
1 1,5 2,5
Reaction element Vehicle standing still
Intermediate (Reaction wheel)
condition <n
nT = Mot
1 <1,5 <2,5

Condition in the
coupling point 1 0 1 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)

These 3 impellers are arranged in such a ring-shaped system that the fluid is streaming
through the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In this
way, the converter can fulfill its task to multiply the torque of the engine and at the same time,
the heat created in the converter is dissipated via the escaping oil.
The oil which is streaming out of the impeller, enters the turbine wheel and is there reversed
in the direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft is receiv-
ing a more or less high reaction torque.
The stator (reaction member), following the turbine, has the task to reverse the oil streaming
out of the turbine once more and to deliver it under the suitable discharge direction to the im-
peller.
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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 4-speed reversing transmission is equipped with 6 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, 7 and 8.

1.3 Transmission control:


Transmission control, see Schedule of measuring points, Oil circuit diagram ans Electro- hy-
draulic control unit see Table-7, 8 and 9.

The transmission pump, necessary for the oil supply of the converter, and for the transmission
control, is sitting in the transmission on the engine-dependent input shaft.

The feed rate of the pump is Q = 105 l/min, at nEngine = 2000 min-1.

This pump is sucking the oil via the coarse filter out of the oil sump and delivers it via the ZF-
Fine filter the filter can also be fitted externally from the transmission to the main pressure
valve.

If because of contamination, resp. damage, the through-flow through the ZF-Fine filter is not
ensured, the oil will be directly conducted via a filter differential pressure valve (bypass valve
p= 5,5 bar to the lubrication.
In this case, an error indication is shown on the ZF-Display.

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ZF-Fine filter:
Filtration ratio according to ISO 4572: 30 > 75 15 = 25 10 = 5.0
Filter surface at least: 6700 cm2
Dust capacity according to ISO 4572 at least: 17 g

The six clutches of the transmission are selected via the 6 proportional valves P1 to P6.
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 pres-
sure 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 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 11,0 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
opening pressure of at least 4,3 bar.
The oil, escaping out of the converter, is directed to a heat exchanger.
The selection and definition of the heat exchanger must be carried out according to our Instal-
lation specification for hydrodynamic powershift transmissions by the Customer on his own
responsibility.

The heat exchanger is not within the scope of supply of the ZF Passau GmbH.
From the heat exchanger, the oil is directed to the transmission and there to the lubricating oil
circuit, so that all lubricating points are supplied with cooled oil.
In the Electrohydraulic control unit are 6 pressure regulators installed see Table-9.

The allocation of the pressure regulators to the single speeds can be seen on the Tables 7
and 8.

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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

Gear positions Type plate


F

N N N D

Figure-No.: 1.4.2

1.4.3 Controller ERGO II


- see Table-13

This lever will be installed in the Wheel loader instead of the operating lever for the hydraulic
system for implement operation.
By pushing the arrow button Forward and Reverse, the driving direction will be selected,
the Buttons + and - are preselecting the driving range.
The indication for gear and driving direction is shown on the Display (see 1.5).
By means of the N-Button, the transmission is shifting to Neutral.
Gear limitation, if second cabin is activated an the all-wheel drive is engaged.

Another Button on the operating field allows the connection of an electric shovel-horizontal
Regulation (Shovel-Neutral). Another function button is installed on the back. It serves, ac-
cording to the programming, as Kickdown button, Down-shift button or Release button for the
start off.

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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 ed Side Side Side

a bc g

Figure-No.: 1.5.2

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Spec. charact. Display (see Figure-No.: 1.5.2)


a, f Automatic range (up- and downshifting)
b, c, d, e Preselected gear
g EST-37 has recognized an error, is flashing
h This special character is not used for the moment at the EST-37
Left Side For the moment still without function
Central and On the two alphanumeric 16-segment displays, the EST-37 issues the ac-
Right Side tual state of gear and driving direction. Besides, a two-digit error code will
be indicated via these two segments.

Display of the Driving direction: V: Forward


(right Side) N: Neutral
R: Reverse

Display of the engaged gear: Display 1, 2, 3, 4


(central Side)

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: The number of the lines indicates the driving range,
(Special characters b, c, d, e) resp. the gear preselection:
1 Bar: Manual Mode 1 speed
2 Bars: Manual Mode 2 speed
3 Bars: Manual Mode 3 speed
4 Bars: Manual Mode 4 speed

Display Manual/ Automatic: If the two Symbols a , f (Arrows) and the bars b, c, d, e
(Special characters a, f) 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 indi-
cating positions (central and right Side).

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If more than one error is pending, the different error


numbers will be indicated one after the other on the
Display in cycles (about 1 second).

 The error code will be only then indicated if


the Controller is in Neutral !

Warning display: At exceeding the warning threshold Temperature


Sump / behind the Converter and the warning thresh-
old Speed Engine, changes the indication on the Dis-
play to the actual gear and the corresponding warning
indicator.

 If several warnings are simultaneously active,


only the warning with the highest priority will
be indicated.

Warning Warning Priority


code
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 vehi-
cle 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 re-
ceiving no Data from the EST-37.

Main reasons:

- EST-37 is in TOTAL RESETTING MODE


(e.g. because of output train disconnection or exter-
nal power supply at the lines to the gear-solenoid
valves).
- EST-37 without supply
Data line not correctly connected, etc.

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1.5.3 Error code definition:

The error codes are composed of two hexadecimal numbers:


The first number indicates the kind of signal, the second number the signal and the kind of
error.
Since there are different Software versions for the Customers, the listing of the error
codes must be taken from the Documentation of the Vehicle Manufacturer.

