zf 3wg-94 transmission

Order No.: 5872 138 002

ZF – ERGOPOWER

TRANSMISSION

3 WG-94 EC

TECHNICAL DATA

DESCRIPTION

OPERATION

MAINTENANCE

DIAGNOSTIC SYSTEMS

ZF Passau GmbH

Donaustr. 25 - 71

D - 94034 Passau Subject to technical modifications!

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Off-Road Driveline Technology

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1st Edition: 11/2007

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Preface

This documentation has been developed for specialized staff trained by ZF Passau for repair

and maintenance work to be made on ZF units.

Due to the continuous technical upgrading of the product, however, the repair and

maintenance of the unit at your disposal may require both deviating work steps and differing

setting and testing data.

This manual is based on the state-of-the-art at the time of printing.

It was prepared with utmost care in order to avoid errors.

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

We reserve the right to make modifications without prior notice.

The owner and the user shall be responsible for complying with the safety instructions and for

implementing the maintenance work according to the specified guidelines.

ZF shall not be liable for any incorrect installation, improper handling, insufficient

maintenance, improperly or incompetently performed work and any consequential damage

resulting thereof.

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

Important information regarding technical reliability and operational safety are highlighted by

the following symbols:

�� This is applicable for instructions to be observed for maintenance, operation or

handling of the vehicle!

Refers to working and operating processes which must be strictly observed to

avoid any damage to or destruction of the unit or to exclude any endangerment

to persons!

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TABLE OF CONTENTS Page:

Summary of TECHNICAL DATA 6 – 7

Identification plate 8

IMPORTANT INSTRUCTIONS 9 – 10

I. DESCRIPTION 11

1.1 Operating mode of the converter

1.2 Powershift transmission

1.3 Transmission control

1.4 Controller DW-3

1.5 Electronic control unit TCU

1.6 Electronic controls for ZF powershift transmissions

1.6.1 General

1.6.2 Description of basic functions

1.6.3 AEB (=Automatic Determination of Filling Parameters=ADFP)

1.6.4 Electrical inching

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

1.7.1 Abbreviations

1.7.2 Display

1.7.3 Possible Indications on the Display during operation

1.7.4 Possible Indications on the Display during AEB-Mode

1.7.5 Possible Indications on the Display during Inchpedal Calibration

1.7.6 Definition of operating modes

II. INSTALLATION INSTRUCTIONS 21

III. OPERATION 23

3.1 Driving preparation and maintenance

3.2 Driving and shifting

3.3 Cold start

3.4 Transmission control in "Automatic" driving range

3.5 Stopping and parking

3.6 Towing

3.7 Oil temperature

IV. MAINTENANCE 27

4.1 Oil grade

4.2 Oil level check

4.3 Oil and filter change intervals

4.3.1 Oil change and oil fill quantity

4.3.2 Filter change

V. DIAGNOSTIC SYSTEMS 31

5.1 General

5.2 Laptop version

5.3 Multi-System 5060

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ANNEX consisting of:

Tables 3 WG-94 :

1 Configuration

2 Installation sheet of direct mount - front view

3 Installation sheet of direct mount – rear view

4 Measuring points, valves and connections

5 Oil circuit diagram (1st speed forward)

6 Power flow of forward and reverse gears

7 Controller DW-3

8 Fully-automatic control EST-65 (Standard)

Wiring diagram - 6029 701 xxx -

9 Fault code list EST-65

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TECHNICAL DATA

Engine power:

Turbine torque:

Engine speed:

Stall torque ratio:

Engine-dependent PTOs:

Torque:

RPM:

Mass (without oil):

max. KW*

max. Nm*

max. min-1

*

Nm

n

kg approx.**

............................................

............................................

............................................

............................................

............................................

............................................

............................................

90

750

2 600

2,0

1x nTurbine

1x nEngine

230

* = depending on vehicle type and application

** = depending on transmission version

Description:

The ZF transmissions 3 WG-94 EC are composed of a hydrodynamic torque converter and a

rear-mounted multi-speed powershift transmission with integrated transfer box (see table 1).

The torque converter is a wear-free start-up device which, due to its continuously variable

design, adapts itself to the required situations (necessary input torque).

Input by direct mount via flexplate to the engine, or remote mount (input via U-joint shaft)

with DIN, Mechanics or Spicer input flange.

The transmission can be shifted manually or fully automatically by means of the electronic

control unit EST-65 (24 volts).

Torque converter:

Size W 280 with torque multiplication

Powershift transmission:

3 forward gears and 3 reverse gears

Output:

The powershift transmission has a center distance of 306 mm between input and output shaft

and can be equipped with output flanges towards the rear axle for various U-joint shafts.

PTO:

For driving an external oil pressure pump, the system incorporates an engine-dependent,

coaxial PTO which can optionally be supplied in disconnectible version.

This PTO allows the attachment of pumps with SAE-C connection.

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Transmission ratio (mechanical)*

Gear DRIVING

DIRECTION

Ratio

1 forward 4,446

2 forward 2,341

3 forward 0,974

1 reverse 4,443

2 reverse 2,340

3 reverse 0,973

* = Other ratios are possible, depending on the transmission version.

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LABELING OF IDENTIFICATION PLATE FOR

ZF-POWERSHIFT TRANSMISSIONS

1 = Transmission type

2 = Transmission number

3 = ZF parts list number

4 = Overall transmission ratio

5 = Oil filling (oil specification)

6 = ZF List of Lubricants

7 = Oil fill quantity

8 = Customer number

INFORMATION ON SPARE PARTS ORDERING:

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

1. = Transmission type

2. = Unit number

3. = ZF parts list number

4. = Make and type of spare part

5. = Denomination of spare part

6. = Spare part number

7. = Shipping mode

Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered

spare parts!

1

7

3

5

2

4

6

8

You will find this information on the identification plate!

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IMPORTANT INSTRUCTIONS

Oil level check (see 4.2):

In the cold-start phase, the engine must be running at idling speed for about 2 –

3 min. and the marking on the oil dipstick must then be above the cold-start

level. The oil level check in the transmission must be carried out at engine idling

speed and operating temperature of the transmission ( 80° to 90° C ).

At shut-off engine, the oil level in the transmission is rising essentially,

depending on the installation conditions !

The ZF filter must be replaced at every oil change. In addition, ZF recommends

to start the automatic calibration of the shifting elements (AEB).

The automatic calibration of shifting elements (AEB) must be started by the

vehicle manufacturer after initial installation of transmission and electronic

system into the vehicle, and after every replacement of transmission and TCU in

case of a failure.

On vehicles with electronic inching, also the IPK (Inch Pedal Calibration - Inch

Sensor Calibration) should be initiated after each AEB start.

When starting the engine, always place the gear selector into neutral position.

At running engine and transmission in neutral, make sure that the parking

brake has been engaged or the service brake has been actuated, in order to

prevent the vehicle from rolling away.

