5872 197 002_6 WG-310技术手册.pdf

Order-No.: 5872 197 002

ZF ERGOPOWERTRANSMISSION

6 WG-310

TECHNICAL DATADESCRIPTIONOPERATIONMAINTENANCEDIAGNOSTIC SYSTEMS

ZF Passau GmbHDonaustr. 25 - 71D - 94034 Passau Edition: 2000/09 Subject to changes w/o notice!

ERGOPOWER GeschftsbereichArbeitsmaschinen-Antriebeund Achssysteme

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2.Edition


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Preface

The present Documentation has been developped for skilled personnel which has been trainedby the ZF for the Maintenance and Repair operations on ZF-units.However, because of technical development of the product, the Maintenance and Repair of theunit 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 !

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 topersons !

ERGOPOWER Geschftsbereich Arbeitsmaschinen-Antriebe und Achssysteme

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TABLE OF CONTENTS Page: Summary of the TECHNICAL DATA 6 - 7 IMPORTANT INSTRUCTIONS 9 - 10 I. DESCRIPTION 11 1.1 Function of the Converter 1.2 WK 1.3 Powershift transmission 1.4 Transmission control 1.5 Controllers 1.5.1 General 1.5.2 Controller VTS-3 1.5.3 Controller SG-6 1.6 Display 1.6.1 General 1.6.2 Possible Indications on the Display 1.6.3 Error code definition 1.7 Electronic control unit TCU 1.8 Electronic control for the ZF-Powershift transmission 1.8.1 General 1.8.2 Description of the Basic functions 1.8.3 AEB 1.8.4 Kickdown function 1.8.5 Special function 1.9 Interaxle differential 1.9.1 Description 1.9.2 Function 1.10 Retarder 1.10.2 General 1.10.1 Layout and Function of the Retarder II. INSTALLATION SPECIFICATION 31 III. OPERATION 33 3.1 Driving preparation and Maintenance 3.2 Driving and Shifting 3.3 Cold start 3.4 Transmission control in the Driving range Automatic 3.5 Stopping and Parking 3.6 Towing 3.7 Oil temperature IV. MAINTENANCE 37 4.1 Transmission 6 WG-310 4.1.1 Oil grade 4.1.2 Oil level check 4.1.3 Oil change and Filter replacement interval 4.1.3.1 Oil change and oil filling capacity 4.1.3.2 Filter replacement 4.2 Axle insert LK 4.2.1 Oil specification 4.2.2 Oil level check (weekly) 4.2.3 Oil change V. DIAGNOSTIC SYSTEMS 43 5.1 General 5.2 MOBIDIG 2001 5.3 Laptop Version 5.4 Multi-System 5000


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APPENDIX, composed of: Tables: 1 Layout 6 WG-310 Installation view 6 WG-310 Retarder 10-oclock position 2A Front view 2B Side view 2C Rear view Installation view 6 WG-310 Retarder 3-oclock position 3A Front view 3B Side view 3C Rear view 4 Schedule of measuring points and Connections 6 WG-310 5 Oil circuit diagram 6 WG-310 - Forward 1st speed 6 Electrohydraulic control with Proportional valves 7 6 WG-310 Fully-automatic Control EST-37 Circuit diagram Standard (6029 717 039) 8 Controller VTS-3 9 Controller SG-6 10 Inductive transmitter and Speed sensor (Hallsensor) 11 Type plate Abbreviations in the Text: Code Description WK Converter lock-up clutch EST-37 Ergocontrol AEB Automatic determination of the filling parameters TCU Electronic control unit


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TECHNICAL DATAEngine power:

Turbine moment:

Engine speed:

Starting torque multiplication:

Engine-dependent Power take-offs: Torque: Speed:

Mass (without oil):

max. KW

max. Nm

max. min-1

Nmn

kg about

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------------------------------

------------------------------

------------------------------

------------------------------------------------------------

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310*

2750*

2 500*

2,0 to 3,0

1 2001 x nEngine

900**

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

Description:The ZF-Transmissions 6 WG-310 are composed of a hydrodynamic torque converter and arear-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 itselfto 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.

Between engine and torque converter, a Retarder can be arranged (fluid brake) whereby agood braking effect will be achieved in all speeds.

The transmission can be shifted manually or fully-automatically by means of the Electronicunit EST-37.

Torque converter:Unit size W 370 to 410 with torque multiplication according to the version and a WK.

Powershift transmission:6 Forward speeds and 3 Reverse speeds.

Output:The powershift transmission has between input and output shaft a center distance of 575 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.- Axle disconnection for the front axle.- With an integrated, lockable interaxle differential .- Crawler .


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Power take-off:For the drive of external oil pressure pump up to four power take-offs can be provided uponrequest, as follows:

- 1st or 2nd engine-dependent power take-off, arranged on the output-sideand one engine-dependent power take-off, side-mounted with the connection for the 3rdand 4th power take-off to the front and rear.

Transmission accessories:Upon request, the transmissions can be additionally equipped with the following components:- Emergency steering pump with a feed rate off 16 cm3/rev. or 32 cm3/rev.- Electronic speedometer signal for:- Construction site vehicles here, the Electronic unit EST-37 offers a speedometer signal.- Road vehicles, the signal required for the speedometer interpretation will be picked-up on the output side by a pulse generator (e.g. is needed for trip recorders). For this, a frequency divider is necessary on the Customer side.

