Order-No.: 5872 153 002
ZF – ERGOPOWER TRANSMISSION
6 WG-160
TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS
ZF Passau GmbH
Donaustr. 25 - 71
D - 94034 Passau
Edition: 2001/03
Subject to changes w/o notice
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Preface
The present Documentation has been developped for skilled personnel which has been trained
by the ZF for the Maintenance and Repair operations on ZF-units.
However, because of technical development of the product, the Maintenance and Repair of the
unit in your hands may require differing steps as well as also different setting and test data.
This Manual is based on the technical state at the printing.
At the preparation, every possible care has been taken to avoid errors.
However, we are not liable for possible mistakes concerning the representation and the 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
------------------------------
160*
Turbine moment:
max. Nm
------------------------------
1 100*
Engine speed:
max. min-1 ------------------------------
2 600*
Starting torque multiplication:
------------------------------
2,0 to 3,0
Engine-dependent Power take-offs:
Torque:
Speed:
Nm
n
-----------------------------------------------------------
800
1 x nEngine
Mass (without oil):
kg about
------------------------------
500**
* = dependent on Vehicle type and application
** = dependent on the Transmission version
Description:
The ZF-Transmissions 6 WG-160 are composed of a hydrodynamic torque converter and a
rear-mounted multi-speed powershift transmission with integrated transfer case (see Table 1).
The torque converter is a wear-free starting device which is infinitely variable adapting itself
to the required situations (necessary input torque).
Input by direct mounting via diaphragm on the engine, or separate installation (input via universal shaft) with DIN-, Mechanic- or Spicer-input flange.
The transmission can be shifted manually or fully-automatically by means of the Electronic
unit EST-37.
Torque converter:
Unit size W 300 and 340 with torque multiplication according to the version and a WK.
Powershift transmission:
6 Forward speeds and 3 Reverse speeds.
Output:
The powershift transmission has between input and output shaft a center distance of 500 mm,
and can be equipped with the following components:
- with output flanges to the front and rear axle for different universal shafts
- on the rear output (rear-side) with a disk brake as parking brake
- on the converter side with axle disconnection.
Power take-off:
For the drive of an external hydraulic pressure pump,an engine-dependent, coaxial power
take-off is existing, upon request also disconnectable.
It allows the mounting of pumps with SAE-C connection.
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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 off 16 cm3/rev. or 32 cm3/rev.
- Electronic speedometer signal for:
- Construction site vehicles here, the Electronic unit EST-37 offers a speedometer signal.
- Road vehicles, the signal required for the speedometer interpretation will be picked-up on
the output side by a pulse generator (e.g. is needed for trip recorders).
For this, a frequency divider from the Customer side is necessary.
- Separate mounting of the ZF-Fine filter.
Transmission ratio (mechanical)*
SPEED
1
2
3
4
5
6
1
2
3
DRIVING DIRECTION
Forward
Forward
Forward
Forward
Forward
Forward
Reverse
Reverse
Reverse
Ratio
5,202
3,367
2,191
1,418
0,944
0,611
4,933
2,078
0,895
* = According to the Transmission version, other ratios are also possible.
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IMPORTANT INSTRUCTIONS
Oil level check (see 4.2):
In the cold start phase, the engine must be running about 2 – 3 minutes at idling
speed and the marking on the oil dipstick must then be lying above the cold start
mark.
The oil level check in the transmission must be carried out at engine idling speed
and operating temperature of the transmission (80° to 90° C).
At stationary engine, the oil level in the transmission is rising essentially, 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 autonomous 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):
The reversing must be performed at standstill, resp. at very low driving speed.
Above the programmed reversing limit, the vehicle will be shifted to Neutral by
the Electronic unit EST-37, and the vehicle continues rolling in the old driving
direction.
The gear of the new driving direction will be only engaged when the programmed reversing speed and the transmission input speed (turbine speed) has fallen
below.
The programming is customized and can therefore be different from standard.
Therefore, the exact procedure must be taken from the Operating Instructions of
the respective Vehicle Manufacturer !
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At stopped engine, there is on the Controller, despite a preselected gear, no power flow between transmission and engine, i.e. the transmission is in the idling
position.
The parking brake must therefore be completely actuated !
When leaving the vehicle, secure it additionally by brake blocks !
The towing speed must in no case be higher than 10 km/h, the towing distance
not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission
will be damages due to insufficient oil supply !
At a longer distance, the best solution would be to transport the 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.
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I.
DESCRIPTION
1.1
Function of the Converter:
Function of a hydrodynamic Torque converter
(Schematic view)
Turbine wheel
Impeller
TT
from the
Engine
TP = Torque of the
Impeller
TT = Torque of the
Turbine wheel
TR= Torque of the
Reaction member
(Stator)
TP
to the
Transmission
Condition
in the
moment of the start
off
Intermediate
condition
Condition in the
lock-up point
1
1,5
TR
2,5
Reaction member
(Stator)
1
<1,5
<2,5
NT = 0
Vehicle is stationary
nT = <n Engine
nT = ≈ 0,8 n Engine
1
0
1
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.
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The stator (reaction member) following the turbine, has the task to reverse the oil, which is
streaming out of the turbine once more and to deliver it under the suitable discharge direction
to the impeller.
Due to the reversion, the stator is receiving a reaction torque.
The relation turbine torque/pump torque is called torque multiplication. This is the higher, the
greater the speed difference of impeller and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.
With increasing output speed, the torque multiplication is decreasing. The adaption of the
output speed to a certain required output torque will be infinitely variable and automatically
achieved by the torque converter.
When the turbine speed is reaching about 80% of the pump speed, the torque multiplication
becomes 1,0 i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, in the torque
multiplication range it is backing-up the torque upon the housing, and is released in the clutch
range.
In this way, the stator can rotate freely.
1.2
WK
WK - open
1
WK – closed
2
1
2
6
6
Pressure oil
from the
WK-Valve
5
5
4
3
4
3
Figure-No. 1.2 B1:
Legend ref. Figure-No. 1.2 B1:
1 = Cup spring
2 = Plate pack
3 = Stator
4 = Circuit cover/Impeller
5 = Turbine wheel
6 = Piston
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At closed WK, the slip between impeller and turbine wheel, and with it the hydraulic loss in
the converter is equal to „Zero“ (see Figure-No. 1.2 B1).
The WK will be automatically shifted dependent on the turbine speed.
The pressure oil (15 + 1 bar) for the closing of the WK, is directed via a solenoid shift valve
(see Figure-No. 1.1 B2) to the piston (6), which is compressing the plate pack.
WK Solenoid shift valve
Connection to WK
Meas. point WK
WK Solenoid valve
Duct plate
Vent hole
Syst. Pressure from Contr. unit
Figure-No.: 1.2 B2
1.3
Powershift transmission
The multi-speed reversing transmission in countershaft design is power shiftable by hydraulically actuated multi-disk clutches.
All gears are constantly meshing and carried on antifriction bearings.
The gear wheels, bearings and clutches are cooled and lubricated with oil.
The 6-speed reversing transmission is equipped with 6 multi-disk clutches.
At the shifting, the actual plate pack is compressed by a piston, movable in axial direction,
which is pressurized by pressure oil.
A compression spring takes over the pushing back of the piston, thus the release of the plate
pack. As to the layout of the transmission as well as the specifications of the closed clutches
in the single speeds, see Table 5, 7 and 9.
1.4
Transmission control:
Transmission control, see Schedule of measuring points, Oil circuit diagram and Electrohydraulic control unit Table-5,7,8,9,10 and 14.
The transmission pump, necessary for the oil supply of the converter, and for the transmission
control, is located in the transmission on the engine-dependent input shaft.
The feed rate of the pump is Q = 85 l /min, at nEngine = 2000 min -1.
This pump is sucking the oil via the coarse filter out of the oil sump and delivers it via the ZFFine filter – the filter can be fitted also externally from the transmission – to the main pressure
valve.
If because of contamination, resp. damage, the through-flow through the ZF-Fine filter is not
ensured, the oil will be directly conducted via a filter differential pressure valve (bypass valve
∆p=5,7 bar) to the lubrication.
In this case, an error indication is shown on the ZF-Display.
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ZF-Fine filter:
Filtration ratio according to ISO 4572:
Filter surface at least:
Dust capacity according to ISO 4572 at least:
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ß30 > 75 ß15 = 25 ß10 = 5.0
6700 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 hydraulic oil (16+2 bar) is directed via the follow-on slide to the
respective clutch.
Due to the direct proportional selection with separate 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 gear change, the following criteria will be considered:
-
Speed of engine, turbine, central gear train and output.
Transmission temperature.
Shifting mode (up-, down-, reverse shifting and speed engagement out of Neutral).
Load condition (full and part load, traction, overrun inclusive consideration of load cycles
during the gear change).
The main pressure valve is limiting the max. control pressure to 16+2 bar and releases the
main flow to the converter and lubricating circuit.
In the inlet to the converter, a converter safety valve is installed which protects the converter
from high internal pressures (opening pressure 11 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 about 4,3 bar.
The oil, escaping out of the converter, is directed to a heat exchanger.
The selection and definition of the heat exchanger must be carried out according to our 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 – 14.
The allocation of the pressure regulators to the single gears can be seen on the Tables 5,
7 and 9.
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1.5
Speed range selector
1.5.1 General:
In view of the great variety of available speed range selectors, the precise technical
data must be taken from the respective installation drawing.
1.5.2 Speed range selector DW-3
see table-16
The selector is designed for being mounted left to the steering column. By a rotating movement, the positions (gears) 1 to 4 are selected and, by turning the lever, the driving direction
(Forward (F) – Neutral (N) – Reverse (R ).
The DW-3 speed range selector can also be supplied with integrated Kick-Down button.
A neutral lock is installed to prevent unintended starting:
Position "N" Speed range selector blocked in this position
Position "D" Driving
Speed range selector DW-3
F
Gear positions
Type plate
F
N
N
N
D
R
R
Figure-No.: 1.5.2
1.5.3 Speed range selector VTS-3
see table-17
In the case of the console selector VTS-3 (preselector pushbutton switch), the driving direction is preselected by horizontally turning the speed range selector lever.
By pressing the speed range selector lever to the right (+) or the left (-), the gears can be preselected.