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
5 hex CAN signal error
6 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-37, 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 fol-
lowing address:

ZF Passau GmbH
Abt. ASPL
Donaustr. 25 71

94034 Passau

1.6 Elektronic Control unit TCU

The electrohydraulic transmission control can be automated by connection on the electronic


TCU.
The basic functions of the automatic system are the automatic shifting of speeds, adaption of
the optimum shifting points, the comfortable kickdown function as well as comprehensive
safety functions in relation to operating errors and overloadings of the power-transmitting
components with a comprehensive fault storage.
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The Control units can be programmed customized and vehicle-specific in a large spectrum,
Control parameter can be logically chained, and also Special functions such as gear limitation,
Converter or Retarder functions can be integrated.

 Because of the great number of available TCU, the precise Technical Data must be
taken from the corresponding Installation drawing.

Installation position of the TCU

90 90 90 90

Figure-No..: 1.6 B1
Installation position of the TCU

100

ZF-Type plate
50

209

100

Minimum Distance to disengage the plug

Figure-No.: 1.6 B2

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 The installation position of the TCU can be at random. As an advantage, the ZF rec-
ommends the Version illustrated in the Figure-No.: 1.6 B1.
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 via
the 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 wir-
ing 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 4 WG-190/210 is equipped with the


Electronic control unit EST-37, 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
(programming).
Protection from over-speeds (on the base of engine and turbine speed).
Automatic reversing (driving speed-dependent, depending on vehicle type).
Pressure cut-off possible (vehicle-specific, only after contact with ZF).
Change-over possibility for Auto- / Manual mode.
Downshifting functions possible.

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Legend ref. Figure-No.: 1.7.2

1 = Acoustic / optical warning (Option)


2 = Display
3 = Controller DW-3 (optionally also with Controller e. g. ERGO II possible)
4 = Power supply connection
5 = Switch for pressure cut-off (Option)
6 = Switch for driving program Manual/Automatic (Option)
7 = Downshifting functions (Option)
8 = TCU
9 = CAN-Connection
10 = Wiring
11 = Diagnosis Mobidig 2001 only for ZF-Service Stations
12 = Diagnosis Laptop with ZF-Diagnostic system Testmann
13 = Cable to Inductive transmitter Speed Central gear train
14 = Cable to Inductive Speed Engine
15 = Cable to Inductive transmitter Speed Turbine
16 = Cable to Temperature measuring point behind the Converter No. 63
17 = Cable to Plug connection on the electrohydraulic Control unit
18 = Cable to filter contamination switch
19 = Cable to Speed sensor Output and Speedometer
20 = Ergopower Transmission 4 WG-190/210

Family package of the EST-37

9
11 12

8 10
13
15

7
2 3 6 17
5
16

1
14
4

18

19 20

Figure-No.: 1.7.2

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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 en-
suring 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)
- Testmann (see Point 5.3 Diagnostic systems)
- AEB Starter
Order-No.: 0501 211 778

The Special Tool, developped by the ZF for it can be


used only for the starting of the AEB !
(see Figure-No.: 1.7.3)

Figure-No.: 1.7.3 B1

2. Start of the AEB by operating elements on the vehicle.


For it, a CAN-Communication between transmission and vehicle electronics is
necessary.

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 At the operating of the transmission, the paper friction linings, installed in the Ergo-
power 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.

 The AEB can be started from the following Software-No. on:

From the Version 7** on, the AEB can be


started with the Tools Laptop and MOBIDIG
2001.
(See Type plate Figure-No. 1.7.3 B2)

Figure-No.: 1.7.3 B2

From the Version 812 on, the AEB can be


started with the Tools Laptop, MOBIDIG
2001 and the AEB-Starter.
(See Type plate Figure-No.. 1.7.3 B3)

Figure-No.: 1.7.3 B3

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.

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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
Down-Shift Button will not be used.

1.7.5 Pressure cut-off

In order to provide, e.g. at Shovel loaders, the full engine power for the hydraulic system, the
control can be enlarged for the function of a pressure cut-off in the 1st and 2nd speed. In this
way, the pressure in the powershift clutches will be cut-off, and the torque transmission in the
drive train will be eliminated by it. This function will be released at the actuation of a switch,
arranged on the brake pedal. For a soft restart, the pressure will be build-up via a freely pro-
grammable characteristic line.

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. The operation is realized via a separate inching pedal.
With increasing pedal travel, the driver can reduce the driving speed. The special Software is
regulating the pressure in the driving direction clutch in such a way that the driving speed will
be adjusted on the inching pedal according to the setting. A clutch overload will be prevented
by an integrated protection.

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
* Blocking of the speed engagement beyond a determined Engine speed
* Upshifting prevention in the overrunning range

Further available Special function upon request after contact with the ZF.

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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

4657 700 078 GERMAN


4657 700 079 ENGLISH

can be requested under the following address:

ZF Passau GmbH
Abt. ASPL
Donaustr. 25 71
94034 Passau

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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, articulated
vehicles 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:
Neutral position will be selected via the Controller.
After the ignition is switched on, the electronics remains in the waiting state. By the
position
NEUTRAL of the Controller, resp. by pressing the pushbutton NEUTRAL, the EST-37
becomes ready for operation.
Now, a gear can be engaged.
- Starting:
The starting of the engine has always to be carried out in the NEUTRAL POSITION of the
Controller.
For safety reasons it is to recommend to brake the vehicle securely in position with the par-
king brake prior to start the engine.
After the starting of the engine and the preselection of the driving direction and the gear, the
vehicle can be set in motion by acceleration.
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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.
- Reversing
See important Note Page 9.