Transmission ratio (mechanical)*

SPEED DRIVING DIRECTION Ratio1 Forward 5,3502 Forward 3,4463 Forward 2,2064 Forward 1,4215 Forward 0,9696 Forward 0,6241 Reverse 5,3502 Reverse 2,2063 Reverse 0,969

* = 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 idlingspeed and the marking on the oil dipstick must then be above the cold startmark.The oil level check in the transmission must be carried out at engine idling speedand 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 automatic calibration of the shifting elements (AEB).

The automatic calibration of the shifting elements (AEB) must be started afterthe initial installation of the transmission and the Electronics in the vehicle at theVehicle Manufacturer and after every replacement of the transmission, the e-lectrohydraulic control or the TCU in case of a damage.

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 below the program-med 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.

Reversing (Standard):The reversing must be performed at standstill, resp. at very low driving speed.Above the programmed reversing limit, the vehicle will be shifted to Neutral bythe Electronic unit EST-37, and the vehicle continues rolling in the previous dri-ving direction.The gear of the new driving direction will be only engaged when the program-med reversing speed and the transmission input speed (turbine speed) has fallenbelow.The programming is customized and can therefore be different from standard.Therefore, the exact procedure must be taken from the Operating Instructions ofthe respective Vehicle Manufacturer !


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At cut-off engine, there is dispite preselected gear no powerflow between transmission and engine, i.e. the transmission is in 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 distancenot longer than 10 km.It is imperative to observe this Specification because otherwise the transmissionwill be damaged due to insufficient oil supply !At a longer distance, the best solution would be to transport the vehicle with aLow loader.

Oil temperatures

Normal operation:- Minimum temperature behind the heat exchanger is 60 C- Operating temperature behind the converter at least 65 C, and the maxi-

mallypermitted permanent temperature is 100 C.

In case of exceptions, 120 C are short-time (max. 5 minutes) permitted.- Temperature in the sump 60 - 90 C. Retarder operation:- Maximally permitted permanent temperature behind Retarder is 145 C,

in case of exceptions, 150 C are short-time (max. 5 minutes) permitted.

In case of irregularities on the transmission, put the vehicle out of service andask for Specialists.

Protective measures for the ZF-Electronics at electrical operations on the vehic-le:

At the following operations, the ignition must be switched off and the controlunit 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 the Engine

Condition in themo-ment of the startoff

Intermediatecondition

Condition in thelock-up point

TP = Torque of theImpeller

TT= Torque of theTurbine wheel

TR= Torque of theReaction member(Stator)

to theTransmission

NT = 0Vehicle is stationary

nT =


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The stator (reaction member) following the turbine, has the task to reverse the oil, streamingout of the turbine once more and to deliver it under the suitable discharge direction to the im-peller.

Due to the reversion, the stator is receiving a reaction moment.The relation turbine moment/impeller moment is called torque multiplication. This is the hig-her, 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 theoutput speed to a certain required output moment will be infinitely variable and automaticallyachieved by the torque converter.When the turbine speed is reaching about 80% of the impeller speed, the torque multiplicationbecomes 1,0 i.e. the turbine moment becomes equal to that of the impeller moment.From this point on, the converter is working similar to a fluid clutch.

A stator freewheel serves to improve the efficiency in the upper driving range, in the torquemultiplication range it is backing-up the moment upon the housing, and is released in theclutch range.In this way, the stator can therefore rotate freely.

1.2 WK

WK - open WK closed

1 2

4 3

5

6

5

6

1 2

4 3

Pressure oilfrom theWK-Valve

Figure-No. 1.2 B1Legend ref. Figure-No. 1.2 B1:

1 = Cup spring 4 = Circuit cover/Impeller2 = Plate pack 5 = Turbine wheel3 = Stator 6 = Piston


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At closed WK, the slip between impeller and turbine wheel, and with it the hydraulic loss inthe converter is equal to Zero (see Figure-No. 1.2 B1).

The WK will be automatically shifted dependent on the turbine speed.The pressure oil (12 + 2 bar) for the closing of the WK, is directed via a solenoid shift valve(see Figure-No. 1.2 B2) to the piston (6), which is compressing the plate pack.

WK Solenoid shift valve

Figure-No.: 1.2 B2

1.3 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 6-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 with pressure oil.A compression spring takes over the pushing back of the piston, thus the release of the platepack. As to the layout of the transmission as well as the specifications of the closed clutchesin the single speeds, see Table 1, 4 and 5.

1.4 Transmission control:

Transmission control, see Schedule of measuring points, Oil circuit diagram and Electro-hydraulic control unit Table-4, 5 and 6.

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

The feed rate of the pump is Q = 115 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 is fitted externally from the transmission to the main pressure valve.

Connection to WK

Duct plate

Meas. point WK

Vent holeSyst. pressure from Contr. unit

WK Solenoid val-


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If because of contamination, resp. damage, the through-flow through the ZF-Fine filter is notensured, the oil will be directly conducted via a filter differential pressure valve (bypass valvep =5,7 bar) to the lubrication.In this case, an error indication is shown on the ZF-Display.