The speed range selector is provided with a function pushbutton. Depending on the driving
conditions, this pushbutton serves as Kick-Down button or unlocking button for starting and
for the automatic or manual driving operation.
VTS-3 Gear assignment
General:
For selecting a gear, the function pushbutton must be activated.
After shifting of a gear from the neutral position, always the automatic mode is selected.
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Automatic shifting forward gears 1 to 6.
Automatic shifting reverse gears 1.
For reversing to manual operation, there are two options:
- Activating the function pushbutton (remaining in the actual gear).
- Selecting a lower or higher gear by touching the gear selector lever to the left (-) or the
right (+).
From the neutral position, a gear can only be selected with the turbine speed below 1200 min1
.
The EST-37 permits a maximum of two gear limitations. This can vary from vehicle to vehicle.
Below, two options are described, how to define gear limitations:
- Dumper:
Trough in top position, vehicle can only be driven in the 1st and 2nd forward gear and in
the 1st reverse gear.
- Crane:
- All-wheel drive connected, vehicle can only be driven in the 1st and 2nd gear.
- Operation reversed to upper chassis, driving only possible in the 1st gear.
Speed range selector VTS-3
Function pushbutton
V
N
Gear shifting
gate
R
V
N
R
+ + +
Figure-No.: 1.5.3
1.5.4 Speed range selector SG-6
see table-18
The U-shaped gear shifting gate comprises gates for 6 forward and 3 reverse gears (at a spacing of 12°) and 1 gate for the neutral position.
Gear limitation, when the second operator's platform is activated and the all-wheel steering is
engaged.
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Speed range selector SG-6
3
2
4
Drawn without gear shift
lever
5
1
N
6
6
5
4
3 3
2 2
1 1
N
Type plate
Figure-No.: 1.5.4
1.5.5
Pushbutton switch D-7
see table-20
The pushbutton switch D7 with 6 pushbuttons is available for being installed into the dashboard. It can be installed in a horizontal or vertical position. The activated pushbuttons are
lighted.
Programming can vary from vehicle to vehicle.
Pushbutton switch D7
1
2
3
D
N
R
Figure-No.: 1.5.5
The individual pushbuttons are lettered as follows:
1
2
3
= 1. Gear - Forward
= 2. Gear – Forward
= 3. Gear – Forward
D
N
R
19
= Automatic
= Neutral
= Reverse
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1.6
Display
1.6.1 General:
Because the Display can be used with all Controller types, as 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.
1.6.2 Possible Indications on the Display
DISPLAY
h
f
ed
a
bc
left
Side
central
Side
right
Side
g
Figure-No.: 1.6.2
Spec. charact.
a, f
b, c, d, e
g
h
Left Side
Central and
right Side
Display (see Figure-No.: 1.6.2)
Automatic range (up- and downshifting)
Preselected gear
EST-37 has recognized an error, is flashing
This special character is not used for the moment at the EST-37
For the moment without function
On the two alphanumeric 16-segment displays, the EST-37 issues the actual state of gear and driving direction. Besides, a two-digit error code will
be indicated for these two segments.
Display of the Driving direction:
(right Side
V or F:
N:
R:
Display of the engaged gear:
(central Side)
Display 1, 2, ... 6
Waiting for Controller-Neutral:
Indication on the Display: NN (central and right Side).
In this condition, Neutral is pending on transmission.
To engage a gear, at first Neutral must be shifted on
the Controller before the electronics allows to engage a
gear again.
20
Vorwärts / Forward
Neutral
Reverse
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Preselected Driving range:
(Special characters b, c, d, e)
The number of the lines indicates the driving range,
resp. the gear preselected:
1 Bar:
Driving range 1
2 Bars:
Driving range 2
3 Bars:
Driving range 3
4 Bars:
Driving range 4, 5 or 6
Display Manual/ Automatic:
(Special characters a, f)
If the two Symbols a , f (Arrows) and the bars b, c, d, e
are indicated, the system is in the Automatic mode
(automatic up- and downshiftings).
Flashing of the Arrows (a, f), the KD (KickDown) – Mode is activated.
Display of the Cold-start phase:
Transmission stays in Neutral
Bars are flashing:
WK open
Error display:
If the system is recognizing an error, the spanner (Special symbol „g“) is flashing.
If Neutral is preselected on the Controller, a two-digit
error number appears on the two alphanumeric display
positions (central and right Side).
If more than one error is pending, the different error
numbers will be indicated one after the other on the
Display in cycles (about 1 second).
Warning display:
The error code will be only then indicated if
the Controller is in Neutral !
At exceeding the warning threshold Temperature –
Sump / Retarder / behind the Converter and the warning threshold Speed – Engine, changes the indication
on the Display to the actual gear and the corresponding
warning indicator.
If several warnings are simultaneously active,
only the warning with the highest priority will
be indicated.
Warning indicator
WR
WT
WS
WE
21
Warning
Temp. behind Retarder
Temp. behind Converter
Temperature in Sump
Engine speed
Priority
1
1
2
3
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Display EE
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Indication on the Display: EE (central and right Side).
In this state, the Display has a timeout, i. e. it receives
no Data from the EST-37.
Main reasons:
- EST-37 is in TOTAL RESETTING MODE
(e.g. because of output train disconnection or external power supply at the lines to the gear-solenoid
valves).
- EST-37 without supply
- Data line not correctly connected, etc.
1.6.3
Error code definition:
The error codes are composed of two hexadecimal numbers.
The first number indicates the kind of signal, the second number the signal and the kind of
error.
Since there are different Software versions for the Customers, the listing of the error
codes must be taken from the Documentation of the Vehicle Manufacturer.
First Number
1 hex
2 hex
3 hex
4 hex
5 hex
6 hex
7 hex
8 hex
9 hex
A hex
B hex
C hex
D hex
E hex
F hex
Meaning of the Number
Digital input signal
Analog input signal
Speed signal
CAN signal error
CAN signal error
CAN signal error
Analog current output signal
Analog current output signal
Digital output signal
Digital output signal
Transmission error, Clutch error
Logical error
Power supply
Highspeed signal
General error
For the EST-37, a general Diagnostic and Trouble shooting Specification is available,
for which the following Order-No. has been defined:
5872 993 025
5872 993 026
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This Diagnostic and Trouble shooting Specification can be requested under the following address:
ZF Passau GmbH
Abt. ASPL
Donaustr. 25 – 71
94034 Passau
1.7
Elektronic Control unit TCU
The electrohydraulic transmission control can be automated by connection on the electronic
TCU.
The basic functions of the automatic system are the automatic shifting of speeds, adaption of
the optimum shifting points, the comfortable kickdown function as well as comprehensive
safety functions in relation to operating errors and overloading of the power-transmitting
components with a comprehensive fault storage.
The control units can be programmed – customer- and vehicle-specific – in a wide spectrum,
control parameters can be logically linked, and also special functions such as gear limitation,
converter or retarder functions can be integrated.
Due to the great number of the available TCU, the exact Technical Data must be
taken from the respective installation drawing.
Installation position of the TCU
90°
90°
90°
90°
Figure-No.: 1.7 B1
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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. 1.7 B1.
The installation of the TCU must be realized on a protected point in the cabin.
An overfloating with water must be excluded. Besides, the penetration of water via
the plug connection must be prevented by corresponding measures on the cable harness.
Installation dimensions of the TCU
100
Minimum Distance to disengage the plut
100
209
50
ZF-Typ plate
Figure-No.: 1.7 B2
1.8
Elektronic Control for ZF-Powershift transmissions:
1.8.1 General:
Because of the different configurations of the electronic transmission controls at the
various vehicles, the corresponding documentation must be taken from the operating
Instructions of the Vehicle Manufacturer or from the Data sheets of the respective
Parts List Versions. In these are also indicated the corresponding circuit diagram
(see Sample Table – 15) and the connection diagram (upon request, these Informations can be asked for at the ZF-PASSAU).
According to the type of vehicle, the wiring will be performed according to the wiring diagrams. Variations such as double cabin Version (e.g. RT-Crane vehicles) are
possible. The cabin change-over is not scope of supply of the ZF !
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The corresponding electric circuit diagrams (proposals) will be realized by ZF.
Upon request, the wiring can be also supplied by ZF.
If the wiring is realized by the Vehicle Manufacturer, it must be in accordance with
the ZF-Requirements (see Installation Specification).
1.8.2 Description of the Basic functions:
The Powershift transmission of the Ergopower-Series 6 WG-160 is equipped with the Electronic control EST-37, developped for it.
For Dumpers, Graders and Crane vehicles, the ZF has developped with the Controllers VST-3,
SG-6 and D7 a special Controller configuration.
The system is processing the desire of the driver according to the following criteria:
• Gear determination dependent on controller position driving speed and load condition.
• Protection from operating error as far as necessary, is possible via electronic protection
(programming).
• Protection from over-speeds (on the base of engine and turbine speed).
• Automatic reversing (driving speed-dependent, depending on vehicle type).
• Pressure cut-off possible (vehicle-specific, only after contact with ZF).
• Change-over possibility for Auto- / Manual mode.
• Gear holding function possible (kickdown).
Legend ref. Figure-No. 1.8.2
1 = Load sensor for load registration engine torque (Option)
2 = Position switch under accelerator pedal for kickdown function (Option)
3 = Controller VST-3 (optional also possible with the Controllers SG-6 or D7).
4 = Display
5 = Supply system connection
6 = TCU
7 = Wiring
8 = CAN-Connection
9 = Diagnosis Mobidig 2001 is only for ZF-Service stations
10 = Diagnosis Laptop with ZF-Diagnostic system Testmann
11 = Cable to plug connection on the electrohydraulic control unit
12 = Cable to WK-Valve
13 = Cable to temperature measuring point behind the converter „No. 63“
14 = Cable to inductive transmitter – speed turbine
15 = Cable to inductive transmitter – speed central gear train
16 = Cable to inductive transmitter – speed engine
17 = Cable to filter contamination switch
18 = Cable to speed sensor output and speedometer
19 = Ergopower transmission 6 WG-160
25
ERGOPOWER
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
Afer 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 can be used
only for the starting of the AEB !