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 torque
of 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.

3.3 Cold start:

At an oil temperature in the shifting circuit < -12 C, the transmission must be warmed-up for
some minutes.
This must be carried out in Neutral with an increased engine speed (about 1500 min-1).
Until this oil temperature is reached, the Electronics remains in Neutral, and the symbol of the
cold start phase will be indicated on the ZF-Display.

Indication on the Display :

After the indication on the ZF-Display is extinguished, the full driving programm can be util-
ized out of NEUTRAL.

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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 (indication appears
on the Display in the cabine) !
At a trouble-free unit and an adequate driving mode, a higher temperature will not occour. If
the temperature is rising above 90 C, the vehicle has to be stopped and controlled for external
oil loss and the engine must run with a speed of 1200 1500 min-1 at NEUTRAL POSITION
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
indication on the ZF-Display or analog in the INFOCENTER.
Operating temperature behind the converter at least 65 C and 100 C in continuous operation,
a short-time increase up to max. 120 C is permitted.

The temperature is measured on the measuring point 63


(see Schedule of measuring points Table-8 !)

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IV. MAINTENANCE
4.1. Oil grade:

 Permitted for the Powershift transmissions 4 WG-190/210 are oils according to ZF-
List of lubricants TE-ML 03.

 This List of lubricants will be updated every two years and can be requested, resp.
inspected as follows:

- At all ZF-Plants
- At all ZF-Service Stations
- Internet http://www.zf.com Informationen/Tech. Informationen

4.2 Oil level check:

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)
- At engine idling speed
- Loosen oil dipstick by counterclock rotation, remove and clean it
- Insert oil dipstick slowly into the oil level tube until contact is obtained, and pull it out
again.
- 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

 If the oil level has dropped in operating temperature condition below the HOT
Zone, it is absolutely necessary to replenish oil according to the ZF-List of lubricants
TE-ML-03.
An oil level above the HOT marking, is leading to a too high oil temperature.

 The oil dipstick and the oil filler tube can have different lengths and shapes, ac-
cording to the Transmission version. Besides, the mounting on the transmission can
be optionally realized on the converter side or on the rear side.(In this Illustration,
the mounting of the oil dipstick is illustrated on the rear side).

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1
2

Figure-No.: 4.2 B1
Legend:

1 = Oil filler tube with oil dipstick


2 = Oil drain plug M32x2
3 = ZF-Fine filter (Pressure filter)

Oil dipstick

MIEASURED AT LOW HOT COLD


IDLING-NEUTRAL

Bereich
HOT

Figure-No.: 4.2 B2

4.3 Oil change and Filter replacement intervals:

 First oil change after 100 operating hours in service.


Every further oil change after 1000 operating hours in service, however at least
once a year !
At every oil change, the ZF-Fine filter (pressure filter) has to be replaced.

4.3.1 Oil change and Oil filling capacity:

The oil change has to be carried out as follows:


- At operating temperature of the transmission, horizontally standing vehicle open the oil
drain plug and drain the used oil.
- Clean oil drain plug with magnetic insert and surface on the housing and install again
along with O-ring.
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- Fill in oil (about 21 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 !

 Treat the filter carefully at the installation, the transport and the storage !
Damaged filters must no more be installed !

 The filter differential pressure valve (bypass valve) is equipped with a maintenance-
switch (opening switch) which is informing the driver about the contamination of
the ZF-Fine filter.
At the lighting up of the symbol, the ZF-Fine filter must be replaced.

The mounting of the filter must be carried out as follows:


- Cover the gasket with a small amount of oil.
- Screw the filter in until contact with the sealing surface is obtained and tighten it now by
hand about 1/3 to 1/2 turn.

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V. ZF-DIAGNOSTIC SYSTEMS
5.1 General:

The Control electronics EST-37 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
Manufacturer.
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 storage
AEB - 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 correspond-
ing 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


ZF-Diagnostic Software

Diagnostic Software with Operator


guidance
Terminal tester 68-pin
6008 304 038
For the test of single control signals, line
connections etc.

Figure-No.: 5.2

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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 cable


Laptop DPA-04I
Diagnostic set
6008 308 601 5870 221 179
WIN 95/98
Programming adapter or
DPA-04I NT

6008 308 600

Adapter cable
DPA-04I EST-37
6029 017 005

Diagnostic Software WG-190/210

6008 308 007 GERMAN

6008 308 107 ENGLISH

6008 308 207 FRENCH

Terminal Tester 68-pin 6008 304 038


For the test of single control
signals, line interruptions etc.

Figure-No.:5.3

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5.4 ZF-Multi-System 5000:

Multi- System 5000

Measuring box with corresponding sensor sys-


tem for pressure, temperature and speed without
printer.

5870 221 280

Multi- System 5000

Measuring box with corresponding sensor sys-


tem 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: Turbine Metering tubes:

5870 221 284 15 300 l/min = 5870 221 133


25 600 l/min = 5870 221 134

Figure-No.: 5.4

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APPENDIX

TABLE 1 TO 14

39
L A Y O U T 4 W G -1 9 0 /2 1 0 1 2
1
T A B L E - 1
1 = C lu tc h s h a ft " K R " 1 1
2 = P o w e r ta k e o ff, c o a x ia l e n g in e d e p e n d e n t
3 = C lu tc h s h a ft " K V "
4 = C lu tc h s h a ft " K V " 2
5 = C lu tc h s h a ft " K 3 "
6 = O u tp u t fla n g e - re a r
7 = O u tp u t fla n g e - c o n v e rte r s id e 1 0
8 = O u tp u t s h a ft
9 = T ra n s m is s io n p u m p
3
1 0 = In p u t fla n g e - in p u t th ro u g h u n iv e rs a l s h a ft
1 1 = C o n v e rte r 9
1 2 = In d u c tiv e tra n s m itte r fo r e n g in e s p e e d 4
1 3 = C lu tc h s h a ft " K 4 "
1 4 = C o n v e rte r re lie f v a lv e
1 5 = C lu tc h s h a ft " K 1 "