ZF-Fine filter:Filtration ratio according to ISO 4572: 30 > 75 15 = 25 10 = 5,0Filter surface at least: 2 x 6700 cm2 = 13 400 cm2Dust 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 pressu-re reducing valve. The pressure oil (16+2 bar) is directed via the follow-on slide to therespective clutch.

Due to the direct proportional selection with separate pressure modulation for each clutch, thepressures to the clutches, which are engaged in the gear change, will be controlled. In thisway, a hydraulic intersection of the clutches to be engaged and disengaged will become pos-sible.

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 gear engagement out of Neutral).- Load condition (full and part load, traction, thrust, inclusive consideration of load cycles

during the gear change).

The main pressure valve is limiting the max. control pressure to 16+2 bar and releases themain flow to the converter and lubricating circuit.In the inlet to the converter, a converter safety valve is installed which protects the converterfrom high internal pressures (opening pressure 8,5 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 anopening pressure of about 5 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 ownresponsibility.


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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 oilcircuit so that all lubricating points will be supplied with cooled oil.In the electrohydraulic control unit, 6 pressure regulators are installed see Table 6.The allocation of the pressure regulators to the single gears can be seen on the Tables 4, 5 and6.

1.5 Controllers

1.5.1 General:

Due to the great number of the available Controllers, the precise Technical Datamust be taken from the respective installation drawing.

1.5.2 Controller VTS-3see Table - 8

At the Console selector VTS-3 (preselection pushbutton switch), the driving direction will bepreselected by horizontal tilting of the Controller lever.By pressing the Controller lever to the right (+) or to the left (-), the gears can be preselected.The Controller is equipped with a function button, it serves according to the driving mode askickdown button or release button for the start off and for the automatic and manual drivingmode.

CONTROLLER VTS-3

+++

V N R

Figure-No.: 1.5.2

Function button

V N R

Gearsh. gate


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VTS-3 Speed allocation

General:For the engagement of a speed, the function button must be pressed.Automatic mode is always selected after the engagement of a speed out of Neutral.Automatic Forward speeds 1 to 6.Automatic Reverse speeds 1.For the selection to the manual mode, there are two possibilities:- Pressing of the function button (remaining in the running gear).- Selection of a lower or higher gear by tipping the Controller lever to the left (-) or to the

right (+).Gear engagement out of Neutral is only then possible when the turbine speed is below 1200min 1 .The EST-37 offers the possibility of max. two gear limitations. This can be different fromvehicle to vehicle.

In the following, two possibilities are described how gear limitations can be defined:- Dumper:

Trough in top position, vehicle can be driven only in the 1st and 2nd speed Forward and only in the 1st speed Reverse.- Crane:- All-wheel engaged, vehicle can be driven only in the 1st and 2nd speed.- Operation changed over to the uppercarriage, driving only possible in the 1st speed.

1.5.3 Controller SG-6- see Table -9The gearshift gate in U-form offers gates for 6 Forward and 3 Reverse speeds (in 12 division)and 1 gate for Neutral.Gear limitation, if the second cabin is activated and the all-wheel steering is engaged.

Controller SG-6

N1

2 3 45

6

N 1 2 3 4 5 6

1 2 3

Figure-No.: 1.5.3

Drawn without gearsh. lever

Type plate


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1.6 Display1.6.1 General:Because the Display can be used with all Controller types, as e.g. with the DW-3 or ERGO IIfor Wheel loaders Lift trucks, RoRo trucks as well as with the VTS-3, SG-6 or D7 for Cranes,Dumpers, Graders and Rail vehicles.

1.6.2 Possible Indications on the Display

DISPLAY

left central right h f e d Side Side Side

a b c g

Figure-No.: 1.6.2

Spec. charact. Display (see Figure-No.: 1.6.2)a, f Automatic range (up- and downshifting)b, c, d, e Preselected gearg EST-37 has recognized an error, is flashingh This special character is not used for the moment at the EST-37Left Side For the moment still without functionCentral andright Side

On the two alphanumeric 16-segment displays, the EST-37 issues the actu-al state of gear and driving direction. Besides, a two-digit error code willbe indicated via these two segments.

Display of the Driving direction:(right Side)

V or F: Vorwrts / ForwardN: NeutralR: Reverse

Display of the engaged gear:(central Side)

Display 1, 2, ... 6

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 onthe Controller before the electronics allows to engage agear again.


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Preselected Driving range:(Special characters b, c, d, e)

The number of the lines indicates the driving range,resp. the gear preselection:1 Bar: Driving range 12 Bars: Driving range 23 Bars: Driving range 34 Bars: Driving range 4, 5 or 6

Display Manual / Automatic:(Special characters a, f)

If the two Symbols a , f (Arrows) and the bars b, c, d, eare 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: WK open

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-digiterror number appears on the two alphanumeric displaypoints (central and right Side).

If more than one error is pending, the different errornumbers will be indicated one after the other on theDisplay in cycles (about 1 second).

The error code will be only then indicated ifthe Controller is in Neutral !

Warning display: At exceeding the warning threshold Temperature Sump / Retarder / behind the Converter and the war-ning threshold Speed Engine, changes the indicationon the Display to the actual gear and the correspondingwarning indicator.

If several warnings are simultaneously active,only the warning with the highest priority willbe indicated.

