ZF 3WG-94 transmission

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Order No.: 5872 138 002

ZF – ERGOPOWER

TRANSMISSION

3 WG-94 EC

TECHNICAL DATA

DESCRIPTION

OPERATION

MAINTENANCE

DIAGNOSTIC SYSTEMS

ZF Passau GmbH Donaustr. 25 - 71

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Preface

This documentation has been developed for specialized staff trained by ZF Passau for repair and maintenance work to be made on ZF units.

Due to the continuous technical upgrading of the product, however, the repair and maintenance of the unit at your disposal may require both deviating work steps and differing setting and testing data.

This manual is based on the state-of-the-art at the time of printing. It was prepared with utmost care in order to avoid errors.

However, we shall not be liable for any possible errors in figures or descriptions.

We reserve the right to make modifications without prior notice.

The owner and the user shall be responsible for complying with the safety instructions and for implementing the maintenance work according to the specified guidelines.

ZF shall not be liable for any incorrect installation, improper handling, insufficient maintenance, improperly or incompetently performed work and any consequential damage resulting thereof.

It is imperative to observe the relevant instructions and manuals of the vehicle manufacturer.

Important information regarding technical reliability and operational safety are highlighted by the following symbols:

This is applicable for instructions to be observed for maintenance, operation or handling of the vehicle!

Refers to working and operating processes which must be strictly observed to avoid any damage to or destruction of the unit or to exclude any endangerment to persons!

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ANNEX consisting of:

Tables 3 WG-94 :

1 Configuration

2 Installation sheet of direct mount - front view 3 Installation sheet of direct mount – rear view 4 Measuring points, valves and connections 5 Oil circuit diagram (1st speed forward) 6 Power flow of forward and reverse gears

7 Controller DW-3

8 Fully-automatic control EST-65 (Standard) Wiring diagram - 6029 701 xxx -

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TECHNICAL DATA

Engine power:

Turbine torque:

Engine speed:

Stall torque ratio:

Engine-dependent PTOs: Torque: RPM:

Mass (without oil):

max. KW* max. Nm* max. min-1* Nm n kg approx.** ... ... ... ... ... ... ... 90 750 2 600 2,0 1x nTurbine 1x nEngine 230

* = depending on vehicle type and application ** = depending on transmission version

Description:

The ZF transmissions 3 WG-94 EC are composed of a hydrodynamic torque converter and a rear-mounted multi-speed powershift transmission with integrated transfer box (see table 1). The torque converter is a wear-free start-up device which, due to its continuously variable design, adapts itself to the required situations (necessary input torque).

Input by direct mount via flexplate to the engine, or remote mount (input via U-joint shaft) with DIN, Mechanics or Spicer input flange.

The transmission can be shifted manually or fully automatically by means of the electronic control unit EST-65 (24 volts).

Torque converter:

Size W 280 with torque multiplication

Powershift transmission:

3 forward gears and 3 reverse gears

Output:

The powershift transmission has a center distance of 306 mm between input and output shaft and can be equipped with output flanges towards the rear axle for various U-joint shafts.

PTO:

For driving an external oil pressure pump, the system incorporates an engine-dependent, coaxial PTO which can optionally be supplied in disconnectible version.

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Transmission ratio (mechanical)*

Gear DRIVING DIRECTION Ratio 1 forward 4,446 2 forward 2,341 3 forward 0,974 1 reverse 4,443 2 reverse 2,340 3 reverse 0,973

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LABELING OF IDENTIFICATION PLATE FOR

ZF-POWERSHIFT TRANSMISSIONS

1 = Transmission type 2 = Transmission number 3 = ZF parts list number 4 = Overall transmission ratio 5 = Oil filling (oil specification) 6 = ZF List of Lubricants

7 = Oil fill quantity 8 = Customer number

INFORMATION ON SPARE PARTS ORDERING:

Please indicate the following information when ordering genuine ZF spare parts:

1. = Transmission type 2. = Unit number

3. = ZF parts list number

4. = Make and type of spare part 5. = Denomination of spare part 6. = Spare part number

7. = Shipping mode

Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered spare parts! 1 7 3 5 2 4 6 8

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IMPORTANT INSTRUCTIONS

Oil level check (see 4.2):

In the cold-start phase, the engine must be running at idling speed for about 2 – 3 min. and the marking on the oil dipstick must then be above the cold-start level. 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 shut-off engine, the oil level in the transmission is rising essentially, depending on the installation conditions !

The ZF filter must be replaced at every oil change. In addition, ZF recommends to start the automatic calibration of the shifting elements (AEB).

The automatic calibration of shifting elements (AEB) must be started by the vehicle manufacturer after initial installation of transmission and electronic system into the vehicle, and after every replacement of transmission and TCU in case of a failure.

On vehicles with electronic inching, also the IPK (Inch Pedal Calibration - Inch Sensor Calibration) should be initiated after each AEB start.

When starting the engine, always place the gear selector into neutral position. At running engine and transmission in neutral, make sure that the parking brake has been engaged or the service brake has been actuated, in order to prevent the vehicle from rolling away.

Loosen the parking brake prior to every start-off.

Engagement of the gear from neutral is only possible under the programmed transmission input speed (turbine speed).

Gear selector in neutral position is not allowed at increased vehicle speeds (above walking speed). Promptly engage a suitable gear, or slow down the vehicle immediately.

When the engine is shut off, there is no power flow between transmission and engine in spite of a preselected speed on the gear selector, that means the transmission is in idling position.

Therefore, the parking brake must be fully actuated!

When leaving the vehicle, secure it additionally by wheel chocks!

In any case, the towing speed must not exceed 10 km/h and the towing distance must not be longer than 10 km.

It is imperative to observe this instruction, since otherwise the transmission will be damaged due to insufficient oil supply!

For longer-distance transport of the defective vehicle we recommend to use a flatbed truck.

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Operating temperature after the converter 65° C min. and 100° C in continuous operation; short-term increase up to 120° C max. is permitted.

In case of irregularities on the transmission put the vehicle out of service and ask for specialists.

Protective measures for the ZF electronic system during electrical work on the vehicle:

At the following operations, the ignition must be shut off and the control unit plug must be pulled off the ZF electronic system:

∗ ∗∗

∗ during any kind of electrical operations on the vehicle ∗

∗∗

∗ during welding operations on the vehicle ∗

∗∗

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I. DESCRIPTION

1.1 Operating mode of the converter:

Operating mode of a hydrodynamic torque converter (schematic view) from the engine starting condition intermediate condition condition shortly before the converter clutch is closed TP = torque of pump wheel TT = torque of turbine wheel TR = torque of reaction member (stator) towards the transmission NT = 0 vehicle at standstill nT = <<<<n engine nT = ≈≈≈≈ 0.8 n engine Figure No.: 1.1

The converter operates according to the Trilok system. This means at high turbine speed it assumes the characteristics and thus the favorable efficiency of a fluid clutch.

