Professional Documents
Culture Documents
ZF ERGOPOWER TRANSMISSION
4 WG-310
TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS
ZF Passau GmbH
Donaustr. 25 - 71
D - 94034 Passau
Edition: 2000/05
Subject to changes w/o notice !
ERGOPOWER
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und Achssysteme
1. Edition
ERGOPOWER
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und Achssysteme
Preface
The present Documentation has been developped for skilled personnel which has been trained
by the ZF for the Maintenance and Repair operations on ZF-units.
However, because of technical development of the product, the Maintenance and Repair of the
unit in your hands may require differing steps as well as also different setting and test data.
This Manual is based on the technical state at the printing.
At the preparation, every possible care has been taken to avoid errors.
However, we are not liable for possible mistakes concerning the representation and the description.
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, impro-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 Vehicle Manufacturer.
Important Informations concerning the technical reliability and reliability in service are accentuated by the following Symbols:
Valid for Instructions which must be observed at the Maintenance, the Performance or the Operation of the vehicle !
Is inserted at working and operating procedures which have to be exactly respected to avoid a damage or destruction of the unit or to exclude a danger to
persons !
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TECHNICAL DATA
Engine power:
max. KW
------------------------------
310*
Turbine moment:
max. Nm
------------------------------
2 750*
Engine speed:
2 500*
------------------------------
2,0 to 3,0
Nm
n
-----------------------------------------------------------
1 200
1 x nEngine
kg about
------------------------------
750**
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Transmission accessories:
Upon request, the transmissions can be additionally equipped with the following components:
- Emergency steering pump with a feed rate of 16 cm 3/rev. or 32 cm 3/rev.
- Electronic speedometer signal, here the Electronic unit EST-37 offers a speedometer signal.
- Inching speed valve (Inching valve).
SPEED
1
2
3
4
1
2
3
DRIVING
DIRECTION
Forward
Forward
Forward
Forward
Reverse
Reverse
Reverse
Ratio
5,350
2,206
0,969
0,246
5,350
2,206
0,969
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IMPORTANT INSTRUCTIONS
Oil level check (see 4.2):
In the cold start phase, the engine must be running about 2 3 minutes at idling
speed and the marking on the oil dipstick must then be lying above the cold start
mark.
The oil level check in the transmission must be carried out at engine idling speed
and operating temperature of the transmission (80 to 90 C).
At stationary engine, the oil level in the transmission is rising essentially, according to the installation conditions !
At every oil change, the ZF-Fine filter must be exchanged. In addition, ZF recommends to start the autonomous calibration of the shifting elements (AEB).
The independent calibration of the shifting elements (AEB) must be started after
the initial installation of the transmission and the Electronics in the vehicle at the
Vehicle Manufacturer and after every replacement of the transmission, the electrohydraulic control or the TCU in case of a failure.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be engaged or the service brake be actuated, to prevent the vehicle from rolling.
Prior to every start off, loosen the parking brake.
The engagement of the speed out of Neutral is only possible under the programmed 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):
In the speeds, released for the direct reversing, as a rule in the speeds 1 F 1 R
and 2 F 2 R , it is possible to reverse directly at any time. Reversings in the
speeds 3 and 4 are realized dependent on the driving speed, the permitted reversing speed is then normally the maximum speed of the 2nd speed.
- Beyond the programmed reversing limit, the vehicle will be braked down by
the Electronic unit EST-37 by downshiftings, and only then the reversing is
carried out into the correspondingly preselected gear.
- Below the permitted speed, the reversing will be carried out.
The programming is customized and can therefore be different from the standard. Therefore, the exact procedure must be taken from the Operating Instructions of the respective Vehicle Manufacturer !
9
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At stopped engine, there is on the Controller, despite a preselected gear, no power flow between transmission and engine, i.e. the transmission is in the idling
position.
The parking brake must therefore be completely actuated !
When leaving the vehicle, secure it additionally by brake blocks !
The towing speed must in no case be higher than 10 km/h, the towing distance
not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission
will be damaged due to insufficient oil supply !
At a longer distance, the best solution would be to transport the defective vehicle
with a Low loader.
Operating temperature behind the converter at least 65 and 100 C in continuous operation, a short-time increase up to max. 120 C is permitted.
Temperature in the sump 60 - 90 C.
In case of irregularities on the transmission, put the vehicle out of service and
ask for Specialists.
Protective measures for the ZF-Electronics at electrical operations on the vehicle:
At the following operations, the ignition must be switched off and the control
unit plug must be pulled off from the ZF-Electronics:
At any kind of electrical operations on the vehicle.
At welding operations on the vehicle.
At insulation tests on the electric system.
10
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I.
DESCRIPTION
1.1
Turbine
wheel
TT
From
engine
TP = Torque pump
wheel
TT = Torque turbine wheel
TR = Torque reaction member
(Reaction
wheel)
TP
To
gearbox
Condition at the
time of starting
1,5
<1,5
<2,5
Intermediate
condition
Condition in the
coupling point
TR
Reaction element
(Reaction wheel)
2,5
NT = 0
Vehicle standing still
nT =
<n
Mot
nT = 0,8 n Mot
Figure-No. 1.1
The converter is working according to the Trilok-System, i.e. it assumes at high turbine speed
the characteristics, and with it the favourable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favourable operating
conditions are obtained for each installation case.
The Torque converter is composed of 3 main components:
Impeller Turbine wheel Stator (Reaction member)
These 3 impellers are arranged in such a ring-shaped system that the fluid is streaming
through the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In this
way, the converter can fulfill its task to multiply the torque of the engine and at the same time,
the heat created in the converter is dissipated via the escaping oil.
The oil which is streaming out of the impeller, enters the turbine wheel and is there reversed
in the direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft is receiving a more or less high reaction torque.
The stator (reaction member), following the turbine, has the task to reverse the oil streaming
out of the turbine once more and to deliver it under the suitable discharge direction to the impeller.
11
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Powershift transmission:
The multi-speed reversing transmission in countershaft design is power shiftable by hydrauli-cally actuated multidisk clutches.
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Coarse filter:
Mesh width
Filter surface
450 m
1000 cm2
ZF-Fine filter:
Filtration ratio according to ISO 4572:
Filter surface at least:
Dust capacity according to ISO 4572 at least:
30 > 75 15 = 25 10 = 5.0
2 x 6700 cm2 = 13 400 cm2
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 pressure reducing valve. The pressure oil (16+2 bar) is directed via the follow-on slide to the
respective clutch.