Warning in-dicator

Warning Priority

WR Temp. behind Retarder 1WT Temp. behind Converter 1WS Temperature in Sump 2WE Engine speed 3


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Display EE Indication on the Display: EE (central and right Side).In this state, the Display has a timeout, i. e. it receivesno 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.

1.6.3 Error code definition:

The error codes are composed of two hexadecimal numbers.The first number indicates the type of signal, the second number the signal and the type oferror.

Since there are different Software versions for the Customers, the listing of the errorcodes must be taken from the Documentation of the Vehicle Manufacturer.

First Number Meaning of the Number1 hex Digital input signal2 hex Analog input signal3 hex Speed signal4 hex CAN signal error5 hex CAN signal error6 hex CAN signal error7 hex Analog current output signal8 hex Analog current output signal9 hex Digital output signalA hex Digital output signalB hex Transmission error, Clutch errorC hex Logical errorD hex Power supplyE hex Highspeed signalF 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 GERMAN5872 993 026 ENGLISH


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This Diagnostic and Trouble shooting Specification can be requested under the follo-wing address:

ZF Passau GmbHAbt. ASPLDonaustr. 25 71

94034 Passau

1.7 Electronic Control unit TCU

The electrohydraulic transmission control can be automated by connection on the electronicTCU.The basic functions of the automatic system are the automatic shifting of gears, adaption ofthe optimum shifting points, the comfortable kickdown function as well as comprehensivesafety functions in relation to operating errors and overloads of the power-transmitting com-ponents with a comprehensive fault storage.The control units can be programmed customer- and vehicle-specific in a wide spectrum,control parameters can be logically linked, and also special functions such as gear limitation,converter or retarder functions can be integrated.

Due to the great number of the available TCU, the exact Technical Data must betaken from the respective installation drawing.

Installation position of the TCU

Figure-No..: 1.7 B1

9090

90 90


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The installation position of the TCU can be at random. As an advantage, the ZF re-commends the Version illustrated in the Figure-No. 1.7 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 viathe plug connection must be prevented by corresponding measures on the cable har-ness.

Installation position of the TCU

Figure-No.: 1.7 B2

1.8 Electronic Controls for ZF-Powershift transmissions:

1.8.1 General:

Because of the different configurations of the electronic transmission controls at thevarious vehicles, the corresponding documentation must be taken from the Opera-ting Instructions of the Vehicle Manufacturer or from the Technical Data sheets ofthe respective Parts List Versions. In these are also indicated the corresponding cir-cuit diagram (see Sample Table 7) and the connection diagram (upon request, the-se Informations 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. Variations such as double cabin Version (e.g. RT-Crane vehicles) arepossible. The cabin change-over is not scope of supply of the ZF !The corresponding electric circuit diagrams (proposals) will be realized by ZF.Upon request, the wiring can be also supplied by ZF.If the wiring is realized by the Vehicle Manufacturer, it must be in accordance withthe ZF-Requirements (see Installation Specification).

209

50

100

100

Minimum Distance to disengage the plug

ZF-Typ Plate


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1.8.2 Description of the Basic functions:The Powershift transmission of the Ergopower-Series 6 WG-310 is equipped with the Elect-ronic transmission control EST-37, developped for it.For Dumpers, Graders and Crane vehicles, the ZF has developped with the Controllers VST-3,SG-6 and D7 a special Controller configuration.The system is processing the desire of the driver according to the following criteria:

Gear determination dependent 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. Gear holding function possible (kickdown).

Family package of the EST-37

Figure-No. 1.8.2

20

6

1

2

3

4

5

8

910

14

15

16

21

11

7

13

12

17

19

18


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Legend ref. Figure-No. 1.8.2

1 = Load sensor for load registration engine torque (Option)2 = Position switch under accelerator pedal for kickdown function (Option)3 = Warning lamp4 = Display5 = Controller VST-3 (optional also possible with the Controllers SG-6 or D7).6 = Supply system connection7 = ZF-Fine filter with maintenance switch8 = Wiring8 = CAN-Connection9 = Diagnosis Mobidig 2001 is only for ZF-Service stations10 = Diagnosis Laptop with ZF-Diagnostic system Testmann11 = Cable to plug connection on the electrohydraulic control unit12 = Cable to WK-Valve13 = Cable to temperature measuring point behind the converter No. 6314 = Cable to inductive transmitter speed turbine15 = Cable to inductive transmitter speed central gear train16 = Cable to inductive transmitter speed engine17 = Cable to filter contamination switch18 = Cable to speed sensor output and speedometer19 = Ergopower transmission 6 WG-310

1.8.3 Automatic calibration of the Shifting elements (AEB) The AEB serves to compensate tolerances (plate clearance and pressure level), which are influencing the filling procedure of the clutches. For each clutch, the correct filling parametersfor

* Period of the rapid-filling time* Level of the filling equalizing pressure

are defined in a test cycle.

The filling parameters are stored, together with the AEB-Program and the driving program inthe 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 thecommissioning of the vehicles. It is imperative, to respect the following Test conditions:

- Shifting position Neutral- Engine in idling speed- Parking brake applied- Transmission in operating temperature

After a replacement of the transmission, the electrohydraulic control or the TCU in thevehicle, the AEB-Cycle must be as well carried out again.

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


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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 can be used only for the starting of the AEB !