(see Figure-No.. 1.8.3 B1)
Figure-No.: 1.8.3 B1
2. Start AEB by operating elements on the vehicle.
For it, a CAN-Communication between transmission and vehicle electronics is
necessary.
Due to the operation of the transmission, the paper friction linings, installed in the Ergopower transmissions are settling, i.e. the plate clearance becomes greater.
Because these settling appearances can interfere the shifting quality, ZF recommends to
repeat the AEB-Cycle at the Maintenance intervals (see 4.3.1)
The ZF recommends likewise at a reduced shifting quality as first measure to repeat the
AEB-Cycle.
1.8.4 Kickdown function:
At the actuation of the KD-switch, up- and downshiftings take place at higher speeds.
Upon request, upshiftings can be completely suppressed (e.g. driving and upgrades with a
Dumper).
1.8.5 Special functions:
There are various Special functions possible, as for example:
* Control of converter clutch and Antigas.
* Start-off interlock out of Neutral at too high engine speed during the speed engagement
out of Neutral
27
ERGOPOWER
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
* Limitation of the available gears in dependance of the cabin (I or II), all wheel steering
front axle engagement (Crane vehicles).
* Control/limitation of the available gears at inching mode (Lift trucks).
Further available Special functions upon request after contact with the ZF.
1.9
Axle disconnection:
The output is realised via an integrated transfer gearbox. Here, on the converter side, the output can be equipped with an axle disconnection device so that, depending on the application,
the axle (front or rear axle) can be connected or disconnected. Fig.-No. 1.9 B1 shows the disconnection of the front axle.
Connection and disconnection can take place hydraulically or pneumatically.
1
2
3
VA
4
HA
7
6
5
Figure-No.: 1.9 B1
28
ERGOPOWER
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
Legend to Fig.-No. : 1.9 B1:
VA
HA
1
3
4
5
6
7
8
=
=
=
=
=
=
=
=
=
Output front axle (converter side)
Output rear axle
Output shaft for front axle
K3-Spur gear – Input
Output shaft for rear axle
Shift fork
Pneumatic or hydraulic connection and disconnection of the front axle
Connection for pneumatic or hydraulic operation of the axle disconnection
Switch for indication/acknowledgement axle disconnection
Indication operating condition of the axle disconnection system
Axle disconnection connected
Axle disconnection disconnected
7
7
Figure-No.: 1.9 B2
29
ERGOPOWER
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
II. INSTALLATION SPECIFICATION
This Specification for the installation of hydrodynamic Powershift transmissions of the Ergopower-Series is the basis for the technically faultless installation of these transmissions in the
vehicle. The Installation Specification is part of the Transmission Documentation and must be
absolutely respected.
A faulty installation of the transmission into the vehicle, can
*
*
*
affect the operating quality,
cause malfunctions of the transmission, and
lead to transmission damages, resp. transmission failures.
Responsible for the correct installation of the transmission is the Vehicle Manufacturer.
ZF does not admit any guarantee or warranty claims for damages
which has been caused by a faulty installation.
In order to assist the Customer in case of new, resp. initial applications, the ZF carries out by
authorized personnel transmission checks. On this occasion, all transmission-specific installation features are examined and the Vehicle Manufacturer, resp. the Equipment Manufacturer
will be informed about the encountered defects.
At improperly installation, ZF reserves itself the right to acknowledge no guarantee for the
installed ZF-Products.
For damages, caused by defects for which the Vehicle Manufacturer is responsible, and could
not be discovered at the installation examination by ZF-Personnel, the Vehicle Manufacturer
alone is liable.
This Installation Specification
4657 700 078 GERMAN
4657 700 079 ENGLISH
can be requested under the following address:
ZF Passau GmbH
Abt. ASPL
Donaustr. 25 – 71
94034 Passau
31
ERGOPOWER
III.
3.1
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
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 oil cooler, installed in the vehicle, as well as the
pipes can empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission (see Chapter Oil level check 4.2).
At the oil level check, the prescribed safety directions according to § 6 of the
regulations for the prevention of accidents for power plants in Germany, and in
all other countries, the respective national regulations have to be absolutely
observed.
For example, the vehicle has to be secured against rolling by blocks, articulated
vehicles additionally against unintended turning-in.
3.2
Driving and Shifting:
Which control lamps in the INFOCENTER (dashboard) are illuminated for the
functional check, can be different from Vehicle Manufacturer to Vehicle Manufacturer.
Control elements and displays can be from the ZF, however can be also customizerspecific products; the precise specifications must therefore be taken from the Operating Instructions of the respective Vehicle Manufacturer.
- Neutral position:
Neutral position will be selected via the Controller.
After the ignition is switched on, the electronics remains in the waiting state.
By the position.
NEUTRAL of the Controller, resp. by pressing the pushbutton NEUTRAL, the EST-37
becomes ready for operation.
Now, a gear can be engaged.
- Starting:
The starting of the engine has to be always 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.
33
ERGOPOWER
-
-
-
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
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 coasting condition.
In the coasting 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 coasting condition.
Downshifting in the coasting mode will be then carried out if the vehicle should be retar
ded.
Reversing
See important Note – Page 11.
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“.
34
ERGOPOWER
3.4
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
Transmission control in the Driving mode Automatic:
Precise informations about the design of the Controllers as well as the speeds shifted
in the single driving ranges, must be taken from the Operating Instructions belonging to the vehicle.
A manual intervention into the automatic shifting sequence is only then practical if the road
condition or the form of the terrain is suitable.
3.5
Stopping and Parking:
Since due to the converter there is no rigid connection existing from the engine to the axle, 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:
See Important Instructions – Page 12.
3.7
Oil temperature:
The oil temperature in the transmission sump is monitored by a temperature sensor in the electrohydraulic control unit.
The service temperature in the sump of 60° - 90° C must not be exceeded (error 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 temperate 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 supervision of the oil temperature is additionally realized behind the converter with an
indication on the ZF-Display or analog in the INFOCENTER.
Operating temperature behind the converter at least 65° C and 100° C in continuous operation,
a short-time increase up to max. 120° C is permitted.
The temperature is measured on the measuring point „63“
(see Schedule of measuring points – Table 8 and 10) !
3.8
Shifting of the various outputs:
- Axle disconnection/Interaxle differential
Both interlocks can be preselected during the drive via a switch. At exceeding the driving
speed below 5 km/h and unloaded transmission, the interlocks engage of automatically.
The engagement is only then permitted, if no speed difference between the axles is
prevailing. Differential lock and front axle engagement can be programmed in such
a way that they e.g. are always engaged in reverse.
35
ERGOPOWER
IV.
4.1.
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
MAINTENANCE
Oil grade:
Permitted for the Powershift transmissions 6 WG-160 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/Techn. Informationen
Oil level check:
At the oil level check, the prescribed safety directions according to § 6 of the
rules for accident prevention for power plants in Germany, and in all other
countries the respective national regulations have to be absolutely respected.
For example, the vehicle has to be secured against rolling with blocks, articulated vehicles additionally against unintended turning-in.
The oil level check must be carried out as follows:
- Oil level check (weekly)
- At horizontally standing vehicle
- Transmission in Neutral position „N“
- In the cold start phase, the engine must be running about 2 – 3 minutes at idling speed, and
the marking on the oil dipstick must then be lying above the cold start mark „COLD MIN“
(see Figure-No. 4.2 B2)
- At operating temperature of the transmission (about 80° - 90 °C)
- At engine idling speed
- Loosen oil dipstick by counterclock rotation, remove and clean it
- Insert oil dipstick slowly into the oil level tube until contact is obtained, and pull it out
again.
- On the oil dipstick, the oil level must be lying in the zone „HOT“ (see Figure-No.: 4.2 B2)
- Insert the oil dipstick again, and tighten it by clockwise rotation
If the oil level has dropped in operating temperature condition below the „HOT“
Zone, it is absolutely necessary to replenish oil according to the ZF-List of lubricants
TE-ML-03.
An oil level above the „HOT“ marking, is leading to a too high oil temperature.
The oil dipstick and the oil filler tube can have different lengths and shapes, 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 converter side).
37
ERGOPOWER
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
3
1
4
2
Figure-No.: 4.2 B1
Legend:
1
2
3
4
=
=
=
=
Oil filler tube with oil dipstick
Oil drain plug M38x1,5
Exchange filter (ZF-Fine filter)
Possible installation position for oil-dipstick – and tube (pipe)
Ölmeßstab
MIEASURED AT LOW
IDLING-NEUTRAL
HOT
COLD
MIN
Bereich
„HOT“
Figure-No.: 4.2 B2
4.3
Oil change and Filter replacement interval:
First oil change after 100 operating hours in application.
Every further oil change after 1000 operating hours in application, however at
least once a year !
At every oil change, the ZF-Fine filter (pressure filter) has to be replaced.
4.3.1 Oil change and Oil filling capacity:
The oil change must be carried out as follows:
- At operating temperature of the transmission and horizontally standing vehicle, open the oil
drain plug and drain the used oil.
- Clean the oil drain plug with magnetic insert and the sealing surface on the housing, and install it along with new O-ring again.
38
ERGOPOWER
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
- Fill in oil (about 21 liters) according to ZF-List of lubricants TE-ML 03 .
(Sump capacity, external oil capacities e.g. in the cooler, in the lines etc. are dependent on
the vehicle.
The indicated value is a guide value.
-
It is imperative to pay attention to absolute cleanliness of oil and filter !
Binding is in any case the marking on the oil dipstick !
Start the engine – idling speed
Transmission in Neutral position „N“
Top up oil up to the marking „COLD - MIN“
Brake the vehicle securely in position and warm up the transmission
Shift all Controller positions through
Check the oil level again and top up oil once more if necessary
On the oil dipstick, the oil level must be lying in the Zone „HOT“ (see Figure-No.: 4.2 B2)
Insert the oil dipstick again and tighten it by clockwise rotation.
At the initial filling of the transmission has to be considered that the oil cooler, the
pressure filter as well as the pipes must get filled with oil.
According to these cavities, the oil capacity to be filled in is greater than at the later
oil fillings in the course of the usual Maintenance service.
ZF recommends, to start the AEB at every oil change (see 1.8.3).