The converter is designed according to the engine power so that the most favorable operating conditions are obtained for each installation case.

The torque converter consists of 3 main parts:

Pump wheel – turbine wheel – stator (reaction member)

The circular arrangement of these 3 impellers allows the fluid to flow through the circuit components in the indicated order.

Pressure oil from the transmission pump is constantly streaming through the converter, thus allowing the converter to fulfill its task of multiplying the engine torque. At the same time, the heat produced in the converter is dissipated via the dispersed oil.

The oil which is streaming out of the pump wheel enters the turbine wheel and is there reversed in its direction of flow.

Depending on the rate of reversal, a more or less high reaction torque is applied to the turbine wheel and thus to the output shaft.

pump wheel _{turbine wheel}

TR reaction member (stator) 1 1 1 1,5 < << <1,5 ,5 2,5 1 TP TT 0 < < < <2,5 ,5

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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 to the pump wheel under the suitable discharge direction.

Due to the reversal, a reaction torque is applied to the stator.

The relation turbine torque/pump torque is called torque multiplication.

Its level depends on the extent of speed difference between pump and turbine wheel.

Therefore, the max. torque multiplication is generated at stationary turbine wheel. The torque multiplication decreases with increasing output speed.

Matching of the output speed to a certain required output torque is achieved by the torque converter in a continuously variable and automatic way.

When the turbine speed reaches about 80% of the pump speed, the torque multiplication becomes 1.0, i.e. the turbine torque gets equal to 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. It is backing up the torque upon the housing in the torque multiplication range, 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 powershiftable by hydraulically actuated multi-disk clutches.

All gears are in constant mesh and carried on antifriction bearings. The gears, bearings and clutches are cooled and lubricated with oil.

The 3-speed reversing transmission is equipped with 5 multi-disk clutches.

In shifting operation, the respective disk package is compressed by a piston which is movable in axial direction and pressurized by pressure oil.

A compression spring pushes the piston of clutches KV, KR, KD, and KE back and thus releases the disk package.

A cup spring package pushes the piston of clutch KC back

For the transmission configuration and information on the closed clutches in the different gears please refer to Table 1 and 4.

1.3 Transmission control:

Transmission control see measuring points and oil circuit diagram Table 4 and 5.

The transmission pump which is necessary for the oil supply of the converter and for the transmission control is located within the transmission on the engine-dependent input shaft. The pump feed rate is Q = 45 l /min, at nengine= 1 500 min -1.

This pump is sucking the oil out of the oil sump via the coarse filter, and delivers it to the main pressure valve via the ZF filter.

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ZF filter:

Filtration ratio acc. to ISO 4572: ß30 ≥ 20 ß10 ≥ 1.5

min. filter surface: 2780 cm2

min. dust capacity acc. to ISO 4572 : 19 g

ZF coarse filter (screen):

Mesh size: 0.800 mm

The 5 clutches of the transmission are controlled via the 4 proportional valves Y1 to Y5

The direct proportional control with separate pressure modulation for each clutch controls the pressures towards the clutches which are involved in the gear change.

This allows a hydraulic overlapping of the clutches to be engaged and disengaged. The pressure modulation to the respective clutch is controlled by cup springs and proportional valves in the clutch package.

This creates spontaneous shiftings without tractive effort interruption.

The following criteria are considered during the shifting operation:

- RPM of engine, turbine, gear chain and output - Transmission temperature

- Shifting mode (upshifting, downshifting, reverse shifting and gear engagement out of neutral)

- Load condition (full and partial load, drive, coast, including consideration of load reversals during shifting)

- Electronic inching

The main pressure valve limits the max. control pressure to 16+3 bar and releases the main stream towards the converter- and lubrication circuit.

The converter inlet incorporates a converter safety valve which protects the converter from high internal pressures (opening pressure 11+2 bar).

Within the converter, the oil serves for transmitting the power according to the well-known hydrodynamic principle (see Chapter torque converter 1.1).

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

The oil coming out of the converter is directed to a heat exchanger.

The selection and determination of the heat exchanger must be carried out by the customer on his own responsibility, according to our Installation Guidelines for Hydrodynamic Powershift Transmissions.

The heat exchanger is not included in the delivery scope of ZF Passau GmbH.

From the heat exchanger, the oil is directed to the transmission and the lubricating oil circuit, so that all lubricating points are supplied with cooled oil.

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1.4 Controller DW-3

- see Table-7

The Controller is designed for the mounting on the steering column left side. By a rotative motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction (Forward (F) – Neutral (N ) – Reverse (R).

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

For the protection from unintended start off, a Neutral interlock is installed: Position „N“ – Controller lever blocked in this position

Position „D“ – Driving Controller DW-3 D F N R N Figure-No.: 1.4

1.5 Electronic control unit TCU

The electro-hydraulic transmission control is governed by connection to the electronic TCU.

The basic functions of the automatic system are the automatic shifting of gears, matching of the optimum shifting points as well as comprehensive safety functions regarding operating errors and overloadings of the power-transmitting components with an extensive fault memory.

The control units allow a wide spectrum of customer- and vehicle-specific programming. Control parameters can be logically linked, and special functions such as gear limitation and converter functions can be integrated.

Due to the great number of available TCUs, the exact technical data are to be taken from the respective installation drawing.

The installation of the TCU is optional. Preferably, ZF recommends the version shown in Figure No. 1.5 B1.

The TCU is to be installed in a protected place in the driver's cab.

A flooding with water must be excluded. Furthermore, the entry of water via the plug connection must be prevented by appropriate measures on the wiring harness.

Gear positions _{Type plate}

R N

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TCU installation position

Fig. No.: 1.5 B1

TCU installation dimensions

Fig. No.: 1.5 B2 2 0 9 5 0 1 0 0 100

Minimum distance to release the plug

ZF identif. plate

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1.6 Electronic controls for ZF powershift transmissions 1.6.1 General

Due to the different configurations of electronic transmission controls within the various vehicles, please refer to the Operating Instructions of the vehicle manufacturer or to the Technical Data Sheet of the parts list versions involved. These also include the relating wiring diagram (see example in Table 8). On request, this information can also be obtained from ZF-Passau.

Depending on the vehicle type, the wiring will be implemented according to the cable routing plans.