Loosen the parking brake prior to every start-off.

Engagement of the gear from neutral is only possible under the programmed

transmission input speed (turbine speed).

Gear selector in neutral position is not allowed at increased vehicle speeds (above

walking speed). Promptly engage a suitable gear, or slow down the vehicle

immediately.

When the engine is shut off, there is no power flow between transmission and

engine in spite of a preselected speed on the gear selector, that means the

transmission is in idling position.

Therefore, the parking brake must be fully actuated!

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

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

must not be longer than 10 km.

It is imperative to observe this instruction, since otherwise the transmission will

be damaged due to insufficient oil supply!

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

flatbed truck.

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Operating temperature after the converter 65° C min. and 100° C in continuous

operation; short-term increase up to 120° C max. is permitted.

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

for specialists.

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

vehicle:

At the following operations, the ignition must be shut off and the control unit

plug must be pulled off the ZF electronic system:

∗∗∗∗ during any kind of electrical operations on the vehicle

∗∗∗∗ during welding operations on the vehicle

∗∗∗∗ during insulation tests on the electric system

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I. DESCRIPTION

1.1 Operating mode of the converter:

Operating mode of a hydrodynamic torque converter

(schematic view)

from the

engine

starting condition

intermediate

condition

condition shortly

before the converter

clutch is closed

TP = torque of pump

wheel

TT = torque of

turbine wheel

TR = torque of

reaction member

(stator)

towards the

transmission

NT = 0

vehicle at standstill

nT = <<<<n

engine

nT = ≈≈≈≈ 0.8 n

engine

Figure No.: 1.1

The converter operates according to the Trilok system. This means at high turbine speed it

assumes the characteristics and thus the favorable efficiency of a fluid clutch.

The converter is designed according to the engine power so that the most favorable operating

conditions are obtained for each installation case.

The torque converter consists of 3 main parts:

Pump wheel – turbine wheel – stator (reaction member)

The circular arrangement of these 3 impellers allows the fluid to flow through the circuit

components in the indicated order.

Pressure oil from the transmission pump is constantly streaming through the converter, thus

allowing the converter to fulfill its task of multiplying the engine torque. At the same time, the

heat produced in the converter is dissipated via the dispersed oil.

The oil which is streaming out of the pump wheel enters the turbine wheel and is there

reversed in its direction of flow.

Depending on the rate of reversal, a more or less high reaction torque is applied to the turbine

wheel and thus to the output shaft.

pump wheel turbine wheel

TR

reaction member

(stator)

1

1

1

1,5

<<<<1,5

,5

2,5

1

TP

TT

0

<<<<2,5

,5

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The stator (reaction member) following the turbine has the task to reverse the oil streaming

out of the turbine once more and to deliver it to the pump wheel under the suitable discharge

direction.

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

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

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

Therefore, the max. torque multiplication is generated at stationary turbine wheel.

The torque multiplication decreases with increasing output speed.

Matching of the output speed to a certain required output torque is achieved by the torque

converter in a continuously variable and automatic way.

When the turbine speed reaches about 80% of the pump speed, the torque multiplication

becomes 1.0, i.e. the turbine torque gets equal to the pump torque.

From this point on, the converter is working similar to a fluid clutch.

A stator freewheel serves to improve the efficiency in the upper driving range. It is backing up

the torque upon the housing in the torque multiplication range, and is released in the clutch

range.

In this way, the stator can rotate freely.

1.2 Powershift transmission:

The multi-speed reversing transmission in countershaft design is powershiftable by

hydraulically actuated multi-disk clutches.

All gears are in constant mesh and carried on antifriction bearings.

The gears, bearings and clutches are cooled and lubricated with oil.

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

In shifting operation, the respective disk package is compressed by a piston which is movable

in axial direction and pressurized by pressure oil.

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

releases the disk package.

A cup spring package pushes the piston of clutch KC back

For the transmission configuration and information on the closed clutches in the different

gears please refer to Table 1 and 4.

1.3 Transmission control:

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

The transmission pump which is necessary for the oil supply of the converter and for the

transmission control is located within the transmission on the engine-dependent input shaft.

The pump feed rate is Q = 45 l /min, at nengine= 1 500 min -1

.

This pump is sucking the oil out of the oil sump via the coarse filter, and delivers it to the

main pressure valve via the ZF filter.

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ZF filter:

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

min. filter surface: 2780 cm2

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

ZF coarse filter (screen):

Mesh size: 0.800 mm

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

The direct proportional control with separate pressure modulation for each clutch controls the

pressures towards the clutches which are involved in the gear change.

This allows a hydraulic overlapping of the clutches to be engaged and disengaged.

The pressure modulation to the respective clutch is controlled by cup springs and proportional

valves in the clutch package.

This creates spontaneous shiftings without tractive effort interruption.

The following criteria are considered during the shifting operation:

- RPM of engine, turbine, gear chain and output

- Transmission temperature

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

neutral)

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

during shifting)

- Electronic inching

The main pressure valve limits the max. control pressure to 16+3 bar and releases the main

stream towards the converter- and lubrication circuit.

The converter inlet incorporates a converter safety valve which protects the converter from

high internal pressures (opening pressure 11+2 bar).

Within the converter, the oil serves for transmitting the power according to the well-known

hydrodynamic principle (see Chapter torque converter 1.1).

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

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

The selection and determination of the heat exchanger must be carried out by the customer on

his own responsibility, according to our Installation Guidelines for Hydrodynamic Powershift

Transmissions.

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

From the heat exchanger, the oil is directed to the transmission and the lubricating oil circuit,

so that all lubricating points are supplied with cooled oil.

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1.4 Controller DW-3

- see Table-7

The Controller is designed for the mounting on the steering column left side. By a rotative

motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction

(Forward (F) – Neutral (N ) – Reverse (R).

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

For the protection from unintended start off, a Neutral interlock is installed:

Position „N“ – Controller lever blocked in this position

Position „D“ – Driving

Controller DW-3

D

F

N

R

N

Figure-No.: 1.4

1.5 Electronic control unit TCU

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

The basic functions of the automatic system are the automatic shifting of gears, matching of

the optimum shifting points as well as comprehensive safety functions regarding operating

errors and overloadings of the power-transmitting components with an extensive fault

memory.

The control units allow a wide spectrum of customer- and vehicle-specific programming.

Control parameters can be logically linked, and special functions such as gear limitation and

converter functions can be integrated.

�� Due to the great number of available TCUs, the exact technical data are to be taken

from the respective installation drawing.

�� The installation of the TCU is optional. Preferably, ZF recommends the version

shown in Figure No. 1.5 B1.

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

A flooding with water must be excluded. Furthermore, the entry of water via the

plug connection must be prevented by appropriate measures on the wiring harness.