4.3.2 Filter replacement:
At the replacement of the ZF-Filter in the main oil stream, pay attention that no dirt or oil
sludge can penetrate into the circuit. Besides, the parking brake has to be covered, resp. protected from oil wetting.
At the mounting of the filter, any exertion of force has to be avoided.
Treat the filter carefully at the installation, the transport and the storage !
Damaged filters must no more be installed !
The filter differential pressure valve (bypass valve) is equipped with a filter contamination switch which is informing the driver about the contamination of the ZF-Fine
filter.
At the lighting up of the symbol, the ZF-Fine filter must be replaced.
The mounting of the filter must be carried out as follows:
- Cover the gasket with a small amount of oil.
- Screw the filter in until contact with the sealing surface is obtained and tighten it now by
hand about 1/3 to 1/2 turn.
39
ERGOPOWER
V.
5.1
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
ZF-DIAGNOSTIC SYSTEMS
General:
The Control electronics EST-37 for the Transmission Series Ergopower is equipped with a
diagnostic package, which makes the Trouble shouting and the elimination of Repairs easier
for the Service.
The Electronics is able to monitor the states of certain inputs and outputs.
If the Electronics recognizes during it an error, it stores an error code in the fault storage
(EEPROM) and is transmitting the error code also to the vehicle controller of the Vehicle Manufacturer.
The ZF-Diagnosis and the Programming systems MOBIDIG-2001 (see 5.2) and LAPTOPVersion (see 5.3) are needed for the following applications:
Diagnosis
AEB
Testing Inputs and Outputs -
Actual errors
Read fault storage
Cancel fault storage
Automatic calibration of the shifting elements
Outputs
Check inputs
Check systems downtime
System test drive
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 can be universally utilized for all diagnosis-capable ZF-Vehicle systems.
MOBIDIG 2001 with
ZF-Diagnostic Software
6008 307 001
Diagnostic Software with Operator
guidance
Terminal tester 68-pin
6008 304 038
For the test of single control signals, line
connections etc.
Figure-No.: 5.2
41
ERGOPOWER
5.3
Geschäftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme
Laptop Version:
Specialized Dealers
Pentium Latop min. 90 MHz
Windows 95/98 or NT
Basic-Software
Testman WIN 95/98 or NT
6008 308 901
RS-232 Connecting cable
Laptop ⇔ DPA-04I
6008 308 601
Programming adapter
DPA-04I
Diagnostic set
5870 221 179
WIN 95/98
or
NT
6008 308 600
Adapter cable
DPA-04I ⇔ EST-37
6029 017 005
Diagnostic Software WG-160
6008 308 005
GERMAN
6008 308 105
ENGLISH
6008 308 205
FRENCH
Terminal Tester 68-pin
For the test of single control
signals, line interruptions etc.
6008 304 038
Figure-No.:5.3
42
ERGOPOWER
5.4
Geschäftsbereich
Arbeitsmaschinen-Antriebe
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:
Turbine – Metering tubes:
5870 221 284
15 – 300 l/min = 5870 221 133
25 – 600 l/min = 5870 221 134
Figure-No.: 5.4
43
L A Y O U T 6 W G -1 6 0
T A B L E - 1
1
=
2
=
3
4
=
=
5
=
8
=
=
6
=
9
7
1 0 =
1 1 =
1 2 =
1 3 =
1 4 =
1 5 =
1 6 =
=
1 3
1
1 2
C lu tc h s h a f t „ K R “
P o w e r ta k e -o ff, c o a x ia l, e n g in e -d e p e n d e n t
C lu tc h s h a f t „ K V “
C lu tc h s h a f t „ K 2 “
C lu tc h s h a f t „ K 3 “
O u tp u t fla n g e - re a r s id e
O u tp u t fla n g e - c o n v e rte r s id e
O u tp u t s h a ft
T ra n s m is s io n p u m p
In p u t fla n g e - in p u t th r o u g h u n iv e rs a l s h a f t
C o n v e rte r
W K (c o n v e rte r c lu tc h )
In d u c tiv e tra n s m itte r fo r e n g in e s p e e d
C lu tc h s h a f t „ K 4 “
C o n v e rte r s a fe ty v a lv e
C lu tc h s h a f t „ K 1 “
1 1
2
1 0
3
9
4
G E A R B O X D IA G R A M
K R
A N
K V
K 4
K 2
5
462 308
1 6
8
1 5
E.07 I.130 31749 31 0484( 043OZ)
E.07 I.130 31749 31 048( 043OZ)
K 1
K 3
A B
1 4
z = 56
7
AE HNL. 46 23 01 48
6
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 =
2 4 5 =
8
=
7
6
=
=
=
=
6 W G -1 6 0 – D IR E C T IN S T A L L A T IO N
2
1
1
3
L iftin g lu g s
D ia p h ra g m – d ire c t m o u n tin g
C o n v e rte r
T ra n s m is s io n s u s p e n s io n h o le s M 2 0
E m e rg e n c y s te e rin g p u m p
S = S u c tio n lin e M 3 3 x 2
D = P r e s s u r e lin e M 2 2 x 1 ,5
O il d r a in p lu g w ith m a g n e t M 3 8 x 1 ,5
M o d e l id e n tific a tio n p la te
A tta c h m e n t p o s s ib ility f o r o il f ille r tu b e w ith o il d ip s tic k
4
4
D
S
5
4
4
1 0
9
Z F
8
7
6
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 B
1 =
3 =
2 4 5 6 7 8 =
=
=
=
=
=
L iftin g lu g s
P o w e r ta k e -o ff, c o
E le c tr o h y d ra u lic c
O u tp u t f la n g e
T ra n s m is s io n s u s p
E x c h a n g e f ilte r ( Z
F ilte r h e a d
A tta c h m e n t p o s s ib
w ith o il d ip s tic k
6 W G -1 6 0 – D IR E C T IN S T A L L A T IO N
1
1
2
a x ia l, e n g in e -d e p e n d e n t
o n tro l
7
e n s io n h o le s M 2 0
F - fin e f ilte r )
3
ility f o r o il f ille r tu b e
6
D
S
4
5
8
5
IN S T A
W IT H
F R O N
T A B L
1 2 =
4 =
=
=
3 =
5 =
6 7 8 =
=
L L A T IO N V IE W
D IS K B R A K E
T V IE W
E - 3 A
6 W G -1 6 0
S E P A R A T E IN S T A L L A T IO N
L iftin g lu g s
I n p u t f la n g e – d r iv e v ia u n iv e r s a l s h a f t
C o n v e rte r b e ll
T ra n s m is s io n s u s p e n s io n h o le s M 2 0
A tta c h m e n t p o s s ib ility f o r e m e r g e n c y s te e r in g p u m p
O il d r a in p lu g M 3 8 x 1 ,5
M o d e l id e n tific a tio n p la te
O il f ille r tu b e w ith o il d ip s tic k
1
3
2
1
4
4
5
4
4
8
Z F
7
6
IN S T A
W IT H
R E A R
T A B L
L L A T IO N V IE W
D IS K B R A K E
V IE W
E – 3 B
6 W G -1 6 0 – S E P A R A T E IN S T A L L A T IO N
1
1 4
2
1 3
1 =
3 =
=
2 =
4 =
5 =
6 7 8 =
=
L iftin g s lu g s
P o w e r ta k e -o f
E le c tr o h y d ra u
O il f ille r tu b e
D is k b ra k e
T ra n s m is s io n
O u tp u t f la n g e
B ra k e d is k
3
f, c o a x ia l, e n g in e -d e p e n d e n t
lic c o n tro l
w ith o il d ip s tic k
1 2
s u s p e n s io n h o le s M 2 0
1 1
4
A
F
B
1 0
5
E
D
C
6
7
8
8
9
IN S T A
W IT H
F R O N
T A B L
1 =
3 =
=
2 =
4 =
5 =
6 7 =
9 =
=
8 1 0 =
1 1 =
L L A T IO N V IE W 6 W G -1 6 0 – S E P A R A T E IN S T A L L A T IO N
A X L E D IS C O N N E C T IO N A N D W K -V A L V E
1
2
T V IE W
E - 4 A
L iftin g lu g s
W K -v a lv e
In p u t fla n g e – d riv e v ia u n iv e rs a l s h a ft
C o n v e rte r b e ll
T ra n s m is s io n s u s p e n s io n h o le s M 2 0
E m e rg e n c y s te e rin g p u m p
S = S u c tio n lin e M 2 6 x 1 ,5
D = P r e s s u r e lin e M 2 2 x 1 ,5
O il d r a in p lu g w ith m a g n e t M 3 8 x 1 ,5
P n e u m a tic o r e n g a g e m e n t a n d d is c o n n e c tio n
M o d e l id e n tific a tio n p la te
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
O u tp u t fla n g e
4
3
1
5
5
5
1 1
6
S
5
5
1 0
9
Z F
8
7
IN S T A
W IT H
R E A R
T A B L
1 2 =
3 =
=
=
4 =
5 =
6 =
7 =
8 9 1 0 =
=
L L A T IO N V IE W 6 W G -1 6 0 S E P A R A T E IN S T A L L A T IO N
A X L E D IS C O N N E C T IO N A N D W K
1
V IE W
E - 4 B
L iftin g lu g s
S o le n o id v a lv e W K
P re s s u re o il lin e fro m W K
P re s s u re o il lin e fro m c o n
P o w e r ta k e -o ff, c o a x ia l, e
E le c tr o h y d ra u lic c o n tro l
O u tp u t f la n g e
T ra n s m is s io n s u s p e n s io n
A tta c h m e n t p o s s ib ility f o
B re a th e r lin e W K
2
1 4
-v a lv e to W K
tro l u n it to W K
n g in e -d e p e n d e n t
h o le s M 2 0
r o il f ille r tu b e w ith o il d ip s tic k
3
1 3
4
1 2
1 1
5
6
A
F
B
1 0
C
E
D
7
9
8
9
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 6 W G -1 6 0
W IT H Z F -F IN E F IL T E R D IR E C T L Y M O U N T E D O N T H E T R A N S M IS S O N
T A B L E - 5
T h e m a rk e d p o s itio n s ( e .g . 5 3 ) c o r re s p o n d w ith th e p o s itio n s o n th e ta b le 6 !