Due to the direct proportional selection with separated pressure modulation for each clutch,
the pressures to the clutches, which are engaged in the gear change, will be controlled. In this
way, a hydraulic intersection of the clutches to be engaged and disengaged becomes possible.
This is creating spontaneous shiftings without traction force interruption.
At the shifting, the following criteria will be considered:
-
The main pressure valve is limiting the max. control pressure to 16+2 bar and releases the
main stream to the converter and lubricating circuit.
In the inlet to the converter, a converter safety valve is installed which protects the converter
from high internal pressures (opening pressure 8,5 bar).
Within the converter, the oil serves to transmit the power according to the well-known hydrodynamic principle (see Chapter Torque converter 1.1).
To avoid cavitation, the converter must be always completely filled with oil.
This is achieved by a converter pressure back-up valve, rear-mounted to the converter, with an
opening pressure of at least 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 Installation specification for hydrodynamic powershift transmissions by the Customer on his own
responsibility.
The heat exchanger is not within the scope of supply of the ZF Passau GmbH.
From the heat exchanger, the oil is directed to the transmission and there to the lubricating oil
circuit, so that all lubricating points are supplied with cooled oil.
In the Electrohydraulic control unit are 6 pressure regulators installed see Table 6.
The allocation of the pressure regulators to the single speeds can be seen on the Tables 4 and
5.
13
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ERGOPOWER
1.4
Controller
1.4.1 General:
Due to the great number of the available Controllers, the precise Technical Data
must be taken from the respective installation drawing.
Gear positions
Type plate
F
F
N
R
Figure-No.: 1.4.2
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ERGOPOWER
Controller ERGO II
+
N
Figure-No.:1.4.3
1.5
Display
1.5.1 General:
The Display can be used with all Controller types, e.g. with the DW-3 or ERGO II for Wheel
loaders, Lift trucks, RoRo trucks as well as with the VTS-3, SG-6 or D7 for Cranes, Dumpers,
Graders and Rail vehicles.
1.5.2 Possible Indications on the Display
Display
ed
bc
left
Side
central
Side
right
Side
Figure-No.: 1.5.2
15
ERGOPOWER
Spec. charact.
a, f
b, c, d, e
g
h
Left Side
Central and
Right Side
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V:
N:
R:
Forward
Neutral
Reverse
Display 1, 2, 3, 4
Error display:
16
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Warning display:
Warning
code
WT
WS
WE
Display PN
Warning
Temperature behind Converter
Temperature in the Sump
Engine speed
Priority
1
2
3
After the release of the parking brake, the vehicle begins to roll.
F or R flashing
Display EE
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GERMAN
ENGLISH
This Diagnostic and Trouble shooting Specification can be requested under the following address:
ZF Passau GmbH
Abt. ASPL
Donaustr. 25 71
94034 Passau
1.6
Geschftsbereich
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und Achssysteme
ERGOPOWER
The Control units can be programmed customized and vehicle-specific in a large spectrum,
Control parameter can be logically chained, and also Special functions such as gear limitation,
Converter or Retarder functions can be integrated.
Because of the great number of available TCU, the precise Technical Data must be
taken from the corresponding Installation drawing.
90
90
90
90
Figure-No..: 1.6 B1
100
100
209
50
ZF-Type plate
Figure-No.: 1.6 B2
19
ERGOPOWER
1.7
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The installation position of the TCU can be at random. As an advantage, the ZF recommends the Version illustrated in the Figure-No.: 1.6 B1.
The installation of the TCU must be realized on a protected point in the cabin.
An overfloating with water must be excluded. Besides, the penetration of water via
the plug connection must be prevented by corresponding measures on the cable harness.
1.7.1 General:
20
ERGOPOWER
1.7.3
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The AEB has the task to compensate tolerances (plate clearance and pressure level) which are
influencing the filling procedure of the clutches. For each clutch, the correct filling parameters
are determined in one test cycle for:
The filling parameters are stored, together with the AEB-Program and the driving program in
the transmission electronics. Because the Electronics will be separately supplied, the AEBCycle must be started only after the installation of both components in the vehicle, thus ensuring the correct mating (Transmission and Electronics).
At any rate, the AEB-Cycle must be carried out at the Vehicle Manufacturer prior to the
commissioning of the vehicles.
It is imperative, to respect the following Test conditions:
Shifting position Neutral
Engine in idling speed
Parking brake actuated
Transmission in operating temperature
After a replacement of the transmission, the electrohydraulic control or the TCU in the
vehicle, the AEB-Cycle must be as well carried out again.
The AEB-Cycle continues for about 3 to 4 minutes. The determined filling parameters are
stored in the EEProm of the Electronics. In this way, the error message F6 shown on the Display will be cancelled also at non-performed AEB.
For the start of the AEB-Cycle, there are principally two possibilities:
1. Start of the AEB by separate Tools which are connected on the diagnostic port
of the wiring.
Following Tools for the AEB start will be offered by the ZF Service.:
- Mobidig 2001
(see Point 5.2 Diagnostic systems)
- Testmann
(see Point 5.3 Diagnostic systems)
- AEB Starter
Order-No.:
0501 211 778
The Special Tool, developped by the ZF for it can be
used only for the starting of the AEB !
(see Figure-No.: 1.7.3)
Figure-No.: 1.7.3
22
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At the operating of the transmission, the paper friction linings, installed in the Ergopower transmissions are settling, i.e. the plate clearance becomes creater.
Because these settling appearances can affect the shifting quality, ZF recommends to
repeat the AEB-Cycle at the Maintenance intervals (see 4.3.1).
The downshifting from the second speed (mode manual) into the first speed is
performed at the first actuation.
At a second actuation, the upshifting from the first speed into the second speed
follows again.
The range limitation on the actual speed will be performed at the first actuation,
after a second actuation, the full range is existing again.
Down-Shift Button - 3:
Function:
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At the same time, an important part of the engine power for the output of the hydraulic system
is at disposal by the high engine speed. The operation is realized via a separate inching pedal.