G E A R P A T T E R N 46 230 803
5

K R
K V A N
1 3 8
K 2 K 4
1 4

E .I . 1 31 3 3 0 4 0 4 3
0 73 0 74 9 1 8 4 (O Z )

0E 37I. 0. 1 4713 93 13 80 44 O(0 Z4 )3


K 3 K 1 1 5
z = 5 6
6
A B
7
A EH NL . 46 4 2 30 1 14 8
IN S T A L L A T IO N V IE W 4 W G -1 9 0 /2 1 0 - D IR E C T IN S T A L L A T IO N
F R O N T V IE W 1 2 1
T A B L E -2

1  = L iftin g lu g s
2  = D ia p h ra g m d ire c t m o u n tin g 1 0
3  = T ra n s m is s io n s u s p e n s io n h o le s M 2 0
4  = A tta c h m e n t p o s s ib ility fo r e m e rg e n c y s te e rin g p u m p
5 = M o d e l id e n tific a tio n p la te
6 = O u tp u t fla n g e (c o n v e rte r s id e )
7 = O il d ra in p lu g w ith m a g n e t M 3 8 x 1 ,5
8 = A tta c h m e n t p o s s ib ility fo r o il f ille r tu b e w ith o il d ip s tic k
9 = O il fille r tu b e w ith o il d ip s tic k (re a r s id e ) 3 3
1 0 = C o n v e rte r

4
9
3
3

Z F

8 7 6 5
IN S T A L L A T IO N V IE W 4 W G -1 9 0 /2 1 0 D IR E C T IN S T A L L A T IO N
F R O N T V IE W 1 2 1
T A B L E -3

1 = L iftin g lu g s
2 = In p u t fla n g e d riv e v ia u n iv e rs a l s h a ft
3 = T ra n s m is s io n s u s p e n s io n h o le s M 2 0
4  = E m e rg e n c y s te e rin g p u m p
S = M 3 3 x 2
D = M 2 2 x 1 ,5
5  = M o d e l id e n tific a tio n p la te 3 3
6  = O u tp u t fla n g e (c o n v e rte r s id e )
7  = O il d r a in p lu g w ith m a g n e t M 3 8 x 1 ,5 D
8  = A tta c h m e n t p o s s ib ility fo r o il fille r tu b e w ith o il d ip s tic k ( c o n v e rte r s id e )
S

3
3

Z F

8 7 6 5
IN S T A L L A T IO N V IE W 4 W G -1 9 0 /2 1 0 S T A N D A R D V E R S IO N
R E A R V IE W 1 2
T A B L E -4

1 = L iftin g lu g s
2 = P o w e r ta k e -o ff, c o a x ia l e n g in e -d e p e n d e n t
3 = E le c tro -h y d ra u lic c o n tro l 1 0
4 = C o n n e c tio n re tu rn lin e fro m p a rk in g b r a k e M 2 6 x 1 ,5 3
5 = O il fille r tu b e w ith o il d ip s tic k
6 = T ra n s m is s io n s u s p e n s io n h o le s M 2 0
7 = O u tp u t fla n g e (re a r s id e ) 9
8 = E x c h a n g e filte r (fin e filte r)
9 = F ilte r h e a d w ith 8 4
1 0 = C o n n e c tio n s y s te m p re s s u re M 1 6 x 1 ,5

7
5

6 6
IN S T A L L A T IO N V IE W 4 W G -1 9 0 /2 1 0 W IT H D IS C B R A K E
R E A R V IE W 1 2
T A B L E -5
1 = L iftin g lu g s
2 = P o w e r ta k e -o ff, c o a x ia l e n g in e -d e p e n d e n t
3 = E le c tro -h y d ra u lic c o n tro l
4 = C o n n e c tio n r e tu r n lin e f r o m p a r k in g b r a k e M 2 6 x 1 ,5
5 = P a rk in g b ra k e o p e ra te d h y d ra u lic a lly
6 = T ra n s m is s io n s u s p e n s io n h o le s M 2 0 1 2
7 = A tta c h m e n t p o s s ib ility fo r o il fille r tu b e w ith o il d ip s tic k ( re a r s id e ) 3
8 = B ra k e d is c
9 = O u tp u t fla n g e (re a r s id e ) 1 1
1 0 = E x c h a n g e filte r (fin e filte r)
1 1 = F ilte r h e a d w ith
1 2 = C o n n e c tio n s y s te m p r e s s u r e M 1 6 x 1 ,5 1 0 4

5
9

6 6

8 7
IN S T A L L A T IO N V IE W 4 W G -1 9 0 /2 1 0 - W IT H 1 . A N D 2 . P O W E R T A K E -O F F
R E A R V IE W 1 2
T A B L E -6