T h e m e a s u r e m e n ts h a v e to b e c a r rie d o u t a t h o t tra n s m is s io n ( a b o u t 8 0 ° - 9 5 ° c ) !
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
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
5 5
=
5 6
=
=
5 7
5 8
=
6 0
=
=
6 3
6 5
=
1 5
1 6
=
2 1
=
=
=
=
6 9
=
=
6 8
=
=
=
P O IN T S F O R H Y D R A U L IC O I L A N D
F T H E C
E C O N V
R W A R D
V E R S E
+ 2 b a r
+ 2 b a r
+ 2 b a r
+ 2 b a r
E C O N V
U R E 1 0 0
E S S U R E
O N
E R
1 6
1 6
V E R T E R – O P E N IN G P R E S S U R E 1 1
T E R – O P E N IN G P R E S S U R E
4 ,3
+ 2 b a r
+ 2 b a r
E R T E R
° C , S H O R T -T IM E
1 6 + 2 b a r
T E M P E R A T U R E :
b a
b a
K
K
K
K
K
K
r
r
IN D
S P E
IN D
IN D
F IL
U C
E D
U C
U C
T E R
T IV
S E N
T IV
T IV
C O
E T
S O
E T
E T
N T
R A
R
R A
R A
A M
N S M IT T E R
3
1
2
4
1 2 0 ° C
O N
P
O L
E N
E N
N E
R E
U N
C Y
C Y
C T
S S U
IT
S T
S T
IO N
R E
C O N N E C T IO N S :
P L U
S Y S
C O N
E M E
E M E
G C
T E M
T R
R G
R G
– IM P U L S E -S P E E D S E N S O R
n T
n O
N S M IT T E R
n C
N S M IT T E R
n E
IN A T IO N S W IT C H
M 1
M 1
M 1
M 1
M 1
M 1
M 1
M 1
M 1
V
R
U R
U T
E N
N G
B I
P U
T R
IN
N E
T A N D S P E E D O M E T E R
A L G E A R T R A IN
E
O N T H E E L E C T R O H Y D
(O
(O
E E R IN G P U M P - P R E S S U R
E E R IN G P U M P - S U C T IO N
R A U
P T IO
P T IO
E L IN
L IN E
0 x
4 x
0 x
0 x
0 x
0 x
0 x
0 x
4 x
1
1 ,5
1
1
1
1
1
1
1 ,5
1
A N D
L IC C O N T R O L U N IT
N )
N )
E
S W
5
1
5
4 7
2 1
H
B
E
D
C
M 1 0 x 1
P O IN T S F O R D E L IV E R Y R A T E S :
IN D U C T IV E T R A N S M IT T E R
=
=
4 8
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
=
4 9
7 1
N T O
D T H
H F O
H R E
H 1 6
H 1 6
H 1 6
H 1 6
D T H
R A T
M P R
M E A S U R IN G
3 4
4 7
4 8
5 4
7 0
R O
IN
T C
T C
T C
T C
T C
T C
IN
P E
T E
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
A
F
K
5 4
/16 “ – 1 2 U N -2 B
/16 “ – 1 2 U N -2 B
IT C H :
M 1
---M 1
M 1
M 1
8 x
--8 x
8 x
4 x
1 ,5
-1 ,5
1 ,5
1 ,5
M 1
M 1
M 2
M 3
6 x
6 x
2 x
2 x
1 ,5
1 ,5
1 ,5
2
J
3 4
G
P a g e 1 o f 2
VIEW X
65
51
VIEW Y
68
49
69
X
16
57
60
15
53
55
58
56
52/63
CODING
DRIVING DIRECTION
FORWARD
REVERSE
SPEED
1
2
3
4
5
6
1
2
3
NEUTRAL
ENGAGED CLUTCH
POSITIONENS ON VALVE BLOCK
CONSEC. No. OF MEAS. POINTS
• PRESSURE REGULATOR UNDER
VOLTAGE
Y1
Y2
Y3
Y4
Y5
Y6
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
K4
F
60
KR
E
55
K1
D
56
K3
C
58
KV
B
53
K2
A
57
ENGAGED CLUTCHES
K1
K4
KV
K4
K3
K4
KR
KR
KR
KV
K1
K2
K2
KV
K3
K1
K2
K3
Y
16
15
52/63
70
71
Page 2 of 2
OIL CIRCUIT DIAGRAM 6 WG-160
WITH ZF-FINE FILTER DIRECTLY MOUNTED ON THE TRANSMISSION
- FORWARD 1st SPEED –
TABLE - 6
The marked positions (e.g. 53) correspond with the positions on the table – 5 !
LEGEND:
WT
= Heat exchanger
WGV = Converter back pressure valve
4,3 bar
WSV = Converter safety valve
11 bar
HDV = Main pressure valve
16+2 bar
RV-9 = Pressure reducing valve
9 bar
NFS
= Follow-on slide
D
= Vib ration damper
B
= Orifice
P1
= Proportional valve – Clutch KR
P2
= Proportional valve – Clutch K4
P3
= Proportional valve – Clutch K1
P4
= Proportional valve – Clutch K3
P5
= Proportional valve – Clutch KV
P6
= Proportional valve – Clutch K2
Y1 – Y6 = Pressure regulator
TEM P = Temperature sensor
UEDV = Pressure relief valve
40±5 bar
FDV
= Filter p ressure differential valve ∆p=5,5 bar
CODING
DRIVING DIRECTION
FORWARD
REVERSE
SPEED
1
2
3
4
5
6
1
2
3
NEUT RAL
ENGAGED CLUCH
POSITIONS ON VALVE BLO C K
C O NSEC. No. MEAS. PO INTS
• PRESSURE REGULATOR UNDER
VOLTAGE
Y1
Y2
Y3
Y4
Y5
Y6
•
•
•
•
•
•
•
•
•
K4
F
60
•
•
•
•
KR
E
55
K1
D
56
•
•
•
•
•
K3
C
58
KV
B
53
ENGAGED C LUTCHES
K1
K4
KV
K4
K3
K4
KR
KR
KR
KV
K1
K2
K2
KV
K3
K1
K2
K3
K2
A
57
Page 1 of 2
K 4
F
P 1
B
6 0
K R
D
Y 1
E
P 2
5 5
D
B
Y 2
N F S
D
P 3
B
N F S
K 3
K 1
5 6
D
Y 3
C
P 4
B
Y 4
N F S
K V
5 8
B
P 5
D
5 3
A
P 6
D
B
Y 6
N F S
5 7
D
B
Y 5
N F S
K 2
N F S
R V -9
T E M P
H D V
K
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 E R
5 1
H
W T
(S C O P E O F S U P P L Y
C U S T O M E R )
L E G E N D :
= M A
= C O
= P IL
= C O
= C O
= L U
= R E
IN P
N T R
O T P
N V E
N V E
B R IC
T U R
R E
O L
R E
R T
R T
A T
N F
S S U R E
L E D M
S S U R E
E R IN P
E R O U
IO N
L O W I
N T O
W S V
F F IN
F IL T
ß 30 ³
D U S
m in .
F IL T
m in .
F D V
5 2
6 3
W G V
A IN P R E S S U R E
U T P R E S S U R E
T P U T
6 5
B Y P A S S V A L V E
D p = 1 ,5 b a r
1 5
U E D V
1 6
T R A N
p = 1 6
Q p = 8
n = E N
S M IS
+ 2 b a
5 l/m
G IN E
r
E F
E R
7 5
T C
1 7 g
E R
6 7 0
IL T E R
G R A D E A C C O R D IN G IS O 4 5 7 2 :
ß 1 5 = 2 5 ß 1 0 = 5 .0
A P A C IT Y A C C O R D IN G IS O 4 5 7 2 :
A R E A :
2
0 c m
S IO N P U M P
in a t
2 0 0 0 m in
-1
T H E S U M P
O IL S U M P
P a g e 2 o f 2
L U B R IC A T IO N
M A IN O IL C IR C U IT
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
W IT H E X T E R N A L L Y M O U N T E D Z F -F IN E F IL T E R
T A B L E - 7
6 W G -1 6 0
T h e m a rk e d p o s itio n s ( e .g . 5 3 ) c o r re s p o n d w ith th e p o s itio n s o n th e ta b le 8 !
T h e m e a s u r e m e n ts h a v e to b e c a r rie d o u t a t h o t tra n s m is s io n ( a b o u t 8 0 ° - 9 5 ° c ) !