The corresponding electric circuit diagrams (proposals) will be issued by ZF. Upon request, the wiring can also be supplied by ZF.

If the wiring is implemented by the vehicle manufacturer, it must comply with the ZF requirements (see Installation Guidelines).

1.6.2 Description of basic functions

The powershift transmission 3 WG-94 EC of series WG-90 is equipped with the electronic transmission control EST-65 specially developed for this purpose.

The system processes the driver command according to the following criteria:

• Gear determination depending on driving speed and load condition

• If required, protection against operating errors is possible via electronic protection (programming)

• Protection against overspeeding (on the basis of engine and turbine speed) • Pressure cut-off possible (vehicle-specific, only after coordination with ZF) • Switch-over possibility for automatic / manual operation

• Downshifting functions possible • Electronic inching

Legend to Figure No. 1.6.2

1 = Inching pedal (option) 2 = Gear selector (option) 3 = Display (option)

4 = Acoustical / optical warning (option)

5 = Switch for driving program Manual/Automatic (option) 6 = CAN connection

7 = TCU

8 = Diagnostic Laptop with ZF diagnostic system Testman/Pro 9 = Inductive sensor - speed of central gear chain

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11 = Temperature measuring point after the converter „No. 63“ 12 = Inductive sensor - turbine speed

13 = Inductive sensor – engine speed

14 = Temperature measuring point for the converter „No. 64“ 15 = Proportional valve Y3 - KC clutch

16 = Proportional valve Y2 - KR clutch 17 = Proportional valve Y1 - KV clutch 18 = Proportional valve Y5 - KE clutch 19 = Proportional valve Y4 - KD clutch 17 = Ergopower transmission 3 WG-94 EC

Overall system of EST-65

Figure No.: 1.6.2

The EST-65 system reactions in case of error described in Table-9 are for information only. As to the binding description and procedure for correcting the errors indicated on the vehicle fault code display please refer to the operating instructions of the vehicle manufacturer.

6 1 2 3 4 5 8 9 10 14 15 16 11 7 13 12 17 18 19 20

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1.6.3 Automatic calibration of shifting elements (AEB)

The AEB compensates tolerances (disk clearance and pressure level) which are influencing the filling procedure of the clutches. For each clutch, the correct filling parameters for

* duration of fast-filling time

* level of filling compensation pressure

are determined within a test cycle.

The filling parameters are stored in the transmission electronics, together with the AEB program and the driving program.

Since the electronic system is supplied separately, the AEB cycle must not be started until both components have been installed into the vehicle, in order to ensure the correct pairing (transmission and electronics).

In any case, the AEB cycle must be carried out at the vehicle manufacturer prior to shipment of the vehicles.

It is imperative to observe the following testing conditions:

• "Neutral" shift position • engine in idling speed

• parking brake actuated

• transmission at operating temperature

After replacement of the transmission or the TCU within the vehicle, the AEB cycle must be restarted.

The AEB cycle takes approx. 3 to 4 minutes. The determined filling parameters are stored in the EEProm of the electronic system. This also deletes the fault message F6 shown on the display in case of non-performed AEB.

There are two basic possibilities for starting the AEB cycle: _{1. AEB start by separate tools which are connected to the diagnostic port of the} wiring.

The ZF Service Department offers the following tools for AEB start: - Testman/Pro (see item 5.3 - diagnostic systems)

- AEB starter

Order No.: 0501 211 778

Just for starting the AEB, you can use the special tool developed by ZF for that purpose (see Figure No. 1.6.3)!

Figure No.: 1.6.3

2. AEB start by operating elements on the vehicle.

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When the transmission is operated, the paper friction linings installed in the Ergopower transmissions are setting, i.e. the disk clearance increases.

Since these setting phenomena may affect the shifting quality, ZF recommends to repeat the AEB cycle at the maintenance intervals (see 4.3.1).

If the shifting quality deteriorates, ZF also recommends to repeat the AEB cycle as a first measure.

IPK (Inch Pedal Calibration - Inch Sensor Calibration) shall also be carried out after each AEB start (see 1.7.5).

1.6.4 Electrical inching

This function is especially suitable for lift trucks. Without modifying the engine speed, it allows a continuously variable reduction of the driving speed to such a level that operation at a very low speed is possible. In this way, the driver can move the vehicle to a certain position with high accuracy.

At the same time, a large part of the engine power is available for driving the hydraulic lifting system, due to the high engine speed.

The electrical inching is operated via a separate inching pedal fitted with an angle-of-rotation sensor.

By means of the proportional valve technology, the TCU controls the pressure in the driving direction clutch in such a way that the driving speed is adjusted in accordance with the position of the inching angle-of-rotation sensor. Clutch overloading is prevented by the electronic protection.

After each readjustment of the inching linkage, the IPK (Inch Pedal Calibration - Inch Sensor Calibration) must be carried out.

During the inching calibration mode, the position of the inching pedal in neutral position and at full actuation is determined by the calibration process and stored in the TCU.

The inching function does not become active until successful completion of AEB and IPK start.

1.7 Description of the fault codes for ERGO-Control EST-65 1.7.1 Abbreviations

o.c. open circuit

s.c. short circuit

OP-Mode operating mode

TCU transmission control unit EEC electronic engine controller

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1.7.2 ZF - Display:

If a fault is detected, the display shows a spanner symbol (g) for a fault. The display shows the fault code, if the gear selector is on neutral position.

If more than one fault is detected, each fault code is shown for about 1 second.

Display h f e d left Side a b c g right Side Figure No.: 1.7.2

Special symbols a - h

1.7.3 Display during operation

Symbol meaning remarks

1F, 1R 2F, 2R 3F, 3R 4F 5F 6F LF, LR

actual gear and direction left digit shows actual gear right digit shows actual direction

limp home gear F or R, no gear Clutch Cutoff

F or R flashing direction F or R selected while turbine speed is too high

CAUTION gear will engage if turbine speed

drops NN not neutral, waiting for neutral after

power up or a severe fault

to engage a gear, first move shift selector to neutral position and again to F or R position ** oil temperature too low, no gear

available

warm up engine / transmission *N oil temperature low, only one gear

available

warm up engine / transmission 1 bar (special

symbol)

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Symbol meaning remarks 2 bars manual mode 2nd gear

3 bars manual mode 3rd gear

4 bars manual mode 4th gear and also 5th and 6th gear in 6WG

4 bars and 2 arrows

automatic mode

Bars flashing 6 WG: converter lockup clutch open 4 WG: Downshift mode activ

difference of engine and turbine speed above a certain limit and lockup clutch not activated Spanner at least one fault activ select neutral to get fault code displayed Fault code see fault code list

WS warning sump temperature changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

WR warning retarder temperature changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

WT warning torque converter temperature changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

WE warning high engine speed changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

WV warning high output speed (velocity) changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

WL warning high transmission input torque (load)

changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

WO warning high transmission output torque (load)

changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

PN direction F or R selected while parking brake engaged

transmission in neutral until parking brake is released

CAUTION: vehicle starts to move after release

of parking brake

EE flashing no communication with display checked wiring from TCU to display

1.7.4 Display during AEB-Mode:

Symbol meaning remarks

PL AEB - Starter is plugged at the diagnostic plug

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Symbol meaning remarks

KA…..KE KV,KR

Calibrating clutch KA..KE, KV or KR resp.