With increasing pedal travel, the driver can reduce the driving speed. The special Software is
regulating the pressure in the driving direction clutch in such a way that the driving speed will
be adjusted on the inching pedal according to the setting. A clutch overload will be prevented
by an integrated protection.
1.7.7 Special functions
According to the desires of the Vehicle Manufacturer, further additional functions can be programmed. Functions such as can be realized:
*
*
*
*
*
Further available Special function upon request after contact with the ZF.
24
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Responsible for the correct installation of the transmission is the Vehicle Manufacturer.
ZF does not admit any guarantee or warranty claims for damages
which has been caused by a faulty installation.
In order to assist the Customer in case of new, resp. initial applications, the ZF carries out by
authorized personnel a transmission installation check. On this occasion, all transmissionspecific installation features are examined and the Vehicle Manufacturer, resp. the Equipment
Manufacturer will be informed about the encountered defects.
At improperly installation, ZF reserves itself the right to acknowledge no guarantee for the
installed ZF-Products.
For damages, caused by defects for which the Vehicle Manufacturer is responsible, and could
not be discovered at the installation examination by ZF-Personnel, the Vehicle Manufacturer
alone is liable.
ZF Passau GmbH
Abt. ASPL
Donaustr. 25 71
94034 Passau
25
ERGOPOWER
III.
3.1
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OPERATION
Driving preparation and Maintenance:
Prior to the commissioning of the transmission, take care that the prescribed oil grade will be
filled in with the correct quantity. At the initial filling of the transmission has to be considered
that the oil cooler, the pressure filter as well as the pipes must get filled with oil.
According to these cavities, the quantity of oil to be filled in, is greater than at the later oil fillings in the course of the usual Maintenance service.
Because the converter and also the heat exchanger, installed in the vehicle, as well as
the pipes can empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission (see Chapter Oil level check 4.2).
At the oil level check, the prescribed safety directions according to 6 of the
regulations for the prevention of accidents for power plants in Germany, and in
all other countries, the respective national regulations have to be absolutely
observed.
For example, the vehicle has to be secured against rolling by blocks, articulated
vehicles additionally against unintended turning-in.
3.2
- Neutral position:
Neutral position will be selected via the Controller.
After the ignition is switched on, the electronics remains in the waiting state. By the
position
NEUTRAL of the Controller, resp. by pressing the pushbutton NEUTRAL, the EST-37
becomes ready for operation.
Now, a gear can be engaged.
- Starting:
The starting of the engine has always to be carried out in the NEUTRAL POSITION of the
Controller.
For safety reasons it is to recommend to brake the vehicle securely in position with the 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.
27
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At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
Upshifting under load.
Upshifting under load will be then realized if the vehicle can continue to accelerate by it.
Downshifting under load.
Downshifting under load will be then realized if more traction force is needed.
Upshifting in overrunning condition.
In the overrunning mode, the upshifting will be suppressed by accelerator pedal idling position , if the speed of the vehicle on a downgrade should not be further increased.
Downshifting in overrunning condition.
Downshifting in overrunning mode will be then carried out if the vehicle should be
retaded.
Reversing
See important Note Page 9.
If the vehicle will be stopped and is standing with running engine and engaged transmission,
the engine cannot be stalled. On a level and horizontal roadway it is possible that the vehicle
begins to crawl, because the engine is creating at idling speed a slight drag torque via the converter.
It is convenient to brake the vehicle at every stop securely in position with the parking brake.
At longer stops, the Controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a converter transmission it might not immediately be noted to have forgotten this quite normal operating step because a converter, due to its high ratio, can easily overcome the braking torque of
the parking brake.
Temperature increases in the converter oil as well as overheated brakes will be the consequences to be find out later.
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not
admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
3.3
Cold start:
At an oil temperature in the shifting circuit < -12 C, the transmission must be warmed-up for
some minutes.
This must be carried out in Neutral with an increased engine speed (about 1500 min-1).
Until this oil temperature is reached, the Electronics remains in Neutral, and the symbol of the
cold start phase will be indicated on the ZF-Display.
Indication on the Display :
After the indication on the ZF-Display is extinguished, the full driving programm can be utilized out of NEUTRAL.
28
ERGOPOWER
3.4
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A manual intervention into the automatic shift sequence is only then practical if the roadway
condition or the configuration of the ground is suitable.
3.5
Since due to the converter there is no rigid connection existing from the engine to the axle, it
is recommended to secure the vehicle on upgrades, resp. downgrades against unintended rolling not only by applying the parking brake but additionally by a block on the wheel, if the
driver has the intention to leave the vehicle.
3.6
Towing:
Oil temperature:
The oil temperature in the transmission sump is monitored by a temperature sensor in the electrohydraulic control unit.
The service temperature in the sump of 60 - 90 C must not be exceeded (indication appears
on the Display in the cabine) !
At a trouble-free unit and an adequate driving mode, a higher temperature will not occour. If
the temperature is rising above 90 C, the vehicle has to be stopped and controlled for external
oil loss and the engine must run with a speed of 1200 1500 min-1 at NEUTRAL POSITION
of the transmission.
Now, the temperature must drop quickly (in about 2 3 minutes) to normal values. If this is
not the case, there is a trouble pending, which must be eliminated prior to continue working.
The monitoring of the oil temperature is additionally realized behind the converter with an
indication on the ZF-Display or analog in the INFOCENTER.
Operating temperature behind the converter at least 65 C and 100 C in continuous operation,
a short-time increase up to max. 120 C is permitted.
The temperature is measured on the measuring point 63
(see Schedule of measuring points Table-4 and 6) !
29
ERGOPOWER
IV.
4.1.
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MAINTENANCE
Oil grade:
Permitted for the Powershift transmissions 4 WG-310 are oils according to ZF-List
of lubricants TE-ML 03.
This List of lubricants will be updated every two years and can be requested, resp.
inspected as follows:
- At all ZF-Plants
- At all ZF-Service Stations
- Internet http://www.zf.com
4.2
Informationen/Tech. Informationen
If the oil level has dropped in operating temperature condition below the HOT
Zone, it is absolutely necessary to replenish oil according to the ZF-List of lubricants
TE-ML-03.
An oil level above the HOT marking, is leading to a too high oil temperature.
The oil dipstick and the oil filler tube can have different lengths and shapes, according to the Transmission version. Besides, the mounting on the transmission can be
optionally realized on the converter side or on the output side.(In this Illustration, the
mounting of the oil dipstick is illustrated on the output side).