(See Figure-No.. 1.8.3 B1)Figure-No.: 1.8.3 B1

2. Start AEB by operating elements on the vehicle.For it, a CAN-Communication between transmission and vehicle electronics is

necessary.

Due to the operation of the transmission, the paper friction linings, installed in the Er-gopower transmissions are settling, i.e. the plate clearance becomes greater.Because these settling appearances can interfere the shifting quality, ZF recommends torepeat the AEB-Cycle at the Maintenance intervals (see 4.3.1)

The ZF recommends likewise at a reduced shifting quality as first measure to repeat theAEB-Cycle.

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

From the Version 7** on, the AEB can bestarted with the Tools Laptop and MOBIDIG2001.(See Type plate Figure-No. 1.8.3 B2)

Figure-No.: 1.8.3 B2

From the Version 812 on, the AEB can bestarted with the Tools Laptop, MOBIDIG2001 and the AEB-Starter.(See Type plate Figure-No.. 1.8.3 B3)

Figure-No..: 1.8.3 B3


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1.8.4 Kick-Down-function:

At the actuation of the KD-Switch, up- and downshiftings take place at higher speeds.Upon request, upshiftings can be completely suppressed (e.g. driving on upgrades with aDumper).

1.8.5 Special function:

There are various Special functions possible, as for example:

* Control of converter clutch and Antigas.* Start-off interlock out of Neutral at too high engine speed during the speed engagement out

of Neutral.* Limitation of the available gears in dependance of the cabin (I or II), all wheel steering,

front axle engagement (Crane vehicles).* Control/limitation of the available gears at Inching mode (Lift trucks).

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

1.9 Interaxle differential: - see Table 3 -.

1.9.1 Description:

The differential, installed in the output, has the task to transmit different torques on the ve-hicle axles and to function as intermediate compensation in the driving direction (longitudinaldirection of the vehicle).Due to the existing differential lock, both functions can be put out of service and a rigid con-nection between the axles can be created.The engagement and disengagement can be performed hydraulically or pneumatically.

1.9.2 Function:

The planetary drive (differential) is designed in such a way that the external internal gear willbe driven.

The output is realized via the planet carrier (4) great lever arm and via the internal sungear (6) small lever arm.Due to these different lever arms (diameters), a torque splitting of 1 : 2 is given in the actualcase as follows:

- Front axle 1/3- Rear axle 2/3

Due to the special arrangement of the planetary gears (2 and 3) - Ravignaux-System the re-quired inversion takes place within the planetary drive, so that both outputs (planet carrier andsun gear) are running in the same direction of rotation.


26

If an axle of the vehicle is showing slip, a rigid connection between the vehicle axles can becreated by the differential lock.In this condition, a torque output of 1 : 1 is realized.


Legend ref. Fig.-No.: 1.9.2 B1, 1.9.2 B2 and 1.9.2 B3:

VA = Output Front axle (converter-side)HA = Output Rear axleD = Engagement and disengagement Differential lock1 = K3-Spur gear Input2 = Planetary gear (Ravignaux-System outer hole circle))3 = Planetary gear (Ravignaux-System inner hole circle)4 = Planet carrier5 = Screening plate6 = Sun gear7 = Output shaft to the Front axle (converter-side)8 = Internal gear9 = Output shaft to the Rear axle (rear-side)10 = Connection lubrication Interaxle differential11 = Sliding sleeve Differential lock (engaged)12 = Connection actuation Differential lock (hydraulic or pneumatic)13 = Sliding sleeve Differential lock (disengaged)14 = Pneumatic or hydraulic engagement and disengagement of the Differential lock


27


Interaxle differential with mounted Differential carrier LK


VA

14

1 2 8 10

13 12 6 5

i=1:1

i=1:2

7

4

911

HA

11 1 8 10 92

546121314

1516

191817 20

6 WG-310 AXLE INSERT LK

21


28

Supplement to of Figure-No.: 1.9.2 B3 Axle insert LK:

15 = Bevel gear set16 = Output front axle - RH17 = Cover with oil fillter- and oil drain plug18 = Ouput front axle - LH19 = Limited slip differential20 = Differential housing21 = Adapter Transmission 6 WG-310 / Axle insert LK

1.10 Retardersee Table-1

1.10.1 General: The hydrodynamic Retarder (fluid brake), installed upon request, is arranged between engineand torque converter thus achieving a good braking effect in all gears.The Retarder is a wear-free, gear-depending acting hydrodynamic-brake.The application of the Retarder is therefore especially to recommend at longer downgradedrives or to brake down out of high driving speeds, because in this way, the service brake willbe saved and in an emergency case, the full braking effect (no fading) of the service brake willbe disponible.This is the case of a so-called primary retarder, i.e. it is positively engaged with the engine.Therefore, in the lower gear, higher braking moments can be achieved then in the correspon-ding higher gears.Because of this fact, it is necessary that by a control device, supplied by ZF, the installed WKmust be closed, so that the full retarder moment can become effective.