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
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
=
5 5
=
5 6
=
5 7
=
5 8
=
6 0
=
6 3
=
6 5
=
1 5
1 6
=
1 9
3 5
N T O
D T H
H F O
H R E
H 1 6
H 1 6
H 1 6
H 1 6
D T H
R A T
M P R
P O IN T S F O R H Y D R A U L IC O IL A N D
F T H E C
E C O N V
R W A R D
V E R S E
+ 2 b a r
+ 2 b a r
+ 2 b a r
+ 2 b a r
E C O N V
U R E 1 0 0
E S S U R E
M E A S U R IN G
=
=
=
2 1
=
3 4
4 7
4 8
5 4
=
=
=
=
6 9
=
=
4 9
6 8
R O
IN
T C
T C
T C
T C
T C
T C
IN
P E
T E
=
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
O N
E R
1 6
1 6
V E R T E R – O P E N IN G P R E S S U R E 1 1
T E R – O P E N IN G P R E S S U R E
4 ,3
+ 2 b a r
+ 2 b a r
E R T E R
° C , S H O R T -T IM E
1 6 + 2 b a r
T E M P E R A T U R E :
b a
b a
K
K
K
K
K
K
r
r
V
M 1
M 1
M 1
M 1
M 1
M 1
M 1
M 1
M 1
1
R
3
2
4
1 2 0 ° C
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
S P E
IN D
IN D
F IL
U C
E D
U C
U C
T E R
T IV
S E N
T IV
T IV
C O
E T
S O
E T
E T
N T
R A
R
R A
R A
A M
N S M IT T E R
n T
n O
N S M IT T E R
n C
N S M IT T E R
n E
IN A T IO N S W IT C H
C O N N E C T IO N S :
P L U G C O N N E C T IO N
S Y S T E M P R E S S U R E
C O N T R O L U N IT
U R
U T
E N
N G
B I
P U
T R
IN
N E
T A N D S P E E D O M E T E R
A L G E A R T R A IN
E
1
1 ,5
1
1
1
1
1
1
1 ,5
1
A N D
O N 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
(O P T IO N )
(O P T IO N )
S W
1
5
5
4 7
2 1
H
B
E
D
A
C
F
M 1 0 x 1
P O IN T S F O R D E L IV E R Y R A T E S :
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 – IM P U L S E -S P E E D S E N S O R
0 x
4 x
0 x
0 x
0 x
0 x
0 x
0 x
4 x
4 8
K
5 4
/16 “ – 1 2 U N -2 B
/16 “ – 1 2 U N -2 B
M 2 6 x 1 ,5
M 2 6 x ,1 5
IT C H :
M 1
---M 1
M 1
M 1
8 x
--8 x
8 x
4 x
3 4
1 ,5
-1 ,5
1 ,5
1 ,5
M 1 6 x 1 ,5
M 1 6 x 1 ,5
J
G
P a g e 1 o f 2
VIEW X
65
51
VIEW Y
68
19
49
69
X
16
57
60
54
15
53
55
58
56
DRIVING DIRECTION
FORWARD
REVERSE
SPEED
1
2
3
4
5
6
1
2
3
NEUTRAL
ENGAGED CLUTCH
POSITIONS ON VALVE BLOCK
CONSEC. No. MEAS. POINTS
K4
F
60
KR
E
55
K1
D
56
K3
C
58
KV
B
53
K2
A
57
34
52/63
CODING
• PRESSURE REGULATOR UNDER
VOLTAGE
Y1
Y2
Y3
Y4
Y5
Y6
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
ENGAGED CLUTCHES
K1
K4
KV
K4
K3
K4
KR
KR
KR
KV
K1
K2
K2
KV
K3
K1
K2
K3
35
Y
16
15
52/63
Page 2 of 2
OIL CIRCUIT DIAGRAM 6 WG-160
WITH EXTERNALLY MOUNTED ZF-FINE FILTER
- FORWARD 1st SPEED –
TABLE-8
The marked positions (e.g. 53) correspond with the positions on the table – 7 !
LEGEND:
WT
=
WGV =
WSV =
HDV =
RV-9 =
NFS
=
D
=
B
=
P1
=
P2
=
P3
=
P4
=
P5
=
P6
=
Y1 – Y6 =
TEM P =
UEDV =
FDV
=
HEAT EXCHANGER
CONVERTER BACK PRESSURE VA LVE
4,3 bar
CONVERTER SAFETY VA LVE
11 bar
MAIN PRESSURE VALVE
16+2 bar
PRESSURE REDUCING VA LVE
9 bar
FOLLOW-ON SLIDE
VIBRATION DAMPER
ORIFICE
PROPORTIONA L VALVE – CLUTCH KR
PROPORTIONA L VALVE – CLUTCH K4
PROPORTIONA L VALVE – CLUTCH K1
PROPORTIONA L VALVE – CLUTCH K3
PROPORTIONA L VALVE – CLUTCH KV
PROPORTIONA L VALVE – CLUTCH K2
PRESSURE REGULATOR
TEMPERATURE SENSOR
PRESSURE RELIEF VA LVE
40±5 bar
FILTER PRESSURE DIFFERENTIA L VA LVE ∆p=5,5 bar
CODIERUNG
FAHRTRICHTUNG
VORWÄRTS
RÜCKWÄRTS
GANG
1
2
3
4
5
6
1
2
3
NEUTRAL
GESCHALTETE KUPPLUNG
POSITIONEN AM VENTILBLOCK
LFD.-NR. DER MESS-STELLEN
• DRUCKREGLER AKTIV
Y1
Y2
Y3
Y4
•
•
•
•
•
•
•
K4
F
60
•
•
•
•
KR
E
55
K1
D
56
GESCHALTETE KUPPLUNGEN
Y5
•
Y6
•
•
•
•
•
•
K3
C
58
KV
B
53
K1
K4
KV
K4
K3
K4
KR
KR
KR
KV
K1
K2
K2
KV
K3
K1
K2
K3
K2
A
57
Page 1 of 2
K 4
F
P 1
B
6 0
K R
D
Y 1
E
P 2
5 5
D
B
Y 2
N F S
D
P 3
B
N F S
K 3
K 1
5 6
D
Y 3
C
P 4
B
Y 4
N F S
K V
5 8
B
P 5
D
5 3
A
P 6
D
B
Y 6
N F S
5 7
D
B
Y 5
N F S
K 2
N F S
R V -9
T E M P
H D V
K
V A L V E B L O C K
C O N T R O L B L O C K
C O N V E R T E R
1 9
5 1
H
L E G E N D :
= M A
= C O
= P IL
= C O
= C O
= L U
= R E
IN
N T
O T
N V
N V
B R
T U
P R
R O
P R
E R
E R
IC A
R N
E S S
L L E
E S S
T E R
T E R
T IO
F L O
U R
D
U R
IN
O
N
W
E
M A IN P R E S S U R E
E
P U T P R E S S U R E
U T P U T P R E S S U R E
IN T O
W S V
3 5
W G V
B Y P A S S V A L V E
D p = 1 ,5 b a r
1 5
U E D V
1 6
F IN E
F IL T E
ß 30 ³ 7
D U S T
m in . 1
F IL T E
m in . 6
F D V
5 2
6 3
W T
(S C O P E O F S U P P L Y
C U S T O M E R )
6 5
T R A N S
p = 1 6 +
Q p = 8 5
n = E N G
M IS
2 b a
l/m
IN E
r
F IL T E R
R G R A D E A C C C O R D IN G IS O 4 5 7 2 :
5
ß 1 5 = 2 5 ß 1 0 = 5 .0
C A P A C IT Y A C C O R D IN G IS O 4 5 7 2 :
7 g
R A R E A
7 0 0 c m 2
S IO N P U M P
in a t
2 0 0 0 m in
-1
T H E S U M P
O IL S U M P
P a g e 2 o f 2
L U B R IC A T IO N
M A IN O IL C IR C U IT
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 6 W G -1 6 0
W IT H W K A N D E X T E R N A L L Y M O U N T E D Z F -F IN E F IL T E R
T A B L E – 9
N o .
D E N O M IN A T IO N O F T H E P O S IT IO N
5 1
5 2
=
=
5 3
=
5 5
=
5 6
=
5 7
=
5 8
=
6 0
6 3
=
=
6 5
=
6 7
1 5
1 6
1 9
3 5
=
=
=
=
2 1
3 4
3 6
4 7
4 8
5 4
5
4 9
6 8
=
=
=
=
=
=
=
=
=
7 0
7 1
=
=
=
=
6 9
M E A S U R IN G P O IN T S F O R H Y D R A U L IC O IL A N D
IN F R O N T O F T H E C O N V E R T E R – O P E N IN G P R E S S U
B E H IN D T H E C O N V E R T E R – O P E N IN G P R E S S U R E
C L U T C H F O R W A R D 1 6 + 2 b a r
C L U T C H R E V E R S E 1 6 + 2 b a r
C L U T C H 1 6 + 2 b a r
C L U T C H 1 6 + 2 b a r
C L U T C H 1 6 + 2 b a r
C L U T C H 1 6 + 2 b a r
B E H IN D T H E C O N V E R T E R
T E M P E R A T U R E 1 0 0 ° C , S H O R T -T IM E 1 2 0 ° C
S Y S T E M P R E S S U R E 1 6 + 2 b a r
W K -S H IF T P R E S S U R E 1 5 + 1 b a r
M E A S U R IN G P O IN T S F O R D E L IV E R Y R A T E S :
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
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 – IM P U L S E -S P E E D S E
IN D U C T IV E T R A N S M IT T E R n T U R B IN E
S P E E D S E N S O R
n O U T P U T A N D S P E E D O M E T
A X L E D IS C O N N E C T IO N -IN D IC A T O R
IN D U C T IV E T R A N S M IT T E R n C E N T R A L G E A R T R A
IN D U C T IV E T R A N S M IT T E R n E N G IN E
F IL T E R C O N T A M IN A T IO N S W IT C H
C O N N E C T IO N S :
C O M P R E S S E D A IR L IN E F O R A X L E D IS C O N N E C T IO
P L U G C O N N E C T IO N O N T H E E L E C T R O H Y D R A U L IC
S Y S T E M P R E S S U R E (O P T IO N )
C O N T R O L U N IT ( O P T IO N )
E M E R G E N C Y S T E E R IN G P U M P - P R E S S U R E L IN E
E M E R G E N C Y S T E E R IN G P U M P - S U C T IO N L IN E
T E M P E R A T U R E :
R E 1 1 b a r
4 ,3 b a r
K V
K R
K 1
K 2
K 3
K 4
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
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
1 ,5
1
1
1
1
1
1
1 ,5
H
B
M
N S O R
A N D
S W
IT C
E R
IN
N
C O N T R O L U N IT
4 7
2 1
E
D
F
A
C
M 1 0 x 1
M 1 0 x 1
1
4 8
K
5 4
5
1
/16 “ – 1 2 U N -2 B
/16 “ – 1 2 U N -2 B
2 6 x 1 ,5
2 6 x 1 ,5
H :
1 8 x 1 ,5
------2 7 x 1
1 8 x 1 ,5
1 8 x 1 ,5
1 4 x 1 ,5
5
M
M
-M
M
M
M
3 4
M 1 2 x 1 ,5
M 1
M 1
M 1
M 2
6 x
6 x
6 x
8 x
1 ,5
1 ,5
1 ,
1 ,5
J
G
5
3 6
P a g e 1 o f 2
The marked positions (e.g. 53) correspond with the positions on the table 10 !
The measurements have to be carried out at hot transmission (about 80° - 95° c) !