Gear positions Type plate

R

N

F

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TCU installation position

Fig. No.: 1.5 B1

TCU installation dimensions

Fig. No.: 1.5 B2

20

9

50

10

0

100

Minimum distance to release the plug

ZF identif. plate

90° 90° 90° 90°

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1.6 Electronic controls for ZF powershift transmissions

1.6.1 General

��

Due to the different configurations of electronic transmission controls within the

various vehicles, please refer to the Operating Instructions of the vehicle

manufacturer or to the Technical Data Sheet of the parts list versions involved.

These also include the relating wiring diagram (see example in Table 8). On request,

this information can also be obtained from ZF-Passau.

Depending on the vehicle type, the wiring will be implemented according to the

cable routing plans.

The corresponding electric circuit diagrams (proposals) will be issued by ZF.

Upon request, the wiring can also be supplied by ZF.

If the wiring is implemented by the vehicle manufacturer, it must comply with the

ZF requirements (see Installation Guidelines).

1.6.2 Description of basic functions

The powershift transmission 3 WG-94 EC of series WG-90 is equipped with the electronic

transmission control EST-65 specially developed for this purpose.

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

• Gear determination depending on driving speed and load condition

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

(programming)

• Protection against overspeeding (on the basis of engine and turbine speed)

• Pressure cut-off possible (vehicle-specific, only after coordination with ZF)

• Switch-over possibility for automatic / manual operation

• Downshifting functions possible

• Electronic inching

Legend to Figure No. 1.6.2

1 = Inching pedal (option)

2 = Gear selector (option)

3 = Display (option)

4 = Acoustical / optical warning (option)

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

6 = CAN connection

7 = TCU

8 = Diagnostic Laptop with ZF diagnostic system Testman/Pro

9 = Inductive sensor - speed of central gear chain

10 = Speed sensor - output

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11 = Temperature measuring point after the converter „No. 63“

12 = Inductive sensor - turbine speed

13 = Inductive sensor – engine speed

14 = Temperature measuring point for the converter „No. 64“

15 = Proportional valve Y3 - KC clutch

16 = Proportional valve Y2 - KR clutch

17 = Proportional valve Y1 - KV clutch

18 = Proportional valve Y5 - KE clutch

19 = Proportional valve Y4 - KD clutch

17 = Ergopower transmission 3 WG-94 EC

Overall system of EST-65

Figure No.: 1.6.2

�� The EST-65 system reactions in case of error described in Table-9 are for

information only. As to the binding description and procedure for correcting the

errors indicated on the vehicle fault code display please refer to the operating

instructions of the vehicle manufacturer.

6

1

2

3

4

5

8

9

10

14

15 16

11

7

13

12

17

18 19

20

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1.6.3 Automatic calibration of shifting elements (AEB)

The AEB compensates tolerances (disk clearance and pressure level) which are influencing

the filling procedure of the clutches. For each clutch, the correct filling parameters for

* duration of fast-filling time

* level of filling compensation pressure

are determined within a test cycle.

The filling parameters are stored in the transmission electronics, together with the AEB

program and the driving program.

Since the electronic system is supplied separately, the AEB cycle must not be started until

both components have been installed into the vehicle, in order to ensure the correct pairing

(transmission and electronics).

�� In any case, the AEB cycle must be carried out at the vehicle manufacturer prior to

shipment of the vehicles.

It is imperative to observe the following testing conditions:

• "Neutral" shift position

• engine in idling speed

• parking brake actuated

• transmission at operating temperature

�� After replacement of the transmission or the TCU within the vehicle, the AEB cycle

must be restarted.

The AEB cycle takes approx. 3 to 4 minutes. The determined filling parameters are stored in

the EEProm of the electronic system. This also deletes the fault message F6 shown on the

display in case of non-performed AEB.

�� There are two basic possibilities for starting the AEB cycle:

1. AEB start by separate tools which are connected to the diagnostic port of the

wiring.

The ZF Service Department offers the following tools for AEB start:

- Testman/Pro (see item 5.3 - diagnostic systems)

- AEB starter

Order No.: 0501 211 778

Just for starting the AEB, you can use the special tool

developed by ZF for that purpose (see Figure No. 1.6.3)!

Figure No.: 1.6.3

2. AEB start by operating elements on the vehicle.

This requires a CAN communication between transmission and vehicle electronics.

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�� When the transmission is operated, the paper friction linings installed in the Ergopower

transmissions are setting, i.e. the disk clearance increases.

Since these setting phenomena may affect the shifting quality, ZF recommends to

repeat the AEB cycle at the maintenance intervals (see 4.3.1).

�� If the shifting quality deteriorates, ZF also recommends to repeat the AEB cycle as a

first measure.

�� IPK (Inch Pedal Calibration - Inch Sensor Calibration) shall also be carried out after

each AEB start (see 1.7.5).

1.6.4 Electrical inching

This function is especially suitable for lift trucks. Without modifying the engine speed, it

allows a continuously variable reduction of the driving speed to such a level that operation at a

very low speed is possible. In this way, the driver can move the vehicle to a certain position

with high accuracy.

At the same time, a large part of the engine power is available for driving the hydraulic lifting

system, due to the high engine speed.

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

sensor.

By means of the proportional valve technology, the TCU controls the pressure in the driving

direction clutch in such a way that the driving speed is adjusted in accordance with the

position of the inching angle-of-rotation sensor. Clutch overloading is prevented by the

electronic protection.

�� After each readjustment of the inching linkage, the IPK (Inch Pedal Calibration - Inch

Sensor Calibration) must be carried out.

During the inching calibration mode, the position of the inching pedal in neutral

position and at full actuation is determined by the calibration process and stored in the

TCU.

�� The inching function does not become active until successful completion of AEB and

IPK start.

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

1.7.1 Abbreviations

o.c. open circuit

s.c. short circuit

OP-Mode operating mode

TCU transmission control unit

EEC electronic engine controller

PTO power take off

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1.7.2 ZF - Display:

If a fault is detected, the display shows a spanner symbol (g) for a fault. The display shows the

fault code, if the gear selector is on neutral position.