1 = L iftin g lu g s
2 = 2 . P o w e r ta k e -o ff, c o a x ia l e n g in e -d e p e n d e n t 1 3
3 = E le c tro -h y d ra u lic c o n tro l
4 = C o n n e c tio n re tu rn lin e fro m p a rk in g b ra k e M 2 6 x 1 ,5
5 = P a rk in g b ra k e o p e ra te d h y d ra u lic a lly 1 2
6 = T ra n s m is s io n s u s p e n s io n h o le s M 2 0 3
7 = A tta c h m e n t p o s s ib ility fo r o il fille r tu b e w ith o il d ip s tic k (re a r s id e )
8 = B ra k e d is c
9 = O u tp u t fla n g e (re a r s id e )
1 1
1 0 = E x c h a n g e filte r (fin e filte r)
1 1 = F ilte r h e a d w ith 1 0 4
1 2 = C o n n e c tio n s y s te m p r e s s u r e M 1 6 x 1 ,5
1 3 = 1 . P o w e r ta k e -o ff, c o a x a il e n g in e -d e p e n d e n t
5
9

6 6

8 7
S C H E D U L E O F M E A S U R IN G P O IN T S A N D C O N N E C T IO N S 4 W G -1 9 0 /2 1 0
T A B L E -7
T h e m a r k e d p o s itio n s ( e .g . 5 3 ) c o r r e s p o n d w ith th e p o s itio n s o n th e ta b le - 8 !
T h e m e a s u re m e n ts h a v e to b e c a rrie d o u t a t h o t tra n s m is s io n (a b o u t 8 0 - 9 5 C )!

4 8 4 7 2 1
N O . D E N O M IN A T IO N O F T H E P O S IT IO N C O N N E C T IO N M A R K IN G O N T H E
V A L V E B L O C K
M E A S U R IN G P O IN T S F O R H Y D R A U L IC O IL A N D T E M P E R A T U R E :
5 1 = In fro n t o f th e c o n v e rte r o p e n in g p re s s u re 1 1 b a r M 1 0 x 1 H
5 2 = B e h in d th e c o n v e rte r o p e n in g p re s s u re 4 ,3 b a r M 1 4 x 1 ,5
5 3 = C lu tc h F o rw a rd 1 6 + 2 b a r K V M 1 0 x 1 B
5 5 = C lu tc h R e v e rs e 1 6 + 2 b a r K R M 1 0 x 1 E
5 6 = C lu tc h 1 6 + 2 b a r K 1 M 1 0 x 1 D
5 7 = C lu tc h 1 6 + 2 b a r K 2 M 1 0 x 1 A
5 8 = C lu tc h 1 6 + 2 b a r K 3 M 1 0 x 1 C
6 0 = C lu tc h 1 6 + 2 b a r K 4 M 1 0 x 1 F
6 3 = B e h in d th e c o n v e rte r M 1 4 x 1 ,5

6 5 =
T e m p e ra tu re 1 0 0 C , s h o rt-tim e 1 2 0 C
S y s te m p re s s u re 1 6 + 2 b a r M 1 0 x 1 K
5 4
M e a s u r in g p o in ts fo r d e liv e r y r a te s :
1 5 = C o n n e c tio n to th e h e a t e x c h a n g e r 1 5/16 - 1 2 U N -2 B
1 6 = C o n n e c tio n fro m th e h e a t e x c h a n g e r 1 5/16 - 1 2 U N -2 B
IN D U C T IV E T R A N S M IT T E R S , S P E E D S E N S O R A N D S W IT C H E S : 3 4
2 1 = In d u c tiv e tra n s m itte r n T u rb in e M 1 8 x 1 ,5
3 4 = S p e e d se n so r n O u tp u t a n d S p e e d o m e te r ------- ----
4 7 = In d u c tiv e tra n s m itte r n C e n tra l g e a r tra in M 1 8 x 1 ,5
4 8 = In d u c tiv e tra n s m itte r n E n g in e M 1 8 x 1 ,5
5 4 = F IL T E R C O N T A M IN A T IO N S W IT C H M 1 4 x 1 ,5
C O N N E C T IO N S :
4 9 = P lu g c o n n e c tio n s o n th e e le c tro -h y d ra u lic c o n tro l u n it
6 8 = S y s te m p re s s u re (O p tio n ) M 1 6 x 1 ,5 G
6 9 = C o n tro l (O p tio n ) M 1 6 x 1 ,5 J
7 0 = E m e rg e n c y s te rrin g p u m p - P re s s u re lin e M 2 2 x 1 ,5
7 1 = E m e rg e n c y s te e rin g p u m p - S u c tio n lin e M 3 3 x 2
P a g e 1 fro m 2
VIEW X VIEW Y
65 51 68

69 K
H J 49
G

57 A F 16 X
60
B E
15
53 55
C D 52/63

58 56

CODING 16
Y 15
Driving direction Speed

Y1
Pressure regulator active
Y2 Y3 Y4 Y5 Y6
Engaged clutches 52/63
FORWARD 1 K1 KV
2 KV K2
3 K3 KV
4 K4 K3 70
REVERSE 1 KR K1 D

2 KR K2
S

NEUTRAL
3 KR K3 71
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 2 from 2
OIL CIRCUIT DIAGRAM 4 WG-190/210
FORWARD 1st SPEED
TABLE-8
The marked positions (e.g. 53) correspond with the position on the table-7!