KA, KB for 2 gear transmission KC, KD, KE for 3 gear transmission _ and Kx wait for start, initialization of clutch Kx,

x: 1, 2, 3, 4, V, R

≡ and Kx fast fill time determination of clutch Kx = and Kx compensating pressure determination of

clutch Kx

OK calibration for all clutches finished Transmissions stays in neutral, you have to restart the TCU (ignition off/on) after removing AEB-Starter

STOP AEB canceled (activation stopped) Transmissions stays in neutral, you have to restart the TCU (ignition off/on)

STOP and Kx AEB stopped, clutch Kx can't be calibrated

Transmissions stays in neutral, you have to restart the TCU (ignition off/on)

Spanner and Kx Kx couldn't be calibrated, AEB finished Transmissions stays in neutral, you have to restart the TCU (ignition off/on)

∆ E engine speed too low, raise engine speed ∇ E engine speed too high,

lower engine speed

∆ T transmission oil temperature too low, heat up transmission

∇ T transmission oil temperature too high cool down transmission

FT transmission temperature not in defined range during calibration

FB operating mode not NORMAL or

transmission temperature sensor defective or storing of Calibrated values to EEPROM-has failed.

FO Outputspeed_not_zero Transmissions stays in neutral, you have to restart the TCU (ignition off/on)

FN Shift lever not in Neutral position Transmissions stays in neutral, you have to restart the TCU (ignition off/on)

FP Parkbrake_not_applied Transmissions stays in neutral, you have to restart the TCU (ignition off/on)

STOP AEB - Starter was used incorrect or is defective. Wrong device or wrong cable used

1.7.5 Display during Inchpedal Calibration:

IP ⇓

push down the pedal slowly until endposition is reached and hold this position

IP ⇑

Release the pedal slowly until endposition is reached IP blinkt

A problem occurred, release the pedal slowly until endposition is reached

If the expected enposition could not be reached, release the pedal and try again

OK Finished inchpedal calibration successful

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FN and Stop Shift lever not in Neutral position Calibration is aborted FS and Stop sensor supply voltage AU1 is out of the

specified range

Calibration is aborted FO and Stop Outputspeed is not zero Calibration is aborted SL and Stop sensor voltage below specified rangel Calibration is aborted SU and Stop sensor voltage above specified rangel Calibration is aborted IL and Stop sensor position for released pedal out of

specified range

Calibration is aborted IU and Stop sensor position for pressed pedal out of

specified range

Calibration is aborted TO and Stop time-out calibration, pedal not moved

after calibration start

Calibration is aborted DL and Stop angle between pedalpositions released

and pressed to small

Calibration is aborted DU and Stop angle between pedalpositions released

and pressed to big

Calibration is aborted FI and Stop sensor signal 1 and 2 don't match

together

Calibration is aborted

1.7.6 Definition of operating modes: NORMAL:

There's no failure detected in the transmission-system or the failure has no or slight effects on transmission control. TCU will work without or in special cases with little limitations. (see following table)

SUBSTITUTE CLUTCH CONTROL:

TCU can't change the gears or the direction under the control of the normal clutch modulation. TCU uses the substitute strategy for clutch control. All modulations are only time controlled.

LIMP-HOME:

The detected failure in the system has strong limitations to transmission control. TCU can engage only one gear in each direction. In some cases only one direction will be possible. TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator must shift the gear selector into neutral position.

If output speed is less than a threshold for neutral to gear and the operator shifts the gear selector into forward or reverse, the TCU will select the limp-home gear .

If output speed is less than a threshold for reversal speed and TCU has changed into the home gear and the operator selects a shuttle shift, TCU will shift immediately into the limp-home gear of the selected direction.

If output speed is greater than the threshold, TCU will shift the transmission into neutral. The operator has to slow down the vehicle and must shift the gear selector into neutral position.

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TRANSMISSION-SHUTDOWN:

TCU has detected a severe failure that disables control of the transmission.

TCU will shut off the solenoid valves for the clutches and also the common power supply (VPS1). Transmission shifts to Neutral. The park brake will operate normally, also the other functions which use ADM 1 to ADM 8.

The operator has to slow down the vehicle. The transmission will stay in neutral.

TCU-SHUTDOWN:

TCU has detected a severe failure that disables control of system.

TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2). The park brake will engage, also all functions are disabled which use ADM 1 to ADM 8. The transmission will stay in neutral.

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II. INSTALLATION INSTRUCTIONS

This Guideline for the installation of hydrodynamic powershift transmissions of the Ergopower range is the basis for the technically correct installation of these transmissions into the vehicle. The Guideline is part of the transmission documentation and must be strictly observed.

A faulty installation of the transmission into the vehicle can

* affect the operating quality

* cause malfunctions of the transmission * lead to transmission damage or failures.

The vehicle manufacturer shall be responsible for the correct installation of the transmission.

ZF shall not accept any warranty claims for any damage due to incorrect installation.

In order to support the customer in case of new or initial applications, ZF carries out a transmission installation study by authorized personnel. On that occasion, ZF examines all transmission-specific installation features and informs the vehicle or equipment manufacturer of the defects found.

In case of improper installation ZF reserves the right to refuse any warranty coverage for the installed ZF products.

Any damage caused by defects which are the vehicle manufacturer's responsibility and which could not be revealed during the installation study by ZF personnel, shall be the exclusive liability of the vehicle manufacturer.

These installation instructions

0000 702 270 GERMAN 0000 702 271 ENGLISH

can be requested at the following address:

ZF Passau GmbH Abt. ACETS

e-mail: [email protected] Donaustr. 25 – 71

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III. OPERATION

3.1 Driving preparation and maintenance:

Prior to putting the transmission into operation, take care that the correct quantity of the specified oil grade is filled in. At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil.

Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil fillings in the course of the usual maintenance service.

Since the converter, the heat exchanger which is installed into the vehicle, as well as the pipes can empty into the transmission at standstill,

the oil level check must be carried out at engine idling and transmission at operating temperature (see Chapter oil level check 4.2).

For the oil level check, strict observance of

• the mandatory safety regulations according to § 6 of the Regulations for

the Prevention of Accidents for Transmissions in Germany

• the respective national regulations in all other countries

is imperative. For example:

- The vehicle is to be secured against rolling away by means of wheel chocks. - Articulated vehicles are to be secured additionally against unintentional turning-in.

3.2 Driving and shifting:

The telltale lamps lighting up on the INFOCENTER (dashboard) for functional control may differ from one vehicle manufacturer to the other.

Operating elements and displays can be from ZF, but may also be customer-specific products. For detailed information please refer to the operating instructions of the respective vehicle manufacturer.

- Neutral position:

The neutral position is chosen via the gear selector.

After ignition ON, the electronics remain in waiting mode. With the gear selector in NEUTRAL position or by pressing the pushbutton NEUTRAL, the EST-65 gets ready for operation.

Now you can engage a gear. - Starting:

When starting the engine, the gear selector must always be in NEUTRAL POSITION. For safety reasons, we recommend to always securely brake the vehicle with the parking brake prior to starting the engine.

After engine start-off and preselection of driving direction and gear, the vehicle can be moved by accelerating.

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At the start-off, the converter takes over the function of a main clutch. On flat terrain, start-off in higher gears is also possible.

- Upshifting under load

Upshifting under load is done when this enables the vehicle to further accelerate.

- Downshifting under load

Downshifting under load is done when additional tractive effort is required.

- Upshifting in overrun condition

In the overrunning mode, the upshifting is suppressed by accelerator pedal idling position if the speed of the vehicle on a downhill gradient shall not be further increased.

- Downshifting in overrun condition

Downshiftings in the overrun mode are done when the vehicle shall be decelerated.

When the vehicle is stopped and is standing with running engine and switched-on transmission, the engine cannot be stalled. On level and horizontal roadway the vehicle may start to crawl since the engine generates a low drag torque via the converter in idle position. We recommend to securely brake the vehicle with the parking brake at each stoppage. In case of longer stops, shift the gear selector to NEUTRAL POSITION.

Release the parking brake when starting off. Our experience with converter transmissions showed that the omission of this quite normal operating step might not be immediately noted since, due to its high ratio, a converter can easily overcome the brake torque of the parking brake.

Temperature increases in the converter oil and overheated brakes will be the consequences which can be detected at a later date only.

Gear selector in neutral position is not allowed at increased vehicle speeds (above walking speed). Promptly engage a suitable gear, or slow down the vehicle immediately.

3.3 Cold start:

At an oil temperature in the shifting circuit of < -12° C, the transmission must be warmed up for some minutes.

This must be carried out in NEUTRAL at increased engine speed (approx. 1500 min-1). The electronics remain in NEUTRAL until this oil temperature has been reached.

The ZF display shows the symbol of the cold start phase.

Displayed symbol :

After the symbol on the ZF display has extinguished, the full driving program can be utilized out of "NEUTRAL":

(28)

3.4 Transmission control in "Automatic" driving range:

For detailed information on the design of the gear selectors as well as the gears shifted in the different driving ranges please refer to the relating Vehicle Operating Instructions.

A manual intervention into the automatic shift sequence only makes sense if this is required by the roadway condition or the terrain configuration.

3.5 Stopping and parking:

Due to the converter, there is no rigid connection from the engine to the axle. When the driver wants to leave the vehicle, we therefore recommend to secure the vehicle against unintentional rolling away on uphill and downhill gradients not only by pulling the parking brake but additionally by means of a wheel chock.

3.6 Towing:

See Important Instructions on page 9.

3.7 Oil temperature:

When the system is trouble-free and the vehicle is operated properly, there will be no increased temperatures. If the temperature rises above 120° C, stop the vehicle, check for external oil loss and run the engine at a speed of 1200 - 1500 min-1 in transmission NEUTRAL POSITION.

During this process, the temperature must quickly (within approx. 2 - 3 minutes) drop to normal values.

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

In addition, the oil temperature after the converter is monitored by an indicator on the ZF-display or analogously in the INFOCENTER.

Operating temperature after the converter 65° C min. and 100° C in continuous operation, short-term increase up to 120° C max. is permissible.

The temperature is measured at the measuring point „63“ (see measuring points Table 4)!

You have the option to additionally install a temperature sensor for monitoring the operating temperature in the oil sump.

This temperature is indicated on the ZF display or analogously in the INFOCENTER (see Table 5).

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IV. MAINTENANCE

4.1 Oil grade:

Approved oils for 3 WG-94 EC powershift transmissions see ZF List of Lubricants TE-ML 03.

The list of lubricants is being continuously updated and can be obtained or viewed as follows:

- at all ZF plants

- at all ZF service centers

- Internet http://www.zf.com Informationen/Tech. Informationen 4.2 Oil level check (measurements only with running engine):

For the oil level check, strict observance of

• the mandatory safety regulations according to § 6 of the Regulations for

the Prevention of Accidents for Transmissions in Germany

• the respective national regulations in all other countries

is imperative. For example:

- The vehicle is to be secured against rolling away by means of wheel chocks. - Articulated vehicles are to be secured additionally against unintentional turning-in.

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

- Vehicle in horizontal position

- Transmission in neutral position „N“

- In the cold-start phase, the engine must be running at idling speed for about 2 - 3 min. and the marking on the oil dipstick must then be above the cold-start level „COLD“ (see Figure No.: 4.2 B2).

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

at engine idling,

all measurements are to be done at low engine idling speed.

- Loosen oil dipstick by counterclockwise 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 within the "HOT“ range (see Figure No: 4.2 B2). - Insert the dipstick once again and tighten it by clockwise rotation.

If, in operating temperature condition, the oil level has dropped below the "HOT“ range, it is imperative to refill oil according to ZF List of Lubricants TE-ML 03. An oil level above the "HOT" marking leads to an excessive oil temperature.

The oil dipstick and the oil filler tube can have different lengths and shapes, depending on the transmission version.

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Figure No.: 4.2 B1 Legend:

1 = Oil filler tube with oil dipstick

2 = Mounting provision for oil filler tube with oil dipstick (option) 3 = Oil drain plug 7/8“ 14 UNF 2B

4 = ZF filter

Oil dipstick

ENGINE OFF MEASURED AT LOW IDLING-NEUTRAL

HOT COLD

Figure No.: 4.2 B2 4.3 Oil and filter change intervals:

In this connection refer to specification in the ZF List of Lubricants TE-ML 03. The ZF filter must be replaced at every oil change.