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

Display

h f e dleftSide

a b c g

rightSide

Figure No.: 1.7.2

�� Special symbols a - h

1.7.3 Display during operation

Symbol meaning remarks

1F, 1R

2F, 2R

3F, 3R

4F

5F

6F

LF, LR

actual gear and direction

left digit shows actual gear

right digit shows actual direction

limp home gear

F or R, no gear Clutch Cutoff

F or R flashing direction F or R selected while turbine

speed is too high

CAUTION gear will engage if turbine speed

drops

NN not neutral, waiting for neutral after

power up or a severe fault

to engage a gear, first move shift selector to

neutral position and again to F or R position

** oil temperature too low, no gear

available

warm up engine / transmission

*N oil temperature low, only one gear

available

warm up engine / transmission

1 bar (special

symbol)

manual mode 1st gear

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Symbol meaning remarks 2 bars manual mode 2

nd gear

3 bars manual mode 3rd

gear

4 bars manual mode 4th

gear and also 5th

and

6th

gear in 6WG

4 bars and 2

arrows

automatic mode

Bars flashing 6 WG: converter lockup clutch open

4 WG: Downshift mode activ

difference of engine and turbine speed above a

certain limit and lockup clutch not activated

Spanner at least one fault activ select neutral to get fault code displayed

Fault code see fault code list

WS warning sump temperature changes between actual gear/direction while

driving, in neutral only displayed if no fault is

detected (spanner)

WR warning retarder temperature changes between actual gear/direction while


detected (spanner)

WT warning torque converter temperature changes between actual gear/direction while


detected (spanner)

WE warning high engine speed changes between actual gear/direction while


detected (spanner)

WV warning high output speed (velocity) changes between actual gear/direction while


detected (spanner)

WL warning high transmission input torque

(load)

changes between actual gear/direction while


detected (spanner)

WO warning high transmission output torque

(load)

changes between actual gear/direction while


detected (spanner)

PN direction F or R selected while parking

brake engaged

transmission in neutral until parking brake is

released

CAUTION: vehicle starts to move after release

of parking brake

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

1.7.4 Display during AEB-Mode:


PL AEB - Starter is plugged at the

diagnostic plug

ST AEB-Starter-button is pressed

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Symbol meaning remarks KA…..KE

KV,KR

Calibrating clutch KA..KE, KV or KR

resp.

KA, KB for 2 gear transmission

KC, KD, KE for 3 gear transmission

_ and Kx wait for start, initialization of clutch Kx,

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

≡ and Kx fast fill time determination of clutch Kx

= and Kx compensating pressure determination of

clutch Kx

OK calibration for all clutches finished Transmissions stays in neutral, you have to

restart the TCU (ignition off/on) after removing

AEB-Starter

STOP AEB canceled (activation stopped) Transmissions stays in neutral, you have to

restart the TCU (ignition off/on)

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

calibrated

Transmissions stays in neutral, you have to


Spanner and Kx Kx couldn't be calibrated, AEB finished Transmissions stays in neutral, you have to


∆ E engine speed too low,

� raise engine speed

∇ E engine speed too high,

� lower engine speed

∆ T transmission oil temperature too low,

� heat up transmission

∇ T transmission oil temperature too high

� cool down transmission

FT transmission temperature not in defined

range during calibration



FB operating mode not NORMAL or

transmission temperature sensor

defective or storing of Calibrated values

to EEPROM-has failed.



FO Outputspeed_not_zero Transmissions stays in neutral, you have to


FN Shift lever not in Neutral position Transmissions stays in neutral, you have to


FP Parkbrake_not_applied Transmissions stays in neutral, you have to


STOP AEB - Starter was used incorrect or is

defective. Wrong device or wrong cable

used



1.7.5 Display during Inchpedal Calibration:


IP ⇓

push down the pedal slowly until

endposition is reached and hold this

position

IP ⇑

Release the pedal slowly until

endposition is reached

IP � blinkt

A problem occurred, release the pedal

slowly until endposition is reached

If the expected enposition could not be reached,

release the pedal and try again

OK Finished inchpedal calibration

successful

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FN and Stop Shift lever not in Neutral position Calibration is aborted

FS and Stop sensor supply voltage AU1 is out of the

specified range

Calibration is aborted

FO and Stop Outputspeed is not zero Calibration is aborted

SL and Stop sensor voltage below specified rangel Calibration is aborted

SU and Stop sensor voltage above specified rangel Calibration is aborted

IL and Stop sensor position for released pedal out of

specified range


IU and Stop sensor position for pressed pedal out of

specified range


TO and Stop time-out calibration, pedal not moved

after calibration start


DL and Stop angle between pedalpositions released

and pressed to small


DU and Stop angle between pedalpositions released

and pressed to big


FI and Stop sensor signal 1 and 2 don't match

together


1.7.6 Definition of operating modes:

NORMAL:

There's no failure detected in the transmission-system or the failure has no or slight effects on

transmission control. TCU will work without or in special cases with little limitations. (see

following table)

SUBSTITUTE CLUTCH CONTROL:

TCU can't change the gears or the direction under the control of the normal clutch modulation.

TCU uses the substitute strategy for clutch control. All modulations are only time controlled.

LIMP-HOME:

The detected failure in the system has strong limitations to transmission control. TCU can

engage only one gear in each direction. In some cases only one direction will be possible.

TCU will shift the transmission into neutral at the first occurrence of the failure. First, the

operator must shift the gear selector into neutral position.

If output speed is less than a threshold for neutral to gear and the operator shifts the gear

selector into forward or reverse, the TCU will select the limp-home gear .

If output speed is less than a threshold for reversal speed and TCU has changed into the limp-

home gear and the operator selects a shuttle shift, TCU will shift immediately into the limp-

home gear of the selected direction.

If output speed is greater than the threshold, TCU will shift the transmission into neutral. The

operator has to slow down the vehicle and must shift the gear selector into neutral position.

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24

TRANSMISSION-SHUTDOWN:

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

TCU will shut off the solenoid valves for the clutches and also the common power supply

(VPS1). Transmission shifts to Neutral. The park brake will operate normally, also the other

functions which use ADM 1 to ADM 8.

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

TCU-SHUTDOWN:

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

TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2).

The park brake will engage, also all functions are disabled which use ADM 1 to ADM 8.

The transmission will stay in neutral.

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II. INSTALLATION INSTRUCTIONS

This Guideline for the installation of hydrodynamic powershift transmissions of the

Ergopower range is the basis for the technically correct installation of these transmissions into

the vehicle. The Guideline is part of the transmission documentation and must be strictly

observed.

A faulty installation of the transmission into the vehicle can

* affect the operating quality

* cause malfunctions of the transmission

* lead to transmission damage or failures.

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

transmission.

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

In order to support the customer in case of new or initial applications, ZF carries out a

transmission installation study by authorized personnel. On that occasion, ZF examines all

transmission-specific installation features and informs the vehicle or equipment manufacturer

of the defects found.

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

installed ZF products.

Any damage caused by defects which are the vehicle manufacturer's responsibility and which

could not be revealed during the installation study by ZF personnel, shall be the exclusive

liability of the vehicle manufacturer.

�� These installation instructions

0000 702 270 GERMAN

0000 702 271 ENGLISH

can be requested at the following address:

ZF Passau GmbH

Abt. ACETS

e-mail: [email protected]

Donaustr. 25 – 71

94034 Passau

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27

III. OPERATION

3.1 Driving preparation and maintenance:

Prior to putting the transmission into operation, take care that the correct quantity of the

specified oil grade is filled in. At the initial filling of the transmission special care is to be

taken that the oil cooler, the pressure filter and the pipes are getting filled with oil.

Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil

fillings in the course of the usual maintenance service.