Legend:
WT = Heat exchanger
WGV = Converter back pressure valve 4,3 bar CODIERUNG
WSV = Converter safety valve 11 bar
Pressure regulator active
HDV = Main pressure valve 16+2 bar Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
Engaged cluches
RV-9 = Pressure reducing valve 9 bar Forward 1 K1 KV
2 KV K2
NFS = Follow-on slide 3 K3 KV
D = Vibration damper 4 K4 K3
B = Orifice Reverse 1 KR K1
2 KR K2
P1 = Proportionalvalve clutch K4 3 KR K3
P2 = Proportional valve clutch KR Neutral
Engaged clutches K4 KR K1 K3 KV K2
P3 = Proportionalvalve clutch K1 Position on the valve block F E D C B A
P4 = Proportional valve clutch K3 Consecutively No. of the measurement points 60 55 56 58 53 57

P5 = Proportional valve clutch KV


P6 = Proportional valve clutch K2
Y1...Y6 = Pressure regulators
TEMP = Temperature sensor
UEDV = Pessure relief valve 405 bar
FDV = Filter pressure differential valve (Bypass-valve) p=5,5 bar

Blatt 1 von 2
K 4 K R K 1 K 3 K V K 2

F 6 0 E 5 5 D 5 6 C 5 8 B 5 3 A 5 7
P 1 P 2 P 3 P 4 P 5 P 6
B D B D B D B D B D B D

Y 1 N F S Y 2 N F S Y 3 N F S Y 4 Y 5 Y 6 N F S
N F S N F S

R V -9
T E M P

H D V
K 6 5
V a lv e b lo c k c o n tro l c irc u it

C o n v e rte r
5 1

F D V F ilte r g ra d e a c c o rd in g IS O 4 5 7 2 :
H W S V 30 7 5 15 = 2 5 1 0 = 5 .0
5 2 D u s t c a p a c ity a c c o rd in g IS O 4 5 7 2 :
6 3
m in . 1 7 g
L e g e n d : F ilte r s u rfa c e :
W T m in . 6 7 0 0 c m 2
= M a in p re s s u re (S c o p e o f s u p p ly c u s to m b e r) W G V
= R e g u la te d m a in p re ss u re
= P ilo t p re s s u re 1 5 T ra n sm is s io n p u m p
B y p a s s v a lv e p = 1 6 + 2 b a r
= C o n v e rte r in p u t p re ss u re D p = 1 ,5 b a r Q p = 1 0 5 l/m in a t
= C o n v e rte r o u tp u t p re ssu re n = E n g in e 2 0 0 0 m in -1
1 6
= L u b ric a tio n
= R e tu rn in to th e s u m p
O il s u m p

P a g e 2 fro m 2 L u b ric a tio n M a in o il c irc u it


E L E C T R O -H Y D R A U L IC C O N T R O L W IT H P R O P O R T IO N A L V A L V E S
T A B L E - 9

M A IN P R E S S U R E V A L V E 1 6 + 2 b a r P R E S U R E R E D U C IN G V A L V E 9 b a r

H O U S IN G

C A B L E H A R N E S S

A Y 6 Y 1 A

Y 5 Y 2

B B
Y 4 Y 3

C O V E R C O V E R

H O U S IN G V A L V E B L O C K
S E C T IO N A - A
M a in p re s s u re v a lv e 1 6 + 2 b a r V a lv e b lo c k P re s s u re re d u c in g v a lv e 9 b a r

P lu g (c a b le h a rn e s s )

D u c t p la te In te rm e d ia te p la te

S E C T IO N B - B
P ro p o rtio n a l v a lv e P 5

Y 5
V ib a ra tio n d a m p e r

P re s s u re re g u la to r

F o llo w -o n s lid e
P a g e 2 fro m 2
P O W E R F L O W 4 W G -1 9 0 /2 1 0 -F O R W A R D /R E V E R S E S P E E D S
T A B L E -1 0 1 st sp e e d -fo rw a rd 2 n d sp e e d -fo rw a rd 3 rd sp e e d -fo rw a rd 4 th s p e e d -fo rw a rd

O p in io n d ire c tio n o f ro ta tio n K R K R K R K R


K V A N K V A N K V A N K V A N

K 4 K 4 K 4 K 4
K 2 K 2 K 2 K 2
K 1

K 1 K 3 K 1 K 3 K 1 K 3 K 1
K 3
K 4

A B A B A B A B
K R

L e g e n d :
A N K V = C lu tc h fo rw a rd
K R = C lu tc h re v e rse 1 st sp e e d -re v e rse 2 n d sp e e d -re v e rse 3 rd sp e e d -re v e rse
K 1 = C lu tc h 1 st sp e e d
K V K 2 = C lu tc h 2 n d sp e e d
K 3 = C lu tc h 3 rd sp e e d
K R K R K R
K 4 = C lu tc h 4 th s p e e d K V A N
K V A N K V A N
A N = In p u t
K 2 A B = O u tp u t
K 4 K 4 K 4
D ia g r a m C lu tc h e s K 2 K 2 K 2
K 3
D r iv in g d ir e c tio n S p e e d C lu tc h
F o rw a rd 1 K V /K 1 K 1 K 1
K 3 K 1 K 3 K 3
2 K V /K 2
3 K V /K 3
A B A B
4 K 4 /K 3
L e g e n d : R e v e rse 1 K R /K 1 A B A B A B
2 K R /K 2
= P o w e r flo w g e a r tra in
= G e a rs n o t m e s h in g 3 K R /K 3
4 W G -1 9 0 /2 1 0 F U L L Y -A U T O M A T IC C O N T R O L E S T -3 7
C IR C U IT D IA G R A M S T A N D A R D (6 0 2 9 7 1 7 0 4 0 )
T A B L E -1 1

IT E M L E G E N D IT E M L E G E N D
A 1 E L E C T R O N IC C O N T R O L U N IT T C U S 2 S W IT C H P R E S S U R E C U T -O F F
A 2 C O N T R O L L E R D W -3 S 3 S W IT C H D R IV IN G P R O G R A M A U T O M A T IC /M A N U A L
A 3 E L E C T R O H Y D R A U L IC C O N T R O L U N IT 4 W G -1 1 9 0 /2 1 0 S 9 S W IT C H P A R K IN G B R A K E R E L E A S E (O P T IO N )
A 5 D I A G N O S IS IN T E R F A C E (P L U G ) S 1 0 S W IT C H F IL T E R C O N T A M IN A T IO N
A 6 D I S P L A Y S 3 1 S W IT C H A C H N O W L E D G M E N T P A R K IN G B R A K E
A 7 C A N -IN T E R F A C E (P L U G ) S 3 4 S W IT C H D IS P L A Y IL L U M IN A T IO N *