1.10.2 Layout and Function of the Retarder:

The Retarder in its functional components (see Draft) is composed of the Rotor, the Stator andthe Control device. The Rotor (the rotating part of the retarder) is driven from the overrunningvehicle via axle, universal shaft, transmission and shift clutch.The two-piece stator is composed of the stator itself, which is rigidly connected with the gear-box housing and the stator ring. This stator ring is a vane ring which is arranged between rotorand stationary stator, and serves to reduce the idling losses.The control device is a valve block which is controlled by means of compressed air.In shut off condition, i.e. without oil filling, the stator ring will be hold in a position by springforce by which bypass ducts between rotor and stator impellers will be created.In the retarder mode, i.e. with oil filling, the stator ring will be displaced by the circulating oilby exceeding the spring forces up to a stop.In this position, it is creating together with the stationary part of the stator a closed impellerring counter-rotating, to the rotor.


29

Function of a Retarder(Schematic view)

Figure-No.: 1.10.2. B1

The braking procedure itself will be started via a hand- or foot-actuated control valve.With this valve it is possible to adjust a certain air pressure and with it the desired brake per-formance infinitely variable. The possible air pressure value is in this situation between 3,5and 8 bar, because only from about 3 bar on, the existing preload of the cooling circuit is o-vercome.The retarder control valve, pressurized with this compressed air, released by it the correspon-ding oil stream into the retarder circuit.

Due to the rotation and the impeller configuration of the rotor, the oil will be directed into thestator and comes from there back again to the rotor, in order to start the circuit anew (seeDraft).

Due to the actual reversion of the oil, the rotary motion of the rotor and with it the speed ofthe vehicle will be retarded.This energy, converted in this way from speed into pressure, will be finally transfered by fluidfriction into thermal energy and then delivered via a heat exchanger to the cooling water.If during the retarder operation the shift clutch will be actuated, a 3/2-way valve is blockingthe compressed air supply to the control valve, in this way, the retarder will be cut-off, thussaving the shift clutch.

Retarder valve

Control- airConnection

Connectionfrom the headExchanger

Cooling Water

Stator

Heat Exchanger

Rotor

Discharge Spiral

Connection to the head Exchanger

StatorRotor


30

Retarder valve not cut-in

Figure-No.: 1.10.2. B1

Connectionfor airpressure

to L

ubric

atio

n

Intermediateplate

Gear shift housingto head exchanger

afte

r Con

verte

r

from heat exchanger

from

Ret

arde

r

Bre

athe

r

to R

etar

der

to lu

bric

atio

n

Stator


31

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 thevehicle. The Installation Specification is part of the Transmission Documentation and must beabsolutely respected.

A faulty installation of the transmission into the vehicle, can

* affect the operating quality,* cause malfunctions of the transmission, and* 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 byauthorized personnel transmission installation checks. On this occasion, all transmission-specific installation features are examined and the Vehicle Manufacturer, resp. the EquipmentManufacturer will be informed about the encountered defects.At improperly installation, ZF reserves itself the right to acknowledge no guarantee for theinstalled ZF-Products. For damages, caused by defects for which the Vehicle Manufacturer is responsible, and couldnot be discovered at the installation examination by ZF-Personnel, the Vehicle Manufactureralone is liable.

This Installation Specification

4657 700 078 GERMAN4657 700 079 ENGLISH

can be requested under the following address:

ZF Passau GmbHAbt. ASPLDonaustr. 25 7194034 Passau


33

III. OPERATION

3.1 Driving preparation and Maintenance:

Prior to the commissioning of the transmission, take care that the prescribed oil grade will befilled in with the correct quantity. At the initial filling of the transmission has to be consideredthat 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 oil cooler, installed in the vehicle, as well as thepipes can empty at standstill into the transmission, the

Oil level check must be carried out at engine idling speed and operatingTemperature of the transmission (see Chapter Oil level check 4.2).

At the oil level check, the prescribed safety directions according to 6 of theregulations for the prevention of accidents for power plants in Germany, and inall other countries, the respective national regulations have to be absolutelyobserved.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 thefunctional check, can be different from Vehicle Manufacturer to Vehicle Manufac-turer.Operator elements and displays can be from the ZF, however can be also customizedproducts; the precise specifications must therefore be taken from the Operating In-structions 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 to be always carried out in the NEUTRAL POSITION of the Controller. For safety reasons, it is to recommend to brake the vehicle always securely in position with the parking brake prior to start the engine.

After the starting of the engine and the preselection of the driving direction and the gear, the vehicle can be set in motion by acceleration.


34

At the start off, the converter takes over the function of a main clutch.On a level road it is possible to start off also in higher gears.

- Upshifting under load.Under load will be then upshifted, if the vehicle can continue to accelerate by it.

- Downshifting under load.Under load will be then downshifted, if more traction force will be needed.

- Upshifting under coasting condition.In the coasting mode, upshifting will be suppressed, if the vehicle speed on a downgradeshall not be further increased by accelerator position idling speed.

- Downshifting under coasting condition.Downshiftings in the coasting mode will be then carried out, if the vehicle shall be retarded.

- Reversingsee important Notes Page 9.

- Shifting of the various outputs.- Axle disconnection/Interaxle differential.

Both interlocks can be preselected during the drive via a switch. At exceeding the driving speed below 5 km/h and unloaded transmission, the interlocks engage of automatically.

Attention:The engagement is only then permitted, if no speed difference between the axles is pre-

vailing. Differential lock and front axle engagement can be programmed in such a way that they e.g. are always engaged in reverse.