31
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ERGOPOWER
3
K1
KV
K2
KR
K3
K4
2
4
1
Figure-No.: 4.2 B1
Legend:
1
2
3
4
=
=
=
=
MIEASURED AT LOW
IDLING-NEUTRAL
HOT
COLD
ZONE
HOT
Figure-No.: 4.2 B2
4.3
4.3.1
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(Sump capacity, external oil capacities e.g. in the heat exchanger, in the lines etc. are
dependent on the vehicle).
The indicated value is a guide value.
-
At the initial filling of the transmission has to be considered that the heat exchanger,
the pressure filter as well as the pipes must get filled with oil.
According to these cavities, the oil capacity to be filled in is greater than at the later
oil fillings in the course of the usual Maintenance service.
The filters are installed separately from the transmission in the vehicle !
Treat the filter carefully at the installation, the transport and the storage !
Damaged filters must no more be installed !
The filter differential pressure valve (bypass valve) is equipped with a maintenanceswitch (opening switch) which is informing the driver about the contamination of
the ZF-Fine filter.
At the lighting up of the symbol, the ZF-Fine filter must be replaced.
33
ERGOPOWER
V.
ZF-DIAGNOSTIC SYSTEMS
5.1
General:
Geschftsbereich
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The Control electronics EST-37 for the Transmission Series Ergopower is equipped with a
diagnostic package, which makes the Trouble shouting and the Repair of damages easier for
the Service.
The Electronics is able to monitor the states of certain inputs and outputs.
If the Electronics recognizes at it an error, it stores an error code in the fault storage
(EEPROM) and is transmitting the error code also to the vehicle controller of the Vehicle Manufacturer.
The ZF-Diagnostic and Programming systems MOBIDIG-2001 (see 5.2) and LAPTOPVersion (see 5.3) are needed for the following applications:
Diagnosis
AEB
Testing Inputs and Outputs -
Additionally for the Diagnosis can be used the Multi-System 5000 (see 5.4) with corresponding sensor system for pressure, temperature, speed, through-flow, current transformer etc.
5.2
ZF - MOBIDIG 2001
The ZF-Diagnostic system MOBIDIG 2001 is only reserved to ZF-Service Stations.
All necessary, transmission-specific Data for a quick and comprehensive Diagnosis
can be retrieved with this Diagnostic system.
The Data are stored on CD-Rom and will be updated 2 3 times a year.
It is universally to be used for all diagnosis-capable ZF-Vehicle systems.
6008 307 001
Figure-No.: 5.2
35
ERGOPOWER
5.3
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Laptop Version:
Specialized Dealers
Basic-Software
Testman WIN 95/98 or NT
6008 308 901
RS-232 Connecting cable
Laptop DPA-04I
6008 308 601
Programming adapter
DPA-04I
Diagnostic set
5870 221 179
WIN 95/98
or
NT
Adapter cable
DPA-04I EST-37
6029 017 005
Diagnostic Software WG-310
6008 308 007
GERMAN
ENGLISH
FRENCH
Figure-No.:5.3
36
ERGOPOWER
5.4
Geschftsbereich
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und Achssysteme
ZF-Multi-System 5000:
Multi- System 5000
Measuring box with corresponding sensor system for pressure, temperature and speed without
printer.
5870 221 280
Multi- System 5000
Measuring box with corresponding sensor system for pressure, temperature and speed with
printer.
5870 221 281
Multi - System 5000
Portable measuring instrument without accessories.
5870 221 250
Accessories:
Sensor system for through-flow, current transformer etc.
Current transformer:
Figure-No.: 5.4
37
ERGOPOWER
38
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und Achssysteme
ERGOPOWER
Geschftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
APPENDIX
TABLE 1 TO 11
39
L A Y O U T 4 W G -3 1 0
T A B L E -1
1
=
3
=
4
=
5
=
=
=
1 0 =
1 1 =
1 2 =
1 3 =
5
6
7
8
9
1 0
1 3
1 2
1 1
IN S T A L L A T IO N V IE W
F R O N T V IE W
T A B L E 2 A
1
=
3
=
4
=
5
=
6
=
7
=
9
1 0 =
4 W G -3 1 0 D IR E C T M O U N T IN G
1
3
2
L iftin g lu g s
B re a th e r
E le c tro h y d ra u lic s h ift c o n tro l
D ia p h ra g m s D ire c t m o u n tin g
C o n v e rte r
O u tp u t fla n g e (c o n v e rte r-s id e )
C o a rs e filte r
O il d ra in p lu g
A tta c h m e n t p o s s ib ility fo r O il fille r tu b e w ith O il d ip s tic k (c o n v e rte r-s id e )
O il fille r tu b e w ith O il d ip s tic k (re a r-s id e )