VIEW X
65
51
VIEW Y
68
19
49
69
35
16
57
X
60
53
55
58
56
15
54
52/63
34
67
CODING
DRIVING DIRECTION
FORWARD
REVERSE
SPEED
1
2
3
4
5
6
1
2
3
• PRESSURE REGULATOR UNDER
VOLTAGE
Y1
Y2
Y3
Y4
Y5
Y6
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
ENGAGED CLUTCHES
K1
K4
KV
K4
K3
K4
KR
KR
KR
KV
K1
K2
K2
KV
K3
K1
K2
K3
Y
16
15
52/63
70
NEUTRAL
POSITIONS ON VALVE BLOCK
CONSEC. No. OF MEANS. POINTS
K4
F
60
KR
E
55
K1
D
56
K3
C
58
KV
B
53
K2
A
57
71
Page 2 of 2
OIL CIRCUIT DIAGRAM 6 WG-160
WITH WK AND EXTERNALLY MOUNTED ZF-FINE FILTER
- FORWARD 1st SPEED –
TABLE – 10
The marked positions (e.g. 53) correspond with the positions on the table 9 !
The measurements have to be carried out at hot transmission (about 80° - 95° c) !
LEGEND:
WT
= Heat exchanger
WK-V = WK-shift valve
15+1 bar
WK-M = WK-solenoid valve
WGV = Converter back pressure valve 4,3 bar
WSV = Converter safety valve
11 bar
HDV = Main pressure valve
16+2 bar
RV-9 = Pressure reducing valve
9 bar
NFS
= Follow-on slide
D
= Vib ration damper
B
= Orifice
P1
= Proportional valve – Clutch KR
P2
= Proportional valve – Clutch K4
P3
= Proportional valve – Clutch K1
P4
= Proportional valve – Clutch K3
P5
= Proportional valve – Clutch KV
P6
= Proportional valve – Clutch K2
Y1 – Y6 = Pressure regulator
TEM P = Temperature sensor
UEDV = Pressure relief valve
40±5 bar
FDV
= Filter p ressure differential valve ∆p=5,5 bar
CODING
DRIVING DIRECTION
FORWARD
REVERSE
SPEED
1
2
3
4
5
6
1
2
3
NEUTRAL
ENGAGED CLUTCH
POSITIONS ON VALVE BLOCK
CONSEC. No. OF MEAS. POINTS
• PRESSURE REGULATOR UNDER
VOLTAGE
Y1
Y2
Y3
Y4
Y5
Y6
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
K4
F
60
KR
E
55
K1
D
56
K3
C
58
KV
B
53
ENGAGED CLUTCHES
K1
K4
KV
K4
K3
K4
KR
KR
KR
KV
K1
K2
K2
KV
K3
K1
K2
K3
K2
A
57
Page 1 of 2
K 4
F
P 1
B
6 0
K R
E
P 2
D
D
B
Y 1
5 5
Y 2
N F S
D
P 3
5 6
C
P 4
D
B
N F S
K 3
K 1
Y 3
B
5 8
B
P 5
D
5 3
A
P 6
Y 6
N F S
5 7
D
B
Y 5
N F S
K 2
D
B
Y 4
N F S
K V
N F S
R V -9
T E M P
H D V
K
V A L V E B L O C K
C O N T R O L C IR C U IT
W K -M
W K -V
C O N V E R T E R
W K
1 9
5 1
H
= M A
= C O
= P IL
= C O
= C O
= L U
= R E
IN
N T
O T
N V
N V
B R
T U
P R
R O
P R
E R
E R
IC A
R N
E S S
L L E
E S S
T E R
T E R
T IO
F L O
U R
D
U R
IN
O
N
W
E
M A IN P R E S S U R E
E
P U T P R E S S U R E
U T P U T P R E S S U R E
IN T O
T H E S U M P
B Y P A S S V A L V E
D p = 1 ,5 b a r
W T
(S C O P E O F S U P P L Y
C U S T O M E R
1 5
U E D V
1 6
F IN E
F IL T E
ß 30 ³ 7
D U S T
m in . 1
F IL T E
m in . 6
F D V
3 5
W G V
T R A N S
p = 1 6 +
Q p = 8 5
n = E N G
M IS
2 b a
l/m
IN E
r
F IL T E R
R G R A D E A C C O R D IN G IS O 4 5 7 2 :
5
ß 1 5 = 2 5 ß 1 0 = 5 .0
C A P A C IT Y A C C O R D IN G IS O 4 5 7 2 :
7 g
R A R E A :
2
7 0 0 c m
S S IO N P U M P
in a t
2 0 0 0 m in
-1
O IL S U M P
L U B R IC A T IO N
P a g e 2 o f 2
W S V
5 2
6 3
6 7
L E G E N D :
6 5
M A IN O IL C IR C U IT
G E A R B O X D IA G R A M
T A B L E - 1 1
6 W G -1 6 0
K 1
K V
K R
A N
K 4
P U M P
K 4
K 2
W K
K R
K 1
K 3
P O W E R T A K E -O F F
E N G IN E -D E P E N D E N T
IN P U T
K V
A B
C O N V E R T E R
D IA G R A M
K 2
D R IV IN G
S P E E D
- C L U T C H E S
S P E E D
F O R W A R D
M O U N T IN G P O S S IB IL IT Y
E M E R G E N C Y S T E E R IN G
P U M P
K 3
O U T P U T
A X L E D IS C O N N E C T IO N
O U T P U T
L E G
K V
K R
K 1
K 2
K 3
K 4
A N
A B
=
=
=
=
=
=
=
=
E N D :
C L
C L
C L
C L
C L
C L
IN
O U
1
2
3
U T C
U T C
U T C
U T C
U T C
U T C
P U T
T P U
H F
H R
H 1
H 2
H 3
H 4
T
O R W A R D
E V E R S E
st S P E E D
n d S P E E D
rd S P E E D
th S P E E D
4
5
R E V E R S E
6
1
3
2
C L U T C H
K V
K 4
K V
K 4
K V
K 4
K R
K R
K R
/K
/K
/K
/K
/K
/K
/K
/K
/K
1
1
2
2
3
3
1
3
2
P O W E R F L O W
T A B L E - 1 2
6 W G -1 6 0 -F O R W A R D S P E E D S 1 st S P E E D
K V
2 n d S P E E D
K R
A N
K V
3 rd S P E E D
K R
A N
K V
4 th S P E E D
K R
A N
K V
K R
A N
G E A R B O X D IA G R A M
K 4
K 2
K 1
K 1
K 3
K 4
K 2
K 1
K 3
K 4
K 2
K 1
K 3
K 4
K 2
K 1
K 3
K 4
A B
A B
A B
A B
K R
V IE W
A N
K V
L E G E N D :
=
K V
=
K 1
=
K R
K 3
K 4
A N
A B
=
=
=
=
=
=
K 2
A B
K 4
K 2
D IA G R A M
L E G E N D :
A B
A N
C L U
C L U
C L U
C L U
C L U
C L U
IN P U
O U T
T C H
T C H
T C H
T C H
T C H
T C H
T
P U T
K V
K R
A N
P O W E R F L O W G E A R T R A IN
G E A R S N O T M E S H IN G
K 2
K 3
K R
K V
=
5 th S P E E D
6 th S P E E D
- D IR E C T IO N O F R O T A T IO N
F O R W A R D
R E V E R S E
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
D R IV I N G
D IR E C T IO N
F o rw a rd
K 4
K 2
- C L U T C H E S
S P E E D
1
6
5
4
3
2
C L U T C H
K V
K 4
K V
K 4
K V
K 4
/K
/K
/K
/K
/K
/K
1
K 1
K 3
1
K 1
K 3
2
2
3
A B
3
A B
P O W E R F L O W
T A B L E - 1 3
6 W G -1 6 0 - R E V E R S E S P E E D S 2 n d S P E E D
1 st S P E E D
K V
G E A R B O X D IA G R A M
K R
A N
A B
V IE W
K R
A N
K 4
K 2
K 1
K 3
K 1
K 3
A B
K R
A N
K V
K 4
K 2
K 1
K 3
K 4
K R
A N
K 4
K 2
K 1
K V
3 rd S P E E D
A B
- D IR E C T IO N O F R O T A T IO N
K V
K 2
L E G E N D :
K V
K 3
=
K 2
=
K 1
K 3
K 4
A N
A B
A B
=
K R
A B
=
=
=
=
=
C L
C L
C L
C L
C L
C L
IN
O U
U T C
U T C
U T C
U T C
U T C
U T C
P U T
T P U
H F
H R
H 1
H 2
H 3
H 4
T
O R W A R D
E V E R S E
st S P E E D
n d S P E E D
rd S P E E D
th S P E E D
D IG R A M
D R IV IN G
R E V E R S E
D I R E C T IO N
- C L U T C H E S
S P E E D
1
2
3
C L
K
K
K
U T
R /K
R /K
R /K
C H
1
2
3
L E G E N D :
=
=
P O W E R F L O W G E A R T R A IN
G E A R S N O T M E S H IN G
E L E C T R O -H Y D R A U L IC S H IF T C O N T R O L W IT H P R O P O R T IO N A L V A L V E S
T A B L E - 1 4
M A IN P R E S S U R E V A L V E 1 6 + 2 b a r
P R E S 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 )
A
B
Y 6
Y 1
Y 5
Y 2
B
Y 4
C O V E R
H O U S IN G
A
Y 3
C O V E R
V A L V E B L O C K
S E C T IO N
A
- A
V A L V E B L O C K
M A IN P R E S S U R E V A L V E
1 6 + 2 b a r
P R E S 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
- 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 ID E
6 W G -1 6 0 F U L L Y -A U T O M A T IC C O N T R O L U N IT 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 3 9 )
T A B L E - 1 5
IT E M
A 1
A 2
A 3
A 5
A 6
A 7
A 9
B 1
B 2
B 3
B 4
B 6
B 9
L E
E L
C O
E L
D I
D I
C A
S P
G E N D
E C T R O
N T R O L
E C T R O
A G N O S
S P L A Y
N -IN T E
E E D O M
S P E
S P E
S P E
S P E
L O A
S E N
E D S E N
E D S E N
E D S E N
E D S E N
D S E N
S O R –
IT E M
N IC
L E
H Y
T IC
R
C O N T R O L U N IT T C U
D R A U L IC O N T R O L U N IT 6 W G -1 6 0
IN T E R F A C E (P L U G )
R F A C E (P L U G )
E T E R W IT H F R E Q U E N C Y D IV ID E R
S O R
S O R
S O R
S O R
S O R
T E M P E R A
n
n
n
n
E N G
T U R
C E N
O U T
IN
B I
T R
P U
E
N E
A L G E A R T R A IN
T
T U R E - R E T A R D E R
F 1
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 IO N A L W A R N IN G *
P IL O T L A M P R E S T R IC T E D G E A R R A N G E *
F 2
H 7
N O T E :
* = S C O P E O F S U P P L Y C U S T O M E R
*
S 1
S 4
S 5
S 1
S 2
S 3
S 3
4
0
2
8
L E
S W
S W
S W
S W
S W
S W
S W
G E
IT
IT
IT
IT
IT
IT
IT
C
C
C
C
C
C
C
N D
H
H
H
H
H
H
H
R E T A R D E R
K IC K D O W N (O P
R E Q U E S T E N G IN
F IL T E R C O N T A M
P R E S E L E C T IO N
T R O U G H O N T O
D IS P L A Y IL L U M
T IO
E B
IN
D IF
P *
IN A
N )
R A K E
A T IO N
F E R E N T IA L L O C K
T IO N *
Y 7
Y 8
Y 9
S O L E N O ID V A L V E W K
S O L E N O ID V A L V E R E T A R D E R
S O L E N O ID V A L V E D IF F E R E N T IA L L O C K
K 1
K 2
R E L A Y S T A R T E R IN T E R L O C K *
R E L A Y R E V E R S E D R IV E *
F1
Kl.30
Kl.30
Kl.15
F2
L
P
M
SA
E
2
* = OPTIONAL
04
1
37
38
24
1
2
3
B6
VP
*KD
F
N
R
T+
T-
22
43
64
64
63
65
20
K1
1
1
2
2
2
86
85
B1
B2
23
68
21
??