4.3.1 Oil change and oil fill quantity:

The oil change must be carried out as follows:

- With the transmission at operating temperature and the vehicle in horizontal position, open the oil drain plug and drain the used oil.

- Clean the oil drain plug with magnetic insert as well as the sealing surface on the housing

„HOT“ range 4 4 3 1 2

(31)

- Fill in oil (approx. 24 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume, external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the vehicle).

The indicated volume is a reference value.

Absolute cleanliness of oil and filter is imperative! In any case, the marking on the oil dipstick is binding!

- Start the engine, idling speed

- Transmission in neutral position „N“ - Refill oil up to „COLD“ marking

- Securely brake the vehicle and heat up the transmission - Shift through all gear selector positions

- Check the oil level once again and refill oil if required

- The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2) - Insert the dipstick once again and tighten it by clockwise rotation.

At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil.

ZF recommends to start the AEB at each oil change (see 1.5.3). 4.3.2 Filter change:

When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge enters the circuit. Furthermore, cover/protect the parking brake against oil fouling.

Avoid any application of force when installing the filter.

The filter can be installed into the vehicle remotely-mounted from the transmission!

Carefully treat the filter during installation, transport and storage! Damaged filters must not be reinstalled!

The filter has to be installed as follows: - Slightly oil the seal

- Turn in the filter until contact with the sealing surface is obtained, and then tighten it by hand with approx. 1/3 to 1/2 rotation.

(32)

- Fill in oil (approx. 17 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume, external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the vehicle).

The indicated volume is a reference value.

Absolute cleanliness of oil and filter is imperative! In any case, the marking on the oil dipstick is binding!

- Start the engine, idling speed

- Transmission in neutral position „N“ - Refill oil up to „COLD“ marking

- Securely brake the vehicle and heat up the transmission - Shift through all gear selector positions

- Check the oil level once again and refill oil if required

- The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2) - Insert the dipstick once again and tighten it by clockwise rotation.

At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil.

ZF recommends to start the AEB at each oil change (see 1.5.3). 4.3.2 Filter change:

When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge enters the circuit. Furthermore, cover/protect the parking brake against oil fouling.

Avoid any application of force when installing the filter.

The filter can be installed into the vehicle remotely-mounted from the transmission!

Carefully treat the filter during installation, transport and storage! Damaged filters must not be reinstalled!

The filter has to be installed as follows: - Slightly oil the seal

- Turn in the filter until contact with the sealing surface is obtained, and then tighten it by hand with approx. 1/3 to 1/2 rotation.

(33)

V. ZF DIAGNOSTIC SYSTEMS

5.1 General:

The electronic control unit EST-65 for the Ergopower transmission range is equipped with a diagnostic package which facilitates trouble shooting and repair for the service personnel.

The electronic control unit can monitor the conditions of certain inputs and outputs. If it identifies an error, it stores a fault code in the fault memory (EEPROM) and transmits the fault code to the vehicle controller of the vehicle manufacturer.

The ZF diagnostic LAPTOP version (see 5.2) is required for the following applications:

Diagnosis - read current fault

- read fault memory - delete fault memory

AEB - automatic calibration of shifting elements

Testing of inputs and outputs - check outputs - check inputs

- check systems in standstill condition - check systems in driving condition

In addition, the Multi-System 5000 (see 5.3) with corresponding sensors for pressure, temperature, speed, flow, current transformer etc. can be used for diagnosis.

(34)

5.2 Laptop version:

Pentium Laptop 900 MHz min.

Windows 95/98 or Windows NT Windows 2000 /Windows XP Basic software Testman/Pro on CD German/English Adapter cable RS 232 USB

Programming adapter DPA-05 is just sold as a set, together with the software!

Adapter cable

Diagnostic set in progress

WIN 95-98-98.2 WIN 2000 NT-XP

Diagnostic software on CD-ROM 3 WG-94

Languages:

German/English/ French/Italian

Application software in progress

Terminal tester 68 poles

For testing individual control signals, line interruptions etc.

(35)

5.3 ZF Multi-System 5060:

Multi-System 5060

Measuring equipment case with corresponding sensors for pressure, temperature and speed.

5870 221 300

Multi -System 5060

Portable measuring unit without accessories.

5870 221 318

Accessories:

Sensors for flow, current transformer etc.

Current transformer : 5870 221 284 Turbine flowmeter: 15 – 300 l/min = 5870 221 153 25 – 600 l/min = 5870 221 154 Figure No.: 5.3

(36)

8

9

10

11

12

15

14

13

16

13

Table-1 / Page 1 of 2

1 = Flex plate for direct mount 2 = Converter

3 = Converter bell housing 4 = Transmission pump

5 = Clutch shaft „KV“

6 = Input shaft / clutch shaft „KR“ 7 = Central shaft / input shaft PTO

8 = Connection, PTO; coaxial, engine-dependent

9 = Clutch shaft „KD“

10 = Clutch shaft „KE“

11 = Clutch shaft „KC“

12 = Transmission housing - rear part 13 = Transmission housing - front part 14 = Output flange

15 = Output shaft 16 = Screen sheet

(37)

5

7

9

10

15

12

13

5

8

6

9

10

11

15

14

6

11

16

n central gear chain

Inductive sensor n turbine Speed sensor n output Table-1 / Page 2 of 2 Inductive sensor n engine

(38)

TABLE-2

1 = Converter

2 = Direct mount via flex plate 3 = Converter bell housing

4 = Transmission housing - front part 5 = Transport bracket

6 = Transmission housing - rear part 7 = Filter head

8 = ZF filter

9 = Transmission mounting holes M16x1.5 10 = Oil filler tube with oil dipstick

8

9

10

(39)

TABLE-3

1 = Filter head 2 = Transport bracket

3 = Oil filler tube with oil dipstick 4 = Converter bell housing

5 = Direct mount via flex plate

6 = Transmission mounting holes M16x1.5 7 = Oil drain plug 7/8“ 14 UNF 2B

8 = Output flange MECH 6C 9 = Identification plate

10 = Connection PTO; coaxial, engine-dependent 11 = ZF filter

6

7

10

8

9

11

6

(40)

The marked items (e.g. 53) correspond with the items on Table-5!

Take measurements when the transmission has reached operating temperature (approx. 80° - 90° C)!