1 0
IN S T A L L A T IO N V IE W
S ID E V IE W
T A B L E -2 B
1
=
3
=
4
=
5
=
6
=
7
=
9
=
=
1 0 =
1 1 =
1 2 =
1 3 =
D ia p h ra g m s fo r D ire c t m o u n tin g
C o n v e rte r
C o n v e rte r b e ll
L iftin g lu g
B re a th e r
E le c tro h y d ra u lic s h ift c o n tro l
O u tp u t fla n g e (re a r-s id e )
O il fille r tu b e w ith O il d ip s tic k (re a r-s id e )
C o v e r
G e a rb o x h o u s in g
O u tp u t fla n g e (c o n v e rte r-s id e )
T ra n s m is s io n s u s p e n s io n M 2 0
A s s e m b ly o p e n in g
4 W G -3 1 0
D IR E C T M O U N T IN G
1
1 3
1 2
8
1 1
1 0
IN S T A L L A T IO N V IE W
R E A R V IE W
T A B L E -2 C
1
=
3
=
4
=
5
=
=
=
9
6
=
=
1 0 =
1 1 =
1 2 =
1 3 =
1 4 =
1 5 =
4 W G -3 1 0
1 . P o w e r ta k e -o ff
P re s s u re lin e C lu tc h K V
2 nd. P o w e r ta k e -o ff
L iftin g lu g
P re s s u re o il lin e C lu tc h K 1
P re s s u re o il lin e C lu tc h K 4
P re s s u re o il lin e C lu tc h K 3
L u b ric a tin g o il lin e S 1 C lu tc h K R /K 2
A tta c h m e n t p o s s ib ility fo r E m e rg e n c y s te e rin g p u m p
O il fille r tu b e w ith O il d ip s tic k
M o d e l Id e n tific a tio n P la te
O u tp u t fla n g e (re a r-s id e )
L u b ric a tin g o il lin e S 2 C lu tc h K 4 /K 3
P re s s u re o il lin e C lu tc h K R
P re s s u re o il lin e C lu tc h K 2
3
2
5
1 5
6
K 1
K V
1 4
K 2
K R
1 3
K 3
8
K 4
9
1 2
1 0
1 1
IN S T A L L A T IO N V IE W
F R O N T V IE W
T A B L E -3 A
1
=
3
=
4
=
5
=
=
=
1 0 =
4 W G -3 1 0 S E P A R A T E IN S T A L L A T IO N
1
L iftin g lu g
B re a th e r
E le c tro h y d ra u lic s h ift c o n tro l
In p u t fla n g e In p u t v ia U n iv e rs a l s h a ft
6
4 th P o w e r t a k e - o f f
T ra n s m is s io n s u s p e n s io n M 2 0
O u tp u t fla n g e (c o n v e rte r-s id e )
C o a rs e filte r
O il d ra in p lu g
A tta c h m e n t p o s s ib ility fo r a n O il fille r tu b e w ith O il d ip s tic k (c o n v e rte r-s id e )
1 0
9
IN S T A L L A T IO N V IE W
S ID E V IE W
T A B L E -3 B
1
=
3
=
4
=
5
=
6
1 0 =
1 1 =
1 2 =
1 3 =
1 4 =
4 W G -3 1 0 S E P A R A T E IN S T A L L A T IO N
7
8
1 4
1 3
1 2
1 1
1 0
IN S T A L L A T IO N V IE W
R E A R V IE W
T A B L E -3 C
4 W G -3 1 0 S E P A R A T E IN S T A L L A T IO N
1
3
2
1 6
1
=
3
=
2
=
5
P
L
P
=
=
9
P
L
=
1 0 =
1 1 =
1 2 =
1 3 =
1 4 =
1 5 =
1 6 =
E
D
S
O
M
O
L
3
P
P
P o w e r ta k e -o ff
re s s u re o il lin e C lu tc h K V
n d
P o w e r ta k e -o ff
iftin g lu g
re s s u re o il lin e C lu tc h K 1
re s s u re o il lin e C lu tc h K 4
re s s u re o il lin e C lu tc h K 3
u b ric a tin g o il lin e S 1 C lu tc
m e rg e n c y s te e rin g p u m p
= C o n n e c tio n P re s s u re lin e
= C o n n e c tio n S u c tio n lin e M
il fille r tu b e w ith O il d ip s tic k
o d e l Id e n tific a tio n P la te
u tp u t fla n g e (re a r-s id e )
u b ric a tin g o il lin e S 2 C lu tc
re s s u re o il lin e C lu tc h K R
re s s u re o il lin e C lu tc h K 2
rd
P o w e r ta k e -o ff
5
1 5
6
K 1
h K R /K 2
M 2 2 x 1 ,5
3 3 x 2
K V
1 4
K 2
K R
K 3
1 3
8
K 4
h K 4 /K 3
1 2
1 0
1 1
S C H E D U L E O F M E A S U R IN G P O IN T S A N D C O N N E C T IO N S
T A B L E -4
T H E M A R K E D P O S I T I O N S ( e .g . 5 3 ) C O R R E S P O N D W I T H T H E P O S I T I O N S O N T H E T A B L E 5 !
T H E M E A S U R E M E N T S H A V E T O B E C A R R IE D O U T A T H O T T R A N S M IS S IO N (a b o u t 8 0 - 9 0 C ) !
N o .
D E N O M IN A T IO N O F T H E P O S IT IO N
5 3
M E A S U R IN G
5 1
5 2
5 5
5 6
=
=
5 7
5 8
6 0
6 3
=
=
6 5
1 0
1 5
2 8
2 9
=
4 9
3 0
3 6
6 8
6 9
N T O F T H
D T H E C O
H F O R W A
H R E V E R
H 1 6 + 2 b a
H 1 6 + 2 b a
H 1 6 + 2 b a
H 1 6 + 2 b a
D T H E C O
R A T U R E
M P R E S S U
P O IN T S F O R P R E S S U R E O IL A N D T E M P E R A T U R E :
E C
N V
R D
S E
O N
E R
1 6
1 6
V
T E
+ 2
+ 2
E R T E R O P E N I N G P R E S S U R E 8 ,5 b a r
R O P E N IN G P R E S S U R E
5 b a r
b a r
K V
b a r
K R
r
K 1
r
K 2
r
K 3
r
K 4
N V E R T E R
1 0 0 C , S H O R T -T IM E 1 2 0 C
R E 1 6 + 2 b a r
=
1 3
M 1
M 1
M 1
M 1
M 1
M 1
M 1
M 1
M 1
0 x
4 x
0 x
0 x
0 x
0 x
0 x
0 x
4 x
1 ,5
1
1
1
1
1
1
1 ,5
F R O
O IL
P L U
S Y S
C O N
M 4 2 x 2
M 4 2 x 2
M T H
F IL L
G C O
T E M
T R O
E F IL T E R B Y P
E R P L U G
N N E C T IO N O N
P R E S S U R E (O P
L S Y S T E M (O P
A S S