If the vehicle will be stopped and is standing with running engine and engages transmission,the engine cannot be stalled. On a level and horizontal road, it is possible that the vehicle be-gins to crawl because the engine is creating at idling speed via the converter a slight drag mo-ment.It is convenient to brake the vehicle at every stop securely in position this the parking brake.At longer stop periods, the Controller must be put 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 ope-rating step because a converter, due to its high ratio, can easily overcome the braking momentof the parking brake.Temperature increases in the converter oil as well as overheated brakes will be the consequen-ces to be find out later.Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is notadmissible.Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.


35

3.3 Cold start:At an oil temperature in the shifting circuit < -12 C, the transmission must be warmed-up forsome 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 thecold 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 program can be utili-zed out of NEUTRAL.

3.4 Transmission control in the Driving mode Automatic:

Precise informations about the design of the Controllers as well as the gears shiftedin the single driving ranges, must be taken from the Operating Instructions belon-ging to the vehicle.

A manual intervention into the automatic shifting sequence is only then practical if the roadcondition or the shape of the terrain is suitable.

3.5 Stopping and Parking:Since due to the converter there is no rigid connection existing from the engine to the axle, itis recommended to secure the vehicle on upgrades, resp. downgrades against unintended rol-ling not only by applying the parking brake but additionally by a block on the wheel, if thedriver 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 e-lectrohydraulic control unit.The service temperature in the sump of 60 - 90 C must not be exceeded (error indicationappears on the Display in the drivers cabin) !

At a trouble-free unit and an adequate driving mode, a higher temperature will not occur. Ifthe temperature is rising above 90 C, the vehicle has to be stopped, controlled for external oilloss and the engine must run with a speed of 1200 - 1500 min-1 at NEUTRAL POSITION ofthe transmission.Now, the temperature must drop quickly (in about 2 3 minutes) to normal values. If this isnot the case, there is a trouble pending, with must be eliminated prior to continue working.

The supervision of the oil temperature behind the converter is additionally realized with anindication on the ZF-Display or analog in the INFOCENTER.

Service temperature behind the converter at least 65 and 100 C in continuous operation, ashort-time increase (max. 5 minutes) up to max. 120 C is permitted.


36

The temperature will be measured on the measuring point 63

(see Schedule of measuring points Table 5)!

At Versions with Retarder, the monitoring of the oil temperature is additionally realized be-hind the Retarder with an indication on the ZF-Display or analog in the INFOCENTER.

The maximally permitted permanent temperature behind the Retarder is 145 C.In exceptional cases, are short-time (max. 5 minutes) 150 C permitted.

The temperature will be measured on the measuring point 66

(see Schedule of measuring points - Table -5)!


37

IV. MAINTENANCE 4.1. Transmission 6 WG-310 4.1.1 Oil grade:

! Permitted for the Powershift transmissions 6 WG-310 are oils according to ZF-List of lubricants TE-ML 03.

! The 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 Service /Technical Information

4.1.2 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 MIN (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 - 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 lubri-cants 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, accord-ing to the Transmission version. Besides, the mounting on the transmission can be optionally realized on the converter side or on the output side.(In the Illustration, the mounting of the oil dipstick is illustrated on the converter side).


38

Version A Version B with enlarged Oil sump

Figure-No.: 4.1.2 B1 Legend:

1 = Oil filler tube with oil dipstick2 = Oil drain plug M38x1,53 = Oil drain plug M22x1,54 = Attachment possibility of an Oil filler tube with oil dipstick5 = Coarse filter

Oil dipstick

MIEASURED AT LOWIDLING-NEUTRAL

HOT COLD


4.1.3 Oil change and Filter replacement interval:

First oil change after 100 operating hours in application.Every further oil change after 1000 operating hours in application, however atleast once a year !At every oil change, the ZF-Fine filter (pressure filter) has to be replaced.

ZoneHOT

4 3 5

1

2


39

4.1.3.1 Oil change and Oil filling capacity:The oil change must 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 the oil drain plug with magnetic insert and the sealing surface on the housing and

install it along with new O-ring again.- Fill in oil (about 38 liters) according to ZF-List of lubricants TE-ML 03 .

(Sump capacity, external oil capacities e.g. in the cooler, 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 - MIN- 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 oil cooler, thepressure 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 lateroil fillings in the course of the usual Maintenance service.

ZF recommends, to start the AEB (see 1.8.3) at every oil change.

4.1.3.2 Filter replacement:

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

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 filter contami-nation switch which is informing the driver about the contamination of the ZF-Finefilter.At the lighting up of the symbol, the ZF-Fine filter must be replaced.


40

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. 4.2 Axle insert LK: 4.2.1 Oil specification:

! Oils according to ZF List of Lubricants TE-ML 05 are allowed to be used.

! The ZF List of Lubricants will be updated every two years and can be requested or examined as follows: - in all ZF Plants - in all ZF After-Sales Service Centers - Internet http://www.zf.com Informationen/Tech. Informationen

4.2.2 Oil level check (weekly): - With the vehicle standing in a horizontal plane open the screw plug (2) on the transmis-sion, the oil level must reach the upper edge of the check hole (2). If required, fill up oil acc. to the ZF List of Lubricants TE-ML 05. - Clean sealing surface on the housing and on the screw plug. - Place the screw plug with a new O-ring again into the oil level check hole (2) and tighten it.