Transmission schematics

No. Denomination of item Connection

Measuring points for pressure oil and temperature:

51 = Before the converter - opening pressure 11+2 bar M10x1

53 = Reverse clutch KR 16+3 bar M10x1

55 = Forward clutch KV 16+3 bar M10x1

56 = Clutch KD 16+3 bar M10x1

57 = Clutch KE 16+3 bar M10x1

58 = Clutch KC 16+3 bar M10x1

63 = Temperature after the converter 100° C; short-term 120° C M14x1.5

64 = Temperature sensor M12x1,5

67 = System pressure 16+3 bar M10x1

Valves and connections:

10 = Breather 10x1

15 = Connection to wards heat exchanger 7/8“ 14 UNF

16 = Connection from heat exchanger 7/8“ 14 UNF

68 = Connection after ZF filter 9/16-18 UNF-2B

69 = Connection before ZF filter 7/8“ 14 UN 2A

70 = Converter safety valve (WSV)

71 = Main pressure valve (HDV)

Inductive transmitters and speed sensor:

11 = Inductive transmitter n Engine M18x1,5

21 = Inductive transmitter n Turbine M18x1,5

34 = Speed sensor n Output

---47 = Inductive transmitter n Central gear train M18x1,5

Inductive sensor n central gear chain

Inductive sensor n turbine Inductive sensor n output Inductive sensor n engine

KV

AN

KR/PTO

KD

KE

KC

AB

(41)

47

16

15

34

51

69

53

57

58

55

56 57 67

(42)

The following markings are cast in raised characters on the rear side of the transmission housing:

Encoding

Table-4 / Page 3 of 3 Denomination Y1 Proportional valve Y1 Y2 Proportional valve Y2 Y3 Proportional valve Y3 Y4 Proportional valve Y4 Y5 Proportional valve Y5 AN / KR Input / Clutch reverse KV Clutch forward KC Clutch KC KD Clutch KD KE Clutch KE AB Output

Proportional valve under current Engaged clutches Driving direction Gear Y1 Y2 Y3 Y4 Y5 N

Forward 1 KV KC 2 KV KD 3 KV KE Reverse 1 KR KC 2 KR KD 3 KR KE Engaged clutch KV KR KC KD KE

Curr. No. of meas. points 55 53 58 56 57

Y1

70

71 Y3

Y2

Y4

Y5

KD

KC

KE AB

(43)

TABLE-5

The marked items (e.g. 53) correspond with the items on Table-4!

GF = Coarse filter mesh size 800 mm GP = Transmission pump

Q = 45 l/min, at nengine = 1500 min-1; 16+3bar

FT Filter

Filtration ratio acc. to ISO 4572: ß30 ³ 20 ß10 ³ 1.5

Min. filter surface: 2780 cm2 Min. dust capacity acc. to ISO 4572 : 19 g HVD = Main pressure valve (control pressure valve) 16+3bar WSV = Converter safety valve 11+2bar SKR = Lubrication of KR clutch

WT = Heat exchanger (not included in ZF's delivery scope) Y1 = Proportional valve Y1 clutch KV

Y2 = Proportional valve Y2 clutch KR Y3 = Proportional valve Y2 clutch KC Y4 = Proportional valve Y4 clutch KD Y5 = Proportional valve Y5 clutch KE KV = KV clutch - forward

KR = KR clutch - reverse KC = KC clutch - 1st gear KD = KD clutch - 2nd gear KE = KE clutch - 3rd gear TCU = Transmission control unit

Encoding

Druckregler unter Spannung Geschaltete Kupplungen Fahrtrichtung Gang Y1 Y2 Y3 Y4 Y5 N Vorwärts 1 KV KC 2 KV KD 3 KV KE Rückwärts 1 KR KC 2 KR KD 3 KR KE Geschaltete Kupplung KV KR KC KD KE Lfd.-Nr.: der Messstellen 55 53 58 56 57

(44)

GF GP FT HDV WSV SKR WT Y2 Y1 Display TCU

Inch pedal signal 1 Inch pedal signal 2

Y4

Y5 Y3

Main oil circuit

Oil sump Converter

Oil temperature after the converter Oil sump temperature (option)

Legend:

= Main pressure

= Controlled main pressure = Converter input pressure = Lubrication

= Return flow into the tank = Current

Lubrication Turbine speed

Output speed

Speed central gear chain Engine speed

Park brake feedback signal Inch enable signal

67 51 63 16 15 64 Table-5 / Page 2 of 2

(45)

View sense of rotation-

_{1st gear forward}

_{2nd gear forward}

_{3rd gear forward}

KV

AN

KR/PTO

KD

KE

KC

AB

KV AN/KR KD KC KE AB KV AN/KR KD KC KE AB KV AN/KR KD KC KE AB

(46)

Driving direction Gear Clutch 1 KV/KC 2 KV/KD Forward 3 KV/KE 1 KR/KC 2 KR/KD Reverse

3 KR/KE Table-6 / Page 2 of 2

Legend: KV = Forward clutch KR = Reverse clutch KC = 1st gear clutch KD = 2nd gear clutch KE = 2rd gear clutch AN = Input AB = Output KV AN/KR KD KC KE AB KV AN/KR KD KC KE AB KV AN/KR KD KC KE AB

(47)

AUSGABE

GANG VORWAERTS NEUTRAL

1 2 3 4 1 2 3 4 RUECKW AD1 AD2 AD3 AD4 AD5 AD6 AD7 1 2 3 4 B1 B2 B3 V R AS (-) (+) (+)

CODING CONTROLLER

CONNECTION DIAGRAM CONTROLLER

K1 = RELAY STARTER INTERLOCK K2 =

A1 = A2 =

RELAY REVERSING LIGHTS ELECTRONIC UNIT EST-37 CONTROLLER F N R X2 X1 A B C D A B C D KD X1 : B X1 : A X1 : B X1 : C X1 : D D N D X1 : C X2 : A A2 A1 K1 K2 B1 B2 B3 V R AS N Type plate

Lever for mechanical Neutralinterlock

In position (Neutral), F-R not switchable

Gear possssitions Type plate

AD1 (B1) AD2 (B2) AD3 (B3) AD4 AD5 ED1 (+/VP) SW GN BL RT GE RS AD6 (N) GR X1 X2 S5 2 1 S4 2 1 S3 2 3 1 S2 2 3 1 S1 2 3 1 S6 2 1 AD7 (KD) VI (VORWAERTS) (RUECKWAERTS) D C B A A B C D