T H E E L E C T R O H Y D R A U L IC C O N T R O L U N IT
T IO N )
T IO N )
IN D
IN D
S P E
IN D
U C T
U C T
E D S
U C T
IV E
IV E
E N
IV E
T R A N S M IT T E R
T R A N S M IT T E R
S O R
T R A N S M IT T E R
n T U
n C E
n O U
n E N
R B I
N T R
T P U
G IN
N E
A L G E A R T R A IN
T A N D S P E E D O M E T E R
E
M 1
M 1
---M 1
8 x
8 x
--8 x
1 ,5
1 ,5
----1 ,5
D
A
C
F
K
M 4 2 x 2
M 4 2 x 2
M 1 6 x 1 ,5
M 1 6 x 1 ,5
B
E
M 1 0 x 1
-------------------
T O T H E F IL T E R
F R O M T H E F IL T E R
M 1 0 x 1
C O N N E C T IO N T O T H E H E A T E X C H A N G E R
C O N N E C T IO N F R O M T H E H E A T E X C H A N G E R
IN D U C T IV E T R A N S M IT T E R S A N D S P E E D S E N S O R
5
1 4
R O
IN
T C
T C
T C
T C
T C
T C
IN
P E
T E
B R E A T H E R
1 6
IN F
B E H
C L U
C L U
C L U
C L U
C L U
C L U
B E H
T E M
S Y S
C O N N E C T I O N M A R K I N G O N T H E
V A L V E B L O C K
4 W G -3 1 0
2 8
1 4
1 6
1 3
5
VIEW Y
VIEW X
56
60
58
52
63
53
10
55
57
A
G
30
15
69
49
GEARBOX DIAGRAM
29
CONVERTER
2nd POWER TAKE-OFF
68
51
36
KV
65
CODING
DRIVING DIRECTION
FORWARD
REVERSE
SPEED
1
2
3
4
1
2
3
NEUTRAL
ENGAGED CLUTCH
POSITIONS ON THE VALVE BLOCK
CURRENT NO. OF THE MEASURING POINTS
INPUT
KR
F
55
K4
E
60
K1
D
56
K3
C
58
K1
KV
B
53
K2
A
57
ENGAGED CLUTCHES
K1
KV
K4
K4
KR
KR
KR
KV
K2
K2
K3
K1
K2
K3
14
KR
K2
PUMP
13
5
K4
K3
OUTPUT
9
EMERGENCY
STEERING PUMP
OUTPUT
= HEAT EXCHANGER
= CONVERTER BACK PRESSURE VALVE
= CONVERTER SAFETY VALVE
WS
HDV
RV-9 =
NFS
=
D
=
B
=
P1
=
P2
=
P3
=
P4
=
P5
=
P6
=
Y1 Y6 =
TEMP =
FDV
=
5 bar
8,5 bar
CODING
DRIVING DIRECTION
FORWARD
REVERSE
SPEED
1
2
3
4
1
2
3
NEUTRAL
ENGAGED CLUTCH
POSITIONS ON THE VALVE
BLOCK
CONSEC. NO. OF THE
MEASUREMENT POINTS
p=5,7
+1,5
bar
-0,5
KR
F
K4
E
K1
D
K3
C
KV
B
K2
A
55
60
56
58
53
57
ENGAGED CLUTCHES
K1
KV
K3
K4
KR
KR
KR
KV
K2
KV
K3
K1
K2
K3
K 4
K R
P 1
B
6 0
D
Y 1
5 5
E
P 2
D
B
Y 2
N F S
P 3
B
N F S
K 3
K 1
5 6
D
5 7
D
Y 5
N F S
P 6
D
B
Y 4
N F S
K 2
5 3
B
P 5
D
B
Y 3
5 8
C
P 4
K V
Y 6
N F S
N F S
R V -9
T E M P
H D V
6 5
V A L V E B L O C K
C O N T R O L C IR C U IT
C O N V E R T IS E U R
5 1
2 9
3 0
Z F -F IN E F IL T E R
F IL T E R G R A D E A C C O R D IN G IS O 4 5 7 2 :
L E G E N D :
= M A IN P R E S S
= R E G U L A T E D
= P IL O T P R E S S
= C O N V E R T E R
= C O N V E R T E R
= L U B R IC A T IO
= R E T U R N IN T
U R
M
U R
IN
O U
N
O T
W T
(S C O P E O F S U P P L Y
C U S T O M E R )
A IN P R E S S U R E
E
P U T P R E S S U R E
T P U T P R E S S U R E
H E S U M P
B Y P A S S V A L V E
D p = 1 ,5 b a r
M A IN O IL
C IR C U IT
W S V
F D V
5 2
6 3
3 0
7 5
1 5
= 2 5
= 5 .0
1 0
D U S T C A P A C IT Y A C C O R D IN G IS O 4 5 7 2 :
2 8
W G V
W S
1 5
1 6
L U B R IC A T IO N
O IL S U M P
m in . 1 7 g
F IL T E R S U R F A C E
2 x 6 7 0 0 = 1 3 4 0 0
T R A
p = 1
Q p =
n = E
N S M
6 + 2
1 1 5
N G
c m
IS S IO N P U M P
b a r
l / m i n -1 a t
-1
IN E 2 0 0 0 m in
C O A R S E F IL T E R
M E S H W ID T H m m : 4 5 0
F IL T E R S U R F A C E c m 2 1 0 0 0
E L E C T R O H Y D R A U L IC C O N T R O L W IT H
T A B L E -6
M A IN P R E S S U R E V A L V E 1 6 + 2 b a r
P R O P O R T IO N A L V A L V E S
P R E S S U R E R E D U C IN G V A L V E 9 b a r
H O U S IN G
P L U G (C A B L E H A R N E S S )
Y 6
Y 1
Y 5
Y 2
Y 4
C O V E R
Y 3
C O V E R
H O U S IN G
V A L V E B L O C K
S E C T IO N
M A IN P R E S S U R E V A L V E
1 6 + 2 b a r
- A
V A V L E B L O C K
P R E S S U R E R E D U C IN G V A L V E
9 b a r
P L U G (C A B L E H A R N E S S )
D U C T P L A T E
IN T E R M E D IA T E P L A T E
S E C T IO N
- B
P R O P O R T IO N A L V A L V E P 5
Y 5
V IB R A T IO N D A M P E R
P R E S S U R E
R E G U L A T O R
F O L L O W -O N S L ID E
IN D U C T IV E T R A N S M IT T E R A N D S P E E D S E N S O R (H A L L S E N S O R )
T A B L E -7
T h e s p e e d s re q u ire d fo r th e E le c tro n ic c o n tro l E S T -3 7
w ill b e p ic k e d -u p b y th e fo llo w in g s e n s o rs :
H O U S IN G
IN D U C T IV E T R A N S M IT T E R
S
= In d u c
9
= In d u c
1 3 = S p e e d
(H a ll
1 4 = In d u c
tiv e
tiv e
se n
se n
tiv e
tra n s m itte r
tra n s m itte r
so r
so r)
tra n s m itte r
n -T u rb in e
n -C e n tra l g e a r tra in
n -O u tp u t a n d S p e e d o m e te r
G E A R W H E E L
n -E n g in e
O n th e S c h e d u le o f m e a s u rin g p o in ts , T a b e l 4 ,
th e in s ta lla tio n p o s itio n s o f th e s e n s o rs a re illu s tra te d .