�� Since the converter, the heat exchanger which is installed into the vehicle, as well as

the pipes can empty into the transmission at standstill,

the oil level check must be carried out at engine idling and transmission at

operating temperature (see Chapter oil level check 4.2).

For the oil level check, strict observance of

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

the Prevention of Accidents for Transmissions in Germany

• the respective national regulations in all other countries

is imperative.

For example:

- The vehicle is to be secured against rolling away by means of wheel chocks.

- Articulated vehicles are to be secured additionally against unintentional

turning-in.

3.2 Driving and shifting:

�� The telltale lamps lighting up on the INFOCENTER (dashboard) for functional

control may differ from one vehicle manufacturer to the other.

Operating elements and displays can be from ZF, but may also be customer-specific

products. For detailed information please refer to the operating instructions of the

respective vehicle manufacturer.

- Neutral position:

The neutral position is chosen via the gear selector.

After ignition ON, the electronics remain in waiting mode. With the gear selector in

NEUTRAL position or by pressing the pushbutton NEUTRAL, the EST-65 gets ready for

operation.

Now you can engage a gear.

- Starting:

When starting the engine, the gear selector must always be in NEUTRAL POSITION.

For safety reasons, we recommend to always securely brake the vehicle with the parking

brake prior to starting the engine.

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

moved by accelerating.

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At the start-off, the converter takes over the function of a main clutch.

On flat terrain, start-off in higher gears is also possible.

- Upshifting under load

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

- Downshifting under load

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

- Upshifting in overrun condition

In the overrunning mode, the upshifting is suppressed by accelerator pedal idling position if

the speed of the vehicle on a downhill gradient shall not be further increased.

- Downshifting in overrun condition

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

When the vehicle is stopped and is standing with running engine and switched-on

transmission, the engine cannot be stalled. On level and horizontal roadway the vehicle may

start to crawl since the engine generates a low drag torque via the converter in idle position.

We recommend to securely brake the vehicle with the parking brake at each stoppage.

In case of longer stops, shift the gear selector to NEUTRAL POSITION.

Release the parking brake when starting off. Our experience with converter transmissions

showed that the omission of this quite normal operating step might not be immediately noted

since, due to its high ratio, a converter can easily overcome the brake torque of the parking

brake.

Temperature increases in the converter oil and overheated brakes will be the consequences

which can be detected at a later date only.

Gear selector in neutral position is not allowed at increased vehicle speeds (above walking

speed). Promptly engage a suitable gear, or slow down the vehicle immediately.

3.3 Cold start:

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

for some minutes.

This must be carried out in NEUTRAL at increased engine speed (approx. 1500 min-1

).

The electronics remain in NEUTRAL until this oil temperature has been reached.

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

Displayed symbol :

After the symbol on the ZF display has extinguished, the full driving program can be utilized

out of "NEUTRAL":

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3.4 Transmission control in "Automatic" driving range:

�� For detailed information on the design of the gear selectors as well as the gears

shifted in the different driving ranges please refer to the relating Vehicle Operating

Instructions.

A manual intervention into the automatic shift sequence only makes sense if this is required

by the roadway condition or the terrain configuration.

3.5 Stopping and parking:

Due to the converter, there is no rigid connection from the engine to the axle. When the driver

wants to leave the vehicle, we therefore recommend to secure the vehicle against unintentional

rolling away on uphill and downhill gradients not only by pulling the parking brake but

additionally by means of a wheel chock.

3.6 Towing:

See Important Instructions on page 9.

3.7 Oil temperature:

When the system is trouble-free and the vehicle is operated properly, there will be no

increased temperatures. If the temperature rises above 120° C, stop the vehicle, check for

external oil loss and run the engine at a speed of 1200 - 1500 min-1

in transmission

NEUTRAL POSITION.

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

normal values.

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

In addition, the oil temperature after the converter is monitored by an indicator on the ZF-

display or analogously in the INFOCENTER.

Operating temperature after the converter 65° C min. and 100° C in continuous operation,

short-term increase up to 120° C max. is permissible.

�� The temperature is measured at the measuring point „63“

(see measuring points Table 4)!

�� You have the option to additionally install a temperature sensor for monitoring the

operating temperature in the oil sump.

This temperature is indicated on the ZF display or analogously in the INFOCENTER

(see Table 5).

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IV. MAINTENANCE

4.1 Oil grade:

�� Approved oils for 3 WG-94 EC powershift transmissions see ZF List of Lubricants

TE-ML 03.

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

follows:

- at all ZF plants

- at all ZF service centers

- Internet http://www.zf.com Informationen/Tech. Informationen

4.2 Oil level check (measurements only with running engine):

For the oil level check, strict observance of

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

the Prevention of Accidents for Transmissions in Germany

• the respective national regulations in all other countries

is imperative.

For example:

- The vehicle is to be secured against rolling away by means of wheel chocks.

- Articulated vehicles are to be secured additionally against unintentional

turning-in.

The oil level check must be carried out as follows:

- Oil level check (weekly)

- Vehicle in horizontal position

- Transmission in neutral position „N“

- In the cold-start phase, the engine must be running at idling speed for about 2 - 3 min. and

the marking on the oil dipstick must then be above the cold-start level „COLD“ (see Figure

No.: 4.2 B2).

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

�� at engine idling,

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

- Loosen oil dipstick by counterclockwise rotation, remove and clean it.

- Insert oil dipstick slowly into the oil level tube until contact is obtained and pull it out

again.

- On the oil dipstick, the oil level must be within the "HOT“ range (see Figure No: 4.2 B2).

- Insert the dipstick once again and tighten it by clockwise rotation.

�� If, in operating temperature condition, the oil level has dropped below the "HOT“

range, it is imperative to refill oil according to ZF List of Lubricants TE-ML 03.

An oil level above the "HOT" marking leads to an excessive oil temperature.

�� The oil dipstick and the oil filler tube can have different lengths and shapes,

depending on the transmission version.

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Figure No.: 4.2 B1

Legend:

1 = Oil filler tube with oil dipstick

2 = Mounting provision for oil filler tube with oil dipstick (option)

3 = Oil drain plug 7/8“ 14 UNF 2B

4 = ZF filter

Oil dipstick

ENGINE OFF MEASURED AT LOW

IDLING-NEUTRAL

HOT COLD

Figure No.: 4.2 B2

4.3 Oil and filter change intervals:

�� In this connection refer to specification in the ZF List of Lubricants TE-ML 03.

The ZF filter must be replaced at every oil change.

4.3.1 Oil change and oil fill quantity:

The oil change must be carried out as follows:

- With the transmission at operating temperature and the vehicle in horizontal position, open

the oil drain plug and drain the used oil.

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

and reinstall plug with new O-ring.

„HOT“

range

4 4

3

1

2

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33

- Fill in oil (approx. 24 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume,

external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the

vehicle).

The indicated volume is a reference value.

�� Absolute cleanliness of oil and filter is imperative!

In any case, the marking on the oil dipstick is binding!