1 2 Legend: 1 = Oil drain plug M42x1,5 2 = Oil plug for refill and oil check


41

4.2.3 Oil change:

! Pay attention to utmost cleanness, so that no dirt can penetrate inside the axle insert! - With the vehicle placed in a horizontal plane open the screw plugs (1 and 2) and drain the used oil. - Clean screw plug (1) and sealing surface on the housing, install the screw plug with a new O-ring and tighten it. - Fill up the oil according to the ZF List of Lubricants TE-ML 05 on ( 2 ) until it starts over-

flowing on the oil level check hole. - Install the screw plug ( 2 ) with a new O-ring and tighten it.


42

5. ZF-DIAGNOSTIC SYSTEMS

5.1 General:

The Control electronics EST-37 for the Transmission Series Ergopower is equipped with adiagnostic package, which makes the Trouble shouting and the elimination of Repairs easierfor the Service.The Electronics is able to monitor the states of certain inputs and outputs.If the Electronics recognizes during 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-Diagnosis and the Programming systems MOBIDIG-2001 (see 5.2) and LAPTOP-Version (see 5.3) are needed for the following applications:

Diagnosis - Actual errors

- Read fault storage- Cancel fault storage

AEB - Automatic calibration of the shifting elementsTesting Inputs and Outputs - 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 Diagnosiscan be retrieved with this Diagnostic system.

The Data are stored on CD-Rom and will be updated 2 3 times a year.It can be universally utilized for all diagnosis-capable ZF-Vehicle systems.

MOBIDIG 2001 withZF-Diagnostic Software

Diagnostic Software with Operatorguidance

6008 307 001

Terminal tester 68-pinFor the test of single control signals, lineconnections etc.

6008 304 038

Figure-No.: 5.2


43

5.3 Laptop Version:

Specialized Dealers Pentium Latop min. 90 MHz

Windows 95/98 or NT

Basic-SoftwareTestman WIN 95/98 or NT

6008 308 901

RS-232 Connecting cableLaptop DPA-04I

6008 308 601

Programming adapterDPA-04I

6008 308 600

Adapter cableDPA-04I EST-376029 017 005

Diagnostic set5870 221 179WIN 95/98

orNT

Diagnostic Software WG-310

6008 308 007 GERMAN

6008 308 107 ENGLISH

6008 308 207 FRENCH

Terminal Tester 68-pinFor the test of single controlsignals, line interruptions etc.

6008 304 038

Figure-No.:5.3


44

5.4 ZF-Multi-System 5000:

Multi- System 5000

Measuring box with corresponding sensor sys-tem for pressure, temperature and speed withoutprinter.

5870 221 280

Multi- System 5000

Measuring box with corresponding sensor sys-tem for pressure, temperature and speed withprinter.

5870 221 281Multi - 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 13325 600 l/min = 5870 221 134

Figure-No.: 5.4

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ZF - ERGOPOWER 6 WG-310TextSummary of the Technical DataImportant InstructionsI. DESCRIPTION1.1 Function of the Converter1.2 WK1.3 Powershift transmission 1.4 Transmission control1.5 Controllers1.5.1 General1.5.2 Controller VTS-31.5.3 Controller SG-6

1.6 Display1.6.1 General1.6.2 Possible Indications on the Display1.6.3 Error code definition

1.7 Electronic control unit TCU1.8 Electronic control for the ZF-Powershift transmission1.8.1 General1.8.2 Description of the Basic functions1.8.3 AEB1.8.4 Kickdown function1.8.5 Special function

1.9 Interaxle differential1.9.1 Description1.9.2 Function

1.10 Retarder1.10.1 General1.10.2 Layout and Function of the Retarder

II. INSTALLATION SPECIFICATIONIII. OPERATION3.1 Driving preparation and Maintenance3.2 Driving and Shifting3.3 Cold start3.4 Transmission control in the Driving range Automatic3.5 Stopping and Parking3.6 Towing3.7 Oil temperature

IV. MAINTENANCE4.1 Transmission 6 WG-3104.1.1 Oil grade4.1.2 Oil level check4.1.3 Oil change and Filter replacement interval4.1.3.1 Oil change and oil filling capacity4.1.3.2 Filter replacement

4.2 Axle insert "LK"4.2.1 Oil specification4.2.2 Oil level check (weekly)4.2.3 Oil change

V. DIAGNOSTIC SYSTEMS5.1 General5.2 MOBIDIG 20015.3 Laptop - Version5.4 Multi-System 5000

TablesLayout 6 WG-310 Installation view Retarder 10-o'clock position Front viewInstallation view Retarder 10-o'clock position Side viewInstallation view Retarder 10-o'clock position Rear viewInstallation view Retarder 3-o'clock position Front viewInstallation view Retarder 3-o'clock position Side viewInstallation view Retarder 3-o'clock position Rear viewSchedule of measuring points and ConnectionsOil circuit diagram - Forward 1st speedElectrohydraulic control with Proportional valvesFully-automatic Control EST-37 Circuit diagram - Standard (6029 717 039)Controller VTS-3Controller SG-6 Inductive transmitter and Speed sensor (Hallsensor)

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5872 197 002_6 WG-310技术手册.pdf