K 1 R E L A IY S T A R T E R IN T E R L O C K *
B 1 S P E E D S E N S O R n E N G IN E K 2 R E L A IY R E V E R S E D R IV E *
B 2 S P E E D S E N S O R n T U R B I N E
B 3 S P E E D S E N S O R n C E N T R A L G E A R T R A IN
B 4 S P E E D S E N S O R n O U T P U T
B 1 5 S E N S O R T E M P E R A T U R E B E H I N D C O N V E R T E R

F 1 F U S E 7 ,5 A *
F 2 F U S E 7 ,5 A *

H 3 A C O U S T IC - / O P T IC A L W A R N IN G *

P a g e 1 fro m 2
F 1

E
K l.3 0 /1 .1 2 K l.3 0 /1 .1
K l.1 5 /1 .1 2 K l.1 5 /1 .1
F 2
L
P
M
1 1 8 6
P
2 2
P 1 D 2

A
2 6 3

S 2 S 3 S 9 S 3 1 H 3 K 2 8 5 5
4
2
1

S 3
2 6 2
4 5
V P I V P E 1 V P E 2
2 3 6 8
E D 8 E D 9
4 4 6 6 2 9
E D 1 1 E D 1 0
2 1 3 0 3 1
E D 1 2 E D 1 3 A D M 1
5 2
A D M 2
7

1 5
M N L 6 -p in
6 0 2 9 1 9 9 0 7 4

2
1 8
6
4
2
7
5
3
1

B 4 E F 4 S D D K
A 5 A M P J P T 8 -p in
1 8 4 6 0 2 9 1 9 9 1 0 8
0 4 E U P R
1 2 3 1
V M G 2 4 6
1
0 6
S u p e rs e a l 3 -p in
2 4
2 A D M 3
A D M 4 0 5 3 8 A 6
6 0 2 9 1 9 9 0 7 1 A D M 8 3 3
4 1
V P S D 1
1 4
2 2
K D 4 3 E D 7 6
F
N
6 4 E D 4
E D 6
S 3 4
A 2 B 1
R 6 4
6 3 E D 5
6 5 E D 1 5 6 0 1
B 2 E D 2 A IP 1 1 0 0 2 Y 1 = K 4
2 0
B 3 E D 3 A 1 A IP
A IP
3
2 3 2
5 5
0 3 Y 2 =
Y 3 =
K R
K 1
8 6 0 4
1 1 9 A IP 4 0 9 0 5 Y 4 = K 3
A IP 5
D 1 B 1 2 0 3 E F 1
V M G 1 A IP 6
5 1
1 2
0 6
0 7
Y 5 =
Y 6 =
K V
K 2 A 3
V P S 1
K 1 8 5
1 4 1 V P S 1 3 9
1 3
0 8
V P S 1 (+ )
E F 2 E R 1 T E M P
B 2 2
6 8
4 5
2 3
2 2
V M G A 2 4 6 0 9
T E M P
4 9 1 2
1 E R 2 B 1 5
B 3 2 4 2
E F 3
6 8 -p in
6 0 2 9 1 9 9 0 6 3
1 7 1 2 3
1 2
5
E R 3 4
C A N _ H C A N _ L C A N _ T V G S 6 7 8 9
V M 1 V M 2 V P S 2 V P S 2 A D M 5 A D M 6 A D M 7 M in i T im e r 2 -p in
M in i T im e r
2 -p in 2 5 2 6 2 7 2 8 1 2 8 5 3 5 7 1 1 3 4
S 1 0 6 0 2 9 1 9 9 0 1 1 1 0 1 1 1 2 1 3
1 2 1 4 1 5 1 6
6 0 2 9 1 9 9 0 1 1 S u p e rse a l
2 -p in 1 2
6 0 2 9 1 9 9 0 4 5 K o s ta l 1 6 -p in
6 0 2 9 1 9 9 0 7 2
1 2 4

4
2
3
1 A 7
J P T 4 -p in
6 0 2 9 1 9 9 0 7 6

K l.3 1 K l.3 1 /1 .6
P o le p a tte rn s a re c o rre s p o n d in g w ith th e p lu g s o n th e w irin g !
T W IS T E D L IN E S (3 0 W IN D IN G S /M E T E R ) F R O M A L E N G T H O F > 2 M E T E R S O N
A L L R E L A Y S W IT H P R O T E C T IV E D IO D E S 1 A /4 0 0 V

B U S T E R M IN A T IO N IF P IN 2 6 A N D 2 7 A R E C O N N E C T E D

P a g e 2 fro m 2
C O N T R O L L E R D W -3
T A B L E -1 2
L E V E R F O R M E C H A N IC A L C O N N E C T IO N D IA G R A M C O N T R O L L E R
N E U T R A L IN T E R L O C K C O D IN G C O N T R O L L E R
(+ )
O U T P U T K D

S P E E D F O R W A R D R E V E R S E N E U T R A L
X 2 : A
1 2 3 4 1 2 3 4 1 2 3 4
N D (+ )
A D 1 B 1
B 1 X 1 :C
A D 2 B 2
A 2 B 2
B 3
X 1
X 1
: B
: A A 1
A D 3 B 3 X 1 : B
IN P O S IT IO N (N E U T R A L ), V
A D 4 X 1 : C
F -R N O T S W IT C H A B L E V R
X 1 : D
A S
A D 5 R
A D 6 A S
A D 7
E
L K 1 K 2