A tte n tio n :
S =
S P E E D S E N S O R
(H A L L S E N S O R )
S = 0 ,5 + 0 ,3 m m
S = 0 ,5 + 0 ,3 m m
S = 0 ,3 + 0 ,1 m m
1 .0 - 1 ,5 m m
S P U R G E A R K 3
C L U T C H A X L E K 4 /K 3
S P E E D S E N S O R
(H A L L S E N S O R )
H O U S IN G
4 W G -3 1 0 F U L L Y -A U T O M A T IC C O N T R O L E S T -3 7
C IR C U IT D IA G R A M S T A N D A R D (6 0 2 9 7 1 7 0 4 0 )
T A B L E -8
IT E M
A 1
A 2
A 3
A 5
A 6
A 7
B 1
B 2
B 3
B 4
B 1 5
L E
E L
C O
E L
G E N
E C T
N T R
E C T
D IA G N
D IS P L A
C A N -IN
S P E
S P E
S P E
S P E
S E N
R O N
O L L
R O H
O S IS
Y
T E R
E D S
E D S
E D S
E D S
S O R
IC C O N T R O L U N IT T C U
E R D W -3
Y D R A U L IC C O N T R O L U N IT 4 W G -3 1 0
IN T E R F A C E (P L U G )
E N S
E N S
E N S
E N S
T E M
F A C E (P L U G )
O R
n
O R
n
O R
n
O R
n
P E R A T U R
E N G
T U R
C E N
O U T
E B E
IN
B I
T R
P U
H I
E
N E
A L G E A R T R A IN
T
N D C O N V E R T E R
F 1
F 2
F U S E 7 ,5 A *
F U S E 7 ,5 A *
H 3
A C O U S T IC - / O P T IC A L W A R N IN G *
IT
S 2
S 3
S 9
S 1
S 3
S 3
K 1
K 2
E M
0
1
L E
S W
S W
S W
S W
S W
S W
G E
IT
IT
IT
IT
IT
IT
C
C
C
C
N D
H
H
H
H
H
H
P R E S S U
D R IV IN
P A R K IN
F IL T E R
A C H N O
D IS P L A
R E C U
G P R O
G B R A
C O N T
W L E D
Y IL L U
T -O F F
G R A M
K E R E
A M IN A
G M E N
M IN A
A U T
L E A
T IO
T P A
T IO N
R E L A IY S T A R T E R IN T E R L O C K *
R E L A IY R E V E R S E D R IV E *
O M A T IC /M A N U A L
S E (O P T IO N )
R K IN G B R A K E
*
F 1
K l.3 0 /1 .1 2
K l.1 5 /1 .1 2
K l.3 0 /1 .1
M
A
S
6 2
0 4
1
3
4 5
2 3
6 8
V P I V P E 1 V P E 2
E F 4
V M G 2
K D
2 2
6 4
6 4
6 3
6 5
2 0
4 3
B 1
B 2
B 3
8 6
K 1
8 5
1 9
1
D 1 B 1
2
0 3
1
4 1
B 2
2
6 6
E D 8 E D 9
M in i T im e r
2 -p in
6 0 2 9 1 9 9 0 1 1
4 2
2 4
2
3
5
2
4
M N L 6 -p in
6 0 2 9 1 9 9 0 7 4
A D M 2
S D D K
1 5
E U P R
1 8
A D M 3
A D M 4
A D M 8
S D 1
0 6
A IP
A IP
A IP
A IP
A IP
A IP
V P S
V P S
E R
V M G
E F 1
V M G 1
E F 2
2 2
4 5
2 3
E F 3
C A N _ L C A N _ T
2 6
2 7
V G S
2 8
1
3
2
4
5
6
E R 2
6 8 -p in
6 0 2 9 1 9 9 0 6 3
1
3
K 2
A 1
2 5
H 3
D 2
8 5
7
4
8
5
2
A 5
0 5
A 6
8
3 3
A M P J P T 8 -p in
6 0 2 9 1 9 9 1 0 8
4
1
1 4
6
S 3 1
2 9
2 1
3 0
3 1
5 2
E D 1 1 E D 1 0 E D 1 2 E D 1 3 A D M 1
E D 7
E D 4
E D 6
E D 5
E D 1
E D 2
E D 3
C A N _ H
1
8 6
1
4 6
6 8
B 3
S 9
S 3
4 4
S u p e rs e a l 3 -p in
6 0 2 9 1 9 9 0 7 1
V P
1
2
S 2
B 4
2
1
P
A 2
K l.1 5 /1 .1
E
L
P
F 2
V M 1 V M 2 V P S 2
1
E R 3
V P S 2 A D M 5 A D M 6 A D M 7
5 3
5 7
1 1
3 4
1
1
A 2
0 1
5 6
1 0
3 2
5 5
0 9
5 1
1 2
1 3
3 9
4 6
0 2
0 3
0 4
0 5
0 6
0 7
0 8
0 9
4 9 1
B 1 5
2
1
1 7
S u p e rse a l
2 -p in
6 0 2 9 1 9 9 0 4 5
K R
K 4
K 1
K 3
K V
A 3
K 2
1 (+ )
T E M P
T E M P
M in i T im e r 2 -p in
6 0 2 9 1 9 9 0 1 1
S 1 0
Y 1 =
Y 2 =
Y 3 =
Y 4 =
Y 5 =
Y 6 =
V P S
1
3
2
4
7
1 0
1 1
1 4
S 3 4
5
8
1 2
1 5
1 3
1 6
K o s ta l 1 6 -p in
6 0 2 9 1 9 9 0 7 2
A 7
J P T 4 -p in
6 0 2 9 1 9 9 0 7 6
K l.3 1 /1 .6
K l.3 1
V E R D R IL L T E L E IT U N G E N (3 0 S C H L G E /M ) A B L > 2 M
B U S A B S C H L U S S W E N N P IN 2 6 U N D 2 7 V E R B U N D E N .
P o lb ild e r e n ts p re c h e n d e n S te c k e rn a n d e r V e rk a b e lu n g !