- Start the engine, idling speed


- Refill oil up to „COLD“ marking

- Securely brake the vehicle and heat up the transmission

- Shift through all gear selector positions

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

- The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2)


�� At the initial filling of the transmission special care is to be taken that the oil cooler,

the pressure filter and the pipes are getting filled with oil.

Due to these hollow spaces, the quantity of oil to be filled in is larger than during

later oil fillings in the course of the usual maintenance service.

�� ZF recommends to start the AEB at each oil change (see 1.5.3).

4.3.2 Filter change:

When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge

enters the circuit. Furthermore, cover/protect the parking brake against oil fouling.

Avoid any application of force when installing the filter.

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

�� Carefully treat the filter during installation, transport and storage!

Damaged filters must not be reinstalled!

The filter has to be installed as follows:

- Slightly oil the seal

- Turn in the filter until contact with the sealing surface is obtained, and then tighten it by

hand with approx. 1/3 to 1/2 rotation.

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- Fill in oil (approx. 17 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume,

external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the

vehicle).

The indicated volume is a reference value.

�� Absolute cleanliness of oil and filter is imperative!

In any case, the marking on the oil dipstick is binding!

- Start the engine, idling speed


- Refill oil up to „COLD“ marking

- Securely brake the vehicle and heat up the transmission

- Shift through all gear selector positions

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

- The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2)


�� At the initial filling of the transmission special care is to be taken that the oil cooler,

the pressure filter and the pipes are getting filled with oil.

Due to these hollow spaces, the quantity of oil to be filled in is larger than during

later oil fillings in the course of the usual maintenance service.

�� ZF recommends to start the AEB at each oil change (see 1.5.3).

4.3.2 Filter change:

When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge

enters the circuit. Furthermore, cover/protect the parking brake against oil fouling.

Avoid any application of force when installing the filter.

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

�� Carefully treat the filter during installation, transport and storage!

Damaged filters must not be reinstalled!

The filter has to be installed as follows:

- Slightly oil the seal

- Turn in the filter until contact with the sealing surface is obtained, and then tighten it by

hand with approx. 1/3 to 1/2 rotation.

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V. ZF DIAGNOSTIC SYSTEMS

5.1 General:

The electronic control unit EST-65 for the Ergopower transmission range is equipped with a

diagnostic package which facilitates trouble shooting and repair for the service personnel.

The electronic control unit can monitor the conditions of certain inputs and outputs. If it

identifies an error, it stores a fault code in the fault memory (EEPROM) and transmits the

fault code to the vehicle controller of the vehicle manufacturer.

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

�� Diagnosis - read current fault

- read fault memory

- delete fault memory

AEB - automatic calibration of shifting elements

Testing of inputs and outputs - check outputs

- check inputs

- check systems in standstill condition

- check systems in driving condition

In addition, the Multi-System 5000 (see 5.3) with corresponding sensors for pressure,

temperature, speed, flow, current transformer etc. can be used for diagnosis.

Figure No.: 5.1

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5.2 Laptop version:

Pentium Laptop 900 MHz min.

Windows 95/98 or Windows NT

Windows 2000 /Windows XP

Basic software

Testman/Pro on CD

German/English

Adapter cable

RS 232

USB

Programming adapter DPA-05

is just sold as a set, together

with the software!

Adapter cable

Diagnostic set

in progress

WIN 95-98-98.2

WIN 2000 NT-XP

Diagnostic software on CD-ROM 3 WG-94

Languages:

German/English/

French/Italian

Application software

in progress

Terminal tester 68 poles

For testing individual control

signals, line interruptions etc.

6008 304 038

Figure No.: 5.2

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5.3 ZF Multi-System 5060:

Multi-System 5060

Measuring equipment case with corresponding

sensors for pressure, temperature and speed.

5870 221 300

Multi -System 5060

Portable measuring unit without accessories.

5870 221 318

Accessories:

Sensors for flow, current transformer etc.

Current transformer :

5870 221 284

Turbine flowmeter:

15 – 300 l/min = 5870 221 153

25 – 600 l/min = 5870 221 154

Figure No.: 5.3

1 32 4 5 6 7

8

9

10

11

1212

15

14

13

1613

CONFIGURATION 3 WG-94 EC

TABLE - 1

Table-1 / Page 1 of 2

1 = Flex plate for direct mount

2 = Converter

3 = Converter bell housing

4 = Transmission pump

5 = Clutch shaft „KV“

6 = Input shaft / clutch shaft „KR“

7 = Central shaft / input shaft PTO

8 = Connection, PTO; coaxial, engine-dependent

9 = Clutch shaft „KD“

10 = Clutch shaft „KE“

11 = Clutch shaft „KC“

12 = Transmission housing - rear part

13 = Transmission housing - front part

14 = Output flange

15 = Output shaft

16 = Screen sheet

5

7

9

10

15

12

13

2 4

5

8

69

10

11

7

15

14

6

11

16

Inductive sensorn central gear chain

Inductive sensorn turbine

Speed sensorn output


Installation position of clutches Transmission schematics

Inductive sensorn engine

INSTALLATION SHEET 3 WG-94 EC - DIRECT MOUNT

FRONT VIEW

TABLE-2

1 = Converter

2 = Direct mount via flex plate


4 = Transmission housing - front part

5 = Transport bracket

6 = Transmission housing - rear part

7 = Filter head

8 = ZF filter

9 = Transmission mounting holes M16x1.5


1 2 3 4 5 6 7

8

9

10

9

INSTALLATION SHEET 3 WG-94 EC - DIRECT MOUNT

REAR VIEW

TABLE-3

1 = Filter head

2 = Transport bracket



5 = Direct mount via flex plate

6 = Transmission mounting holes M16x1.5

7 = Oil drain plug 7/8“ 14 UNF 2B

8 = Output flange MECH 6C

9 = Identification plate

10 = Connection PTO; coaxial, engine-dependent

11 = ZF filter

1 2 3 4 5

67

10

8

9

11

6

MEASURING POINTS, VALVES AND CONNECTIONS 3 WG-94 EC

TABLE-4The marked items (e.g. 53) correspond with the items on Table-5!