CIRCUIT DIAGRAM CONTROLLER

S

A

M

P

L

E

Legend: F = Forward N = Neutral R = Reverse

D = Mechanical neutral interlock 1 = 1st speed 2 = 2nd speed 3 = 3rd speed 4 = 4th speed STEUERUNG V NR. STUECKL. 0501 210 148 12/24 DW-3 F N R

(48)

TABLE-8

ITEM LEGEND

A1 Electric control unit EST-65 A2 Shift lever DW-3

A5 Diagnostics (interface) A6 Display (optional)

A7 CAN interface (connector) B1 Speed sensor - engine B2 Speed sensor - turbine

B3 Speed sensor - central gear chain B4 Speed sensor - output

B5 Hall angle sensor for inch pedal

F1 Fuse 7.5 A

F2 Fuse 7.5 A

S2 Switch enable clutch cut of S3 Switch select Automatic/Manual S31 Switch feedback parking brake T1 After converter temperature sensor Y1 Proportional valve KV

Y2 Proportional valve KR Y3 Proportional valve KC Y4 Proportional valve KD Y5 Proportional valve KE

(49)

S A

M

P L

E

23 68 VPEI VPE2 1 2 Mini Timer 2-pin 6029 199 011 4 3 2 11 JPT 4-pin 6029 199 076 A7 26 27 28 1 2 25 VM2 CAN_L CAN_T VGS VM1 1 2 4 Kl.31 SDDK EUPR SD1 AIP1 AIP2 AIP4 AIP5 ER2 VMGA2 VPS1 VPS1 68-pin 6029 199 063 1 2 22 46 23 24 45 A1 15 2 18 14 4 56 10 55 9 49 46 12 13 T1 KR Y2 KV Y1 1 2 1 2 1 2 1 2 KC Y3 KE _Y4 1 3 A5 A6 1 3 4 OPTIONAL 6 3 5 2 4 1 Mini 6-pin 6029 199 074 Kl.31/1.6 Twisted wires - 30 windings per meter to a max. of 2 meters

Pin connections corresponding to the connector

1 2 3 B4 1 2 3 Superseal 3-pin 6029 199 071 4 62 VMG2 EF4 45 VPI 43 X2 / B 67 X2 / D 64 X2 / C 63 X1 / A 65 X1 / B 22 X1 / D 47 48 CANAPE H CANAPE L A2 X2 / A VP V N R B1 B2 KD 41 42 2 2 B2 1 B3 EF2 VGM1 EF3 3 1 19 2 B1 1 EF1 66 ED9 P 1 2 29 21 30 ED11 Ed10 ED12

S2 S3 S31S32 AIP3 32 1 2 Y5 KD 1 2 Mini Timer 2-pin 6029 199 011 B A Metripack Codierung: grau 2-pin 6029 601 211 AU1 61 B5 1 6 7 37 38 24 AU1 Eu1 Eu2 VMGA1

(50)

Fault Code (hex)

MEANING OF THE FAULT CODE

possible reason for fault detection

reaction of the TCU possible steps to repair remarks

11 LOGICAL ERROR AT GEAR RANGE SIGNAL

TCU detected a wrong signal combination for the gear range

• cable from shift lever to TCU is broken • cable is defective and is contacted to

battery voltage or vehicle ground

• shift lever is defective

TCU shifts transmission to neutral

OP-Mode: transmission shutdown

• check the cables from TCU to shift lever • check signal combinations of shift lever

positions for gear range

failure cannot be detected in systems with DW2/DW3 shift lever

fault is taken back if TCU detects a valid signal for the position

12 LOGICAL ERROR AT DIRECTION SELECT

SIGNAL

TCU detected a wrong signal combination for the direction

• cable from shift lever to TCU is broken • cable is defective and is contacted to

battery voltage or vehicle ground

• shift lever is defective

TCU shifts transmission to neutral

OP-Mode: transmission shutdown

• check the cables from TCU to shift lever • check signal combinations of shift lever

positions F-N-R

fault is taken back if TCU detects a valid signal for the direction at the shift lever

25 S.C. TO BATTERY VOLTAGE OR O.C. AT

TRANSMISSION SUMP TEMPERATURE SENSOR INPUT

the measured voltage is too high: • cable is defective and is contacted to

battery voltage

• cable has no connection to TCU • temperature sensor has an internal

defect

• connector pin is contacted to battery

voltage or is broken

no reaction,

TCU uses default temperature OP-Mode: normal

• check the cable from TCU to the sensor • check the connectors

• check the temperature sensor

26 S.C. TO GROUND AT TRANSMISSION SUMP

TEMPERATURE SENSOR INPUT

the measured voltage is too low: • cable is defective and is contacted to

vehicle ground

• temperature sensor has an internal

defect

no reaction,

(51)

Code (hex)

possible reason for fault detection

• connector pin is contacted to vehicle

ground

RETARDER /TORQUECONVERTER

TEMPERATURE SENSOR INPUT

the measured voltage is too high: • cable is defective and is contacted to

battery voltage

• cable has no connection to TCU • temperature sensor has an internal

defect

• connector pin is contacted to battery

voltage or is broken

no reaction,

28 S.C. TO GROUND AT RETARDER /

TORQUECONVERTER TEMPERATURE

SENSOR INPUT

the measured voltage is too low: • cable is defective and is contacted to

vehicle ground

• temperature sensor has an internal

defect

• connector pin is contacted to vehicle

ground

no reaction,

2B INCHSENSOR-SIGNAL MISMATCH

the measured voltage from CCO and CCO2 signal don’t match:

• cable is defective

• sensor has an internal defect

During inching mode: TCU shifts to neutral

While not inching: no change OP-Mode: normal

• check sensor

ENGINE SPEED INPUT

TCU measures a voltage higher than 7.00 V at speed input pin

• cable is defective and is contacted to

battery voltage

• cable has no connection to TCU

OP-Mode: substitute clutch control

ZF 3WG-94 transmission

ZF – ERGOPOWER

TRANSMISSION

3 WG-94 EC

TECHNICAL DATA

DESCRIPTION

OPERATION

MAINTENANCE

DIAGNOSTIC SYSTEMS

Preface

TABLE OF CONTENTS

ANNEX consisting of:

Tables 3 WG-94 :

TECHNICAL DATA

Transmission ratio (mechanical)*

LABELING OF IDENTIFICATION PLATE FOR

ZF-POWERSHIFT TRANSMISSIONS

INFORMATION ON SPARE PARTS ORDERING:

IMPORTANT INSTRUCTIONS

I.

DESCRIPTION

Overall system of EST-65

II. INSTALLATION INSTRUCTIONS

III. OPERATION

IV. MAINTENANCE