44
30
62 VPI VPE1 VPE2 ED10 ED7 ED8 ED12
EF4
2
3
Superseal 3-pin
6029 199 071
*N-Release Interlock
Change Automatic
45
3
1
1
1
2
19
03
1
2
41
86
1
S1 S4 S5 S28 S32 H3
B4
A2
Kl.15
H7
66
2
K2
52
31
D2
ED9 ADM1ED13 ADM2
SDDK
Mini Timer
2-pin
6029 199 011
1
24
ED7
ED4
ED6
ED5
ED1
ED2
ED11
ED3
A1
EF1
VMG1
EF2
45
22
SD1
ADM3
ADM4
ADM8
06
57
33
AIP1
AIP2
AIP3
AIP4
AIP5
AIP6
VPS1
VPS1
ER1
VMGA2
56
10
32
55
09
51
12
13
39
46
1
4 3
2 1
JPT 4-pin
6029 199 076
4
8
6
4
2
7
5
3
1
AMP JPT 8-pin
6029 199 108
A5
2
A7
4
1
Y8
2
Y9
A9
01
02
03
04
05
06
07
08
09
B9
S34
Y1 K4
Y2 KR
Y3 K1
Y4 K3
Y5 KV
Y6 K2
VPS1(+)
A3
TEMP
TEMP
2
1
17
3
6
S10
2
2
1
6
Superseal
2-pin
6029 199 045
1
A6
8
3
4
49 1
1
Y7 2
1
14
68-pin
6029 199 063
EF3
1
2
18
36
SD4
2
AU1
EU1
VMGA1
ER3
CAN_H CAN_LCAN_T VGS VM1 VM2 VPS2 VPS2 ADM7 ADM5 ADM6
25 26
27 28
1 2
8
53
34
57
11
2
15
46
ER2
42
1
1
VMG2
23
1
2
3
2
1
MNL 6-pin
6029 199 074
07
EUPR
68
B3
6
5
4
85
2
5
4
7
8
9
10 11 12 13
14 15 16
1
2
Kostal 16-pin
6029 199 072
Kostal M27
2-pin
6029 199 003
Kl.31
Kl.31
Pole patterns are corresponding with the plugs on the wiring!
TWISTED LINES (30 WINDINGS/METER) FROM A LENGTH OF > 2 METERS ON
BUS TERMINATION IF PIN 26 AND 27 ARE CONNECTED
ALL RELAYS WITH PROTECTIVE DIODES 1A/400V
SPEED RANGE SELECTOR DW-3
TABLE-16
LEVER FOR MECHANICAL
NEUTRAL INTERLOCK
CODING SPEED RANGE SELECTOR
KD
OUTPUT
SPEED
N D
FORWARD
REVERSE
1
1
2
3
4
CIRCUIT DIAGRAM SPEED RANGE SELECTOR
2
3
NEUTRAL
4
1
2
3
4
AD1 B1
AD2 B2
AD3 B3
IN POSITION (NEUTRAL),
F-R NOT SHIFTABLE
AD4 V
AD5 R
AD6 AS
AD7
X1
X2
F
GEAR POSITIONS
NAMEPLATE
SA
F
N
N
N
D
E
L
P
A B C D
A B C D
K1 = RELAY STARTING INTERLOCK
M
CIRCUIT DIAGRAM CONTROLLER
S6
R
1 S4
2
1
2
1S5
2
SW
A
GN
B
BL
C
VI
D
R
F
N
R
D
1
2
3
4
=
=
=
=
=
=
=
=
AD3 (B3)
AD2 (B2)
AD1 (B1)
AD7 (KD)
X1
FORWARD
NEUTRAL
REVERSE
MECHANICAL NEUTRAL INTERLOCK
1st GEAR
2nd GEAR
3rd GEAR
4th GEAR
S1
3
NAMEPLATE
S2
3
DW-3
CONTROL
V
STUECKL.
12/24
NR.
S3
1
3
2
RT
A
GR
D
GE
B
RS
C
ED1 (+/VP)
1
2
1
2
0501 210 148
X2
AD6 (N)
AD4 (VORWAERTS)
AD5 (RUECKWAERTS)
K2 = RELAY REVERSING LIGHTS
A1 = ELECTRONIC SYSTEM EST-37
A2 = SPEED RANGE SELECTOR
CONTROLLER VTS-3
TABLE - 17
FUNCTIONAL KNOB
R
CIRCUIT DIAGRAM CONTROLLER
RT/5
CODING CONTROLLER
ED1
2 +/VP
S1
WS/10
AD6
5 AS/N
S2
SW/6
S3
VI/4
S6
GEAR SHIFTING GATE
GR/3
AD5
6 R
AD8
10 KD/E
S4
GN/1
+
+
+
N
R
AD4
4 V, F
AD1
7 T+
S5
-
GE/2
AD2
8 T-
X1
V
FUNKTION
SWITCH
N
V
V
AD1
AD2
R
T+
T-
V
AD4
R
AD5
AD6 AS/N
AD8 KD/E
POSITION
N
T+
T•
•
KD/E
•
•
•
•
CONTROLLER SG-6
TABLE - 18
CODING CONTROLLER
V
1
2
•
•
•
3
4
5
6
•
•
•
•
•
•
7
8
V
R
AUSGABE
N
AD1
AD2
AD3
AD4
AD5
AD6
B1
B2
B3
V
R
AS
•
•
N
R
•
•
•
•
POS. 1 IS THE FIRST POSITION OUT OF NEUTRAL
SA
M
PL
E
CIRCUIT DIAGRAM CONTROLLER
GR
B3
3
B3
B2
MODEL
IDENTIFICATION
PLATE
GE
AD3
9
9
AD3
D
4
8
8
C
8
7
7
B
1
2
2
I
7
4
4
E
4
5
6
6
5
5
AD5
GAD6
A
AD5
6 AD6
6
2
9
AD2
AD2
8
B2
B1
DRAWED WITHOUT GEAR LEVER
GN
1
B1
MODEL IDENTIFICATIN PLATE
STEUERUNG
V
BR2
BR1
SG-6
12/24
NR.
+
RT
SW
AD1
5
V
V
STUECKL.
1
2
3
4
5 1
D 2
N
2
VP
6
6006 622 093
AD1
7
VP
2
AD4
AD4
R
R
AS
VI
GN BL
4
7
X1 X2 X3 X4
X5
5
PUSHBUTTON SWITCH D7
TABLE - 19
A
S
M
PL
CONNECTION DIAGRAM CONTROLLER
E
CODING
(+)
(+)
3
ED1
AD1
AD2
AD3
AD4
AD5
AD6
AD7
AD8
2
VP
D7
1
2
3
D
N
R
N
AD1
AD2
AD3
AD4
AD5
ED2
7
8
9
4
6
12
A1
H1
AD6 AD7
AD8
5
10
11
K7
VIEW "Z"
K6
VM1
1
B1
B2
B3
V
R
AS
N
RF
POSITION
R N D 3 2 1
•
• •
• • •
•
• • • •
•
•
•
•
K8
(-)
1
2
3
D
N
R
=
=
=
=
=
=
D7
A1
K6
K7
K8
H1
1st SPEED FORWARD
2nd SPEED FORWARD
3rd SPEED FORWARD
AUTOMATIC
NEUTRAL
REVERSE
=
=
=
=
=
=
PUSHBUTTON SWITCH D7
ELECTRONIC CONTROLLER UNIT TCU
STARTER INTERLOCK
NEUTRAL
REVERSING LIGHT
LIGHTING
CIRCUIT DIAGRAM CONTROLLER
R5
12
12
12
2
2
2
11
11
11
6
6
6
3
3
3
ED2
VP
A
1
R
5
4
2
6
8
H1
1
N
5
4
2
8
6
AD8
AD5
ED1
5
5
5
10
10
10
4
4
4
7
7
7
8
8
8
AD2
9
9
9
1
1
1
AD3
VM
H2
AD6
AD7
R1
1
D
5
4
2
8
6
V1
H3
1
3
R2
5
4
2
8
6
AD4
AD1
V2
H4
5
2
6
R3
1
8
4
2
V3
H5
1
1
Z
2
R4
5
4
6
8
V4
H6
TABLE-20
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
1
2
3
4
5
6
7
NOTES REGARDING THE SPARE PARTS ORDERS:
When ordering genuine ZF-Spare Parts, please indicate:
1.
2.
3.
4.
5.
6.
7.
=
=
=
=
=
=
=
Gearbox type
Serial-No.
ZF-Parts List-No.
Mark and type of vehicle
Denomination of the spare part
Spare parts-No.
Way of transport
See Model identification Plate!
When all of the above required indications are considered, errors in the delivery of spare parts
Orders can be avoided!