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


No. Denomination of item Connection

Measuring points for pressure oil and temperature:51 = Before the converter - opening pressure 11+2 bar M10x1

53 = Reverse clutch KR 16+3 bar M10x1

55 = Forward clutch KV 16+3 bar M10x1

56 = Clutch KD 16+3 bar M10x1

57 = Clutch KE 16+3 bar M10x1

58 = Clutch KC 16+3 bar M10x163 = Temperature after the converter 100° C; short-term 120° C M14x1.5

64 = Temperature sensor M12x1,5

67 = System pressure 16+3 bar M10x1

Valves and connections:

10 = Breather 10x1

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

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

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

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

70 = Converter safety valve (WSV)71 = Main pressure valve (HDV)

Inductive transmitters and speed sensor:

11 = Inductive transmitter n Engine M18x1,5

21 = Inductive transmitter n Turbine M18x1,5

34 = Speed sensor n Output -----------

47 = Inductive transmitter n Central gear train M18x1,5

Inductive sensorn central gear chain

Inductive sensorn turbine

Inductive sensorn output

Inductive sensorn engine

KV

AN KR/PTO

KD

KE

KC

AB


63 1068 6311 21

47

16

15

34

51

69

21 64

53

57

67

58

55

56

57 67

64

The following markings are cast in raised characters

on the rear side of the transmission housing:

Encoding


Denomination

Y1 Proportional valve Y1





AN / KR Input / Clutch reverse

KV Clutch forward

KC Clutch KC

KD Clutch KD

KE Clutch KE

AB Output

Proportional valve under current Engaged clutches

Driving direction Gear Y1 Y2 Y3 Y4 Y5 N

Forward 1 KV KC

2 KV KD

3 KV KE

Reverse 1 KR KC

2 KR KD

3 KR KE

Engaged clutch KV KR KC KD KE

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

Y170

71

Y3

Y2Y4

Y5

KVAN/KR

KD

KC

KE AB

OIL CIRCUIT DIAGRAM 3 WG-94 EC

-1st GEAR FORWARD-

TABLE-5The marked items (e.g. 53) correspond with the items on Table-4!

GF = Coarse filter mesh size 800 mm

GP = Transmission pump

Q = 45 l/min, at n engine = 1500 min-1

; 16+3

bar

FT Filter

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

Min. filter surface: 2780 cm2

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

HVD = Main pressure valve (control pressure valve) 16+3

bar

WSV = Converter safety valve 11+2

bar

SKR = Lubrication of KR clutch

WT = Heat exchanger (not included in ZF's delivery scope)

Y1 = Proportional valve Y1 clutch KV

Y2 = Proportional valve Y2 clutch KR

Y3 = Proportional valve Y2 clutch KC

Y4 = Proportional valve Y4 clutch KD

Y5 = Proportional valve Y5 clutch KE

KV = KV clutch - forward

KR = KR clutch - reverse

KC = KC clutch - 1st gear

KD = KD clutch - 2nd gear

KE = KE clutch - 3rd gear

TCU = Transmission control unit

Encoding


Druckregler unter Spannung Geschaltete Kupplungen

Fahrtrichtung Gang Y1 Y2 Y3 Y4 Y5 N

Vorwärts 1 KV KC

2 KV KD

3 KV KE

Rückwärts 1 KR KC

2 KR KD

3 KR KE

Geschaltete Kupplung KV KR KC KD KE

Lfd.-Nr.: der Messstellen 55 53 58 56 57

GF

GP

FT

HDV

WSV

SKR

WT

KVKR

Y2 Y1

Display

TCU

Inch pedal signal 1

Inch pedal signal 2

KD

Y4Y5

KA

Y3

KCKE

Main oil circuit

Oil sump

Converter

Oil temperature after the converter

Oil sump temperature (option)

Legend:

= Main pressure

= Controlled main pressure

= Converter input pressure

= Lubrication

= Return flow into the tank

= Current

Lubrication

Turbine speed

Output speed

Speed central gear chain

Engine speed

Park brakefeedback signal

Inch enable signal

Gear-shift signal

6751

63

16

15

5553585657

64


View sense of rotation- 1st gear forward 2nd gear forward 3rd gear forward

POWER FLOW 3 WG-94 EC - FORWARD/REVERSE GEARS

TABLE-6


KV

AN KR/PTO

KD

KE

KC

AB

KV

AN/KR

KDKC

KE

AB

KV

AN/KR

KDKC

KE

AB

KV

AN/KR

KDKC

KE

AB

Driving direction Gear Clutch

1 KV/KC

2 KV/KD

Forward

3 KV/KE

1 KR/KC

2 KR/KD

Reverse

3 KR/KE

1st gear reverse 2nd gear reverse 3rd gear reverse


Legend:

KV = Forward clutch

KR = Reverse clutch

KC = 1st gear clutch

KD = 2nd gear clutch

KE = 2rd gear clutch

AN = Input

AB = Output

KV

AN/KR

KDKC

KE

AB

KV

AN/KR

KDKC

KE

AB

KV

AN/KR

KDKC

KE

AB

AUSGABE

GANG NEUTRALVORWAERTS

1 2 3 4 1 2 3 4

RUECKW

AD1

AD2

AD3

AD4

AD5

AD6

AD7

1 2 3 4

B1

B2

B3

V

R

AS

(-)

(+)

(+)

CODING CONTROLLERCONNECTION DIAGRAM CONTROLLER

K1 = RELAY STARTER INTERLOCK

K2 =

A1 =

A2 =

RELAY REVERSING LIGHTS

ELECTRONIC UNIT EST-37

CONTROLLER

F

N

R

X2 X1

A B C DA B C D

KD

X1 : B

X1 : A

X1 : B

X1 : CX1 : D

D

N D

X1 : C

X2 : A

A2 A1

K1 K2

B1

B2

B3V

R

AS

N

Type plate

Lever for mechanical

Neutralinterlock

In position (Neutral),

F-R not switchable

Gear possssitions Type plate

AD1 (B1)

AD2 (B2)

AD3 (B3)

AD4

AD5

ED1 (+/VP)

SW

GN

BL

RT

GE

RS

AD6 (N)GR

X1

X2

S5

2

1S4

2

1

S3

23

1

S2

23

1

S1

23

1

S6

2

1

AD7 (KD)VI

(VORWAERTS)

(RUECKWAERTS)

D

C

B

A

A

B

C

D

CIRCUIT DIAGRAM CONTROLLERCIRCUIT DIAGRAM CONTROLLER

CONTROLLER DW-3

TABLE-7

SA

MP

LE

Legend:

F = Forward

N = Neutral

R = Reverse

D = Mechanical neutral interlock

1 = 1st speed

2 = 2nd speed

3 = 3rd speed

4 = 4th speed

STEUERUNG

V NR.