A L L E R E L A IS M IT S C H U T Z D IO D E N 1 A /4 0 0 V
C O N T R O L L E R D W -3
T A B L E -9
L E V E R F O R M E C H A N IC A L
N E U T R A L IN T E R L O C K
C O N N E C T IO N D IA G R A M
C O D IN G C O N T R O L L E R
O U T P U T
S P E E D
IN P O S IT IO N (N E U T R A L ),
F -R N O T S W IT C H A B L E
R E V E R S E
F O R W A R D
1
A D 1
B 1
A D 2
B 2
A D 3
B 3
A D 4
V
A D 5
R
A D 6
A S
K D
C O N T R O L L E R
(+ )
N E U T R A L
4
X 2 : A
4
(+ )
X 1
X 1
X 1
X 1
X 1
X 1
B 1
A 2
B 2
B 3
V
R
A S
:C
: B
: A
: B
: C
: D
A 1
A D 7
B
C
A
D
X 1
X 2
F
G E A R P O S IT IO N S
N
N
A
S
T Y P E N S C H IL D
L
P
C IR C U IT D IA G R A M
S 6
C O N T R O L L E R
1 S 5
S W
A
G N
B
B L
V I
A D 3 (B 3 )
A D 2 (B 2 )
A D 1 (B 1 )
A D 7 (K D )
X 1
F
N
=
R
=
D
=
1
=
2
=
4
1 S 4
2
F O R W A R D
N E U T R A L
R E V E R S E
M E C H A N IC A L N E U T R A L IN T E R L O C K
1 st S P E E D
2 n d S P E E D
3 rd S P E E D
4 th S P E E D
S 1
C O N T R O L
D
1 2 / 2 4
0 5 0 1
S 2
3
- 3
N
2 1 0
1 4 8
S 3
3
R T
G R
D
G E
B
R S
E D 1 (+ /V P )
T Y P E P L A T E
2
1
2
A D 6 (N )
A D 4
(F O R W A R D )
A D 5
(R E V E R S E )
1
2
K 2
(-)
K 1
K 1
X 2
R E L A Y S T A R T E R IN T E R L O C K
K 2
R E L A Y R E V E R S IN G L IG H T S
A 1
E L E C T R O N IC U N IT
A 2
C O N T R O L L E R
E S T -3 7
C O N T R O L L E R E R G O II
T A B L E -1 0
C O N N E C T IO N D IA G R A M
C O D IN G C O N T R O L E R
C O N T R O L L E R
O U T P U T
K D
A D 1
B 1
A D 2
B 2
A D 3
B 3
A D 5
V
A D 6
R
A D 7
N
A D 8
K D
A D 9
S N
T +
K D / S N
E
T -
V P (+ )
(+ )
A 2
K D /E (A
T +
(A
T (A
C
(A
(A
(A
N
(A
(A
S N
D 8 )
D 1 )
D 2 )
D 3 )
D 5 )
D 6 )
D 7 )
D 9 )
E D 7
E D 1
E D 2
E D 3
E D 4
E D 5
E D 6
K 3
(-)
A 1
A D 7
A D 9
V M (-)
K 1
: = U O U T P U T = O V (A C T IV E L O W )
: = U S E R V IC E - 0 ,3 V
K 1 =
K 2 =
K 3 =
A 1 =
A 2 =
C IR C U IT D IA G R A M
S 1
S 2
=
=
=
N
(S N )
K D /E
D R IV IN G D IR E C T IO
D R IV IN G D IR E C T IO
N E U T R A L
U P S H IF T IN G
D O W N S H IF T IN G
S H O V E L -N E U T R A L
(S H O V E L H O R IZ O N
K IC K D O W N C O N T R
S A F E T Y R E L E A S E
N F O R W A R D
N R E V E R S E
S 5
S 6
T A L )
O L A N D
W S
R S
9
6
S 7
T A R
E V E
H O V
N IC
L L E
T E R IN T E R
R S IN G L IG
E L N E U T R
U N IT E S T
R E R G O II
A D 5
V (F O R W A R D )
P O S
L E G E N D
A D 3
A D 6
B 3 /C (C O N T R O L -S IG N A L )
R (R E V E R S E )
S 1
P U S
F O R
P U S
R E V
P U S
P U S
P U S
P U S
P U S
S 2
( ) V '
S 2 '
S 4
Y S
Y R
Y S
T R O
R O
L O
H T
A L
-1 7
C K
(C U S T O M IZ E D )
T /E S T -2 5
+ /V P
2
G E
S 1 '
S 3
L A
L A
L A
E C
N T
C O N T R O L L E R
R T
M E A N IN G O F P U S H B U T T O N S
R E
R E
R E
E L
C O
( ) R '
B R
A D 7
5
B L
7
O G
8
V I
1 0
S W
1 1
(1 )
X 1
A S /N
S 3
S 4
A D 1 B 1 /T +
S 5
A D 2 B 2 /T -
S 7
A D 8
K D /E
A D 9
S N
V M (-)
S 6
H B U T T
W A R D
H B U T T
E R S E A
H B U T T
H B U T T
H B U T T
H B U T T
H B U T T
O N
A N
O N
N D
O N
O N
O N
O N
O N
:
D R IV IN G
D C -S IG N
D R IV IN G
C -S IG N A
N E U T R A
U P S H IF T
D O W N S H
K IC K D O
S H O V E L
D I
A L
D I
L R
R E
F O
R E
E V
C T I
R W
C T I
E R
O N
A R D
O N
S E
IN G
IF T IN G
W N /R E L E A S E
N E U T R A L
K 2
TABLE-11
INSCRIPTIONS ON A ZF-MODEL INDENTIFICATION
PLATE FOR ZF-HYDROMEDIA-REVERSING -TRANSMISSION
1
2
3
4
5
6
7
=
=
=
=
=
=
=
Gearbox type
Gearbox-No.
ZF-Parts List-No.
Total ratio of the Gearbox
Value for the control pressure
ZF-Parts List-No. of the Torque Converter
Type of the ZF-Torque Converter
=
=
=
=
=
=
=
Gearbox type
Serial-No.
ZF-Parts List-No.
Mark and type of vehicle
Denomination of the spare part
Spare parts-No.
Way of transport
When all of the above required indications are considered, errors in the delivery of spare parts
Orders can be avoided!