P
M
(-)

A
A B C D
A B C D
X 2 X 1 K 1 = R E L A Y S T A R T E R IN T E R L O C K

F G E A R P O S IT IO N S T Y P E N S C H IL D S C IR C U IT D IA G R A M C O N T R O L L E R
K 2
A 1
=
=
R E L A Y R E V E R S IN G L IG H T S

E L E C T R O N IC U N IT E S T -3 7
A 2 = C O N T R O L L E R
F
S W A
A D 3 (B 3 )
N N N D
S 6 1 S 4 1 1 S 5
R 2 2 2 G N B
A D 2 (B 2 )
B L C
A D 1 (B 1 )
V I D
A D 7 (K D )
R X 1
R T A
E D 1 (+ /V P )
F = F O R W A R D S 1 1
N = N E U T R A L 3 2 G R D
A D 6 (N )
R = R E V E R S E T Y P E P L A T E S 2 1
D = M E C H A N IC A L N E U T R A L IN T E R L O C K C O N T R O L D W - 3
3 2 G E B
A D 4 (F O R W A R D )
1 = 1 st S P E E D N R .
S 3 1
V 1 2 / 2 4

2 = 2 n d S P E E D
3 2 R S C
3 = 3 rd S P E E D S T U E C K L . 0 5 0 1 2 1 0 1 4 8 A D 5 (R E V E R S E )
4 = 4 th S P E E D X 2
C O N T R O L L E R E R G O II
T A B L E -1 3 C O D IN G C O N T R O L E R C O N N E C T IO N D IA G R A M C O N T R O L L E R
O U T P U T

V R N T + T - K D / S N
+ E
-
N A D 1 B 1 (+ ) V P (+ )

A D 2 B 2 K D /E (A D 8 ) E D 7
A D 3 B 3 T + (A D 1 ) E D 1 A 1
T - (A D 2 ) E D 2
A D 5 V
A 2 C (A
(A
D 3 )
D 5 )
E D 3
E D 4
A D 6 R A D 7
K D (A D 6 ) E D 5
A D 7 N N (A D 7 ) E D 6 A D 9
S N (A D 9 )
A D 8 K D
V M (-)
A D 9 S N (-)
K 3 K 1 K 2
: = U O U T P U T = O V (A C T IV E L O W )
: = U S E R V IC E - 0 ,3 V

K 1 = R E L A Y S T A R T E R IN T E R L O C K
K 2 = R E L A Y R E V E R S IN G L IG H T S
K 3 = R E L A Y S H O V E L N E U T R A L (C U S T O M IZ E D )
A 1 = E L E C T R O N IC U N IT E S T -1 7 T /E S T -2 5
A 2 = C O N T R O L L E R E R G O II

C IR C U IT D IA G R A M C O N T R O L L E R

R T + /V P
2

M E A N IN G O F P U S H B U T T O N S
S 1 G E
4
A D 5 V (F O R W A R D ) P O S L E G E N D
W S
S 2 A D 3 B 3 /C (C O N T R O L -S IG N A L )
R S 9
A D 6 R (R E V E R S E ) S 1 P U S H B U T T O N D R IV IN G D I R E C T I O N
6
= D R IV IN G D IR E C T IO N F O R W A R D S 1 '
( ) V ' S 2
F O R
P U S
W A R D
H B U T T O N
A N D C -S IG N
D R IV IN G
A L
D I
F O
R E
R W
C T I
A R D
O N
= D R IV IN G D IR E C T IO N R E V E R S E S 2 '
( ) R '
S 3
R E V
P U S
E R S E A
H B U T T O N
N D C -S IG N A
N E U T R A L
L R E V E R S E

N = N E U T R A L S 3

S 4
B R
5
A D 7 A S /N S 4 P U S H B U T T O N U P S H IF T IN G
B L S 5 P U S H B U T T O N D O W N S H IF T IN G
+ = U P S H IF T IN G S 5 O G
7
A D 1 B 1 /T +
S 6 P U S H B U T T O N K IC K D O W N /R E L E A S E
A D 2 B 2 /T - P U S H B U T T O N S H O V E L N E U T R A L
- = D O W N S H IF T IN G 8 S 7
:
S 6
(S N ) = S H O V E L -N E U T R A L V I
1 0
A D 8 K D /E

(S H O V E L H O R IZ O N T A L ) S 7 S W
1 1
A D 9 S N

K D /E = K IC K D O W N C O N T R O L A N D (1 )
V M (-)

S A F E T Y R E L E A S E X 1
TABLE-14

INSCRIPTIONS ON A ZF-MODEL INDENTIFICATION


PLATE FOR ZF-HYDROMEDIA-REVERSING -TRANSMISSION

1 = Gearbox type
2 = Gearbox-No.
3 = ZF-Parts List-No.
4 = Total ratio of the Gearbox
5 = Value for the control pressure
6 = ZF-Parts List-No. of the Torque Converter
7 = Type of the ZF-Torque Converter

1 2

3 4

6 7

NOTES REGARDING THE SPARE PARTS ORDERS:


When ordering genuine ZF-Spare Parts, please indicate:

1. = Gearbox type
2. = Serial-No.
See Model identification Plate!
3. = ZF-Parts List-No.
4. = Mark and type of vehicle
5. = Denomination of the spare part
6. = Spare parts-No.
7. = Way of transport

When all of the above required indications are considered, errors in the delivery of spare parts
Orders can be avoided!