STUECKL. 0501 210 148

12/24

DW-3

F

N

R

3 WG-94 EC FULLY AUTOMATIC CONTROL EST-65

WIRING DIAGRAM- STANDARD (6029 701 xxx)

TABLE-8

Table-8 /Page 1 of 2

ITEM LEGEND

A1 Electric control unit EST-65

A2 Shift lever DW-3

A5 Diagnostics (interface)

A6 Display (optional)

A7 CAN interface (connector)

B1 Speed sensor - engine

B2 Speed sensor - turbine

B3 Speed sensor - central gear chain

B4 Speed sensor - output

B5 Hall angle sensor for inch pedal

F1 Fuse 7.5 A

F2 Fuse 7.5 A

S2 Switch enable clutch cut of

S3 Switch select Automatic/Manual

S31 Switch feedback parking brake

T1 After converter temperature sensor

Y1 Proportional valve KV

Y2 Proportional valve KR

Y3 Proportional valve KC

Y4 Proportional valve KD

Y5 Proportional valve KE

S AM

P L E

Kl.30/1.12

Kl.15/1.12

F1

F2

23 68

VPEI VPE2

1 2

Mini Timer2-pin6029 199 011

4 3

2 11

JPT 4-pin6029 199 076 A7

26 27 28 1 225

VM2CAN_L CAN_T VM1VGS

1 2 4

Kl.31

SDDK

EUPR

SD1

AIP1

AIP2

AIP4AIP5

ER2VMGA2

VPS1

VPS1

68-pin6029 199 063

1

2

22

46

23

24

45

A1

15 2

18

14

4

56

10

559

4946

12

13

T1

KR

Y2

KV

Y1

1

21

2

1

2

1

2

KC

Y3

KE Y4

1

3

A5

A6

1

3

4

OPTIONAL

6 3

5 2

4 1

Mini 6-pin6029 199 074

Kl.30/1.1

Kl.15/1.1

Kl.31/1.6

Twisted wires - 30 windings per meter to a max. of 2 metersPin connections corresponding to the connector


1 2 3

B4

1

2

3

Superseal 3-pin6029 199 071

4

62

VMG2

EF4

45

VPI

43X2 / B

67X2 / D

64X2 / C

63X1 / A

65X1 / B

22X1 / D

47

48

CANAPE H

CANAPE L

A2

X2 / A

VP

V

N

R

B1

B2

KD

41

42

2

2

B2

1B3

EF2

VGM1

EF3

3

1

19

2B1

EF11

66

ED9

P1

2

29 21 30

ED11 Ed10 ED12

S2 S3 S31S32

AIP332

1

2

Y5

KD

1 2

Mini Timer2-pin6029 199 011

BA

MetripackCodierung: grau2-pin6029 601 211

AU1

61

B5

1 76

37 38 24

AU1 Eu1 Eu2 VMGA1

3 2 5

Table-9 „Fault code tables“

Page 1 of 14

Fault

Code

(hex)

MEANING OF THE FAULT CODE

possible reason for fault detection

reaction of the TCU possible steps to repair remarks

11 LOGICAL ERROR AT GEAR RANGE SIGNAL

TCU detected a wrong signal combination

for the gear range

• cable from shift lever to TCU is broken

• cable is defective and is contacted to

battery voltage or vehicle ground

• shift lever is defective

TCU shifts transmission to

neutral

OP-Mode: transmission

shutdown

• check the cables from TCU to shift lever

• check signal combinations of shift lever

positions for gear range

failure cannot be detected in systems

with DW2/DW3 shift lever

fault is taken back if TCU detects a

valid signal for the position

12 LOGICAL ERROR AT DIRECTION SELECT

SIGNAL

TCU detected a wrong signal combination

for the direction

• cable from shift lever to TCU is broken


battery voltage or vehicle ground

• shift lever is defective

TCU shifts transmission to

neutral

OP-Mode: transmission

shutdown

• check the cables from TCU to shift lever

• check signal combinations of shift lever

positions F-N-R

fault is taken back if TCU detects a

valid signal for the direction at the shift

lever

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

TRANSMISSION SUMP TEMPERATURE

SENSOR INPUT

the measured voltage is too high:


battery voltage

• cable has no connection to TCU

• temperature sensor has an internal

defect

• connector pin is contacted to battery

voltage or is broken

no reaction,

TCU uses default temperature

OP-Mode: normal

• check the cable from TCU to the sensor

• check the connectors

• check the temperature sensor

26 S.C. TO GROUND AT TRANSMISSION SUMP

TEMPERATURE SENSOR INPUT

the measured voltage is too low:


vehicle ground


defect

no reaction,


OP-Mode: normal





Page 2 of 14

Fault

Code

(hex)




• connector pin is contacted to vehicle

ground


RETARDER / TORQUECONVERTER

TEMPERATURE SENSOR INPUT

the measured voltage is too high:


battery voltage



defect


voltage or is broken

no reaction,


OP-Mode: normal




28 S.C. TO GROUND AT RETARDER /

TORQUECONVERTER TEMPERATURE

SENSOR INPUT

the measured voltage is too low:


vehicle ground


defect

• connector pin is contacted to vehicle

ground

no reaction,


OP-Mode: normal




2B INCHSENSOR-SIGNAL MISMATCH

the measured voltage from CCO and

CCO2 signal don’t match:

• cable is defective

• sensor has an internal defect

During inching mode: TCU shifts

to neutral

While not inching: no change

OP-Mode: normal



• check sensor


ENGINE SPEED INPUT

TCU measures a voltage higher than 7.00

V at speed input pin


battery voltage


OP-Mode: substitute clutch

control • check the cable from TCU to the sensor


• check the speed sensor


Page 3 of 14

Fault

Code

(hex)




• speed sensor has an internal defect


voltage or has no contact

32 S.C. TO GROUND AT ENGINE SPEED INPUT

TCU measures a voltage less than 0.45V

at speed input pin

• cable / connector is defective and is

contacted to vehicle ground






33 LOGICAL ERROR AT ENGINE SPEED INPUT

TCU measures a engine speed over a

threshold and the next moment the

measured speed is zero

• cable / connector is defective and has

bad contact


• sensor gap has the wrong size





• check the sensor gap

This fault is reset after power up of TCU


TURBINE SPEED INPUT




battery voltage






control

if a failure is existing at output

speed,

TCU shifts to neutral

OP-Mode: limp home




35

S.C. TO GROUND AT TURBINE SPEED INPUT


at speed input pin





control


speed,


OP-Mode: limp home





Page 4 of 14

Fault

Code

(hex)




36 LOGICAL ERROR AT TURBINE SPEED INPUT

TCU measures a turbine speed over a

threshold and at the next moment the



bad contact




control


speed,


OP-Mode: limp home







INTERNAL SPEED INPUT




battery voltage









38 S.C. TO GROUND AT INTERNAL SPEED INPUT


at speed input pin








39 LOGICAL ERROR AT INTERNAL SPEED INPUT

TCU measures a internal speed over a




bad contact




control







Page 5 of 14

Fault

Code

(hex)




3A S.C. TO BATTERY VOLTAGE OR O.C. AT

OUTPUT SPEED INPUT




battery voltage





special mode for gear selection


control

if a failure is existing at turbine

speed,


OP-Mode: limp home




3B S.C. TO GROUND AT OUTPUT SPEED INPUT


at speed input pin






control


speed,


OP-Mode: limp home




3C LOGICAL ERROR AT OUTPUT SPEED INPUT

TCU measures a output speed over a




bad contact





control


speed,


OP-Mode: limp home






3E OUTPUT SPEED ZERO DOESN’T FIT TO

OTHER SPEED SIGNALS

if transmission is not neutral and the

shifting has finished,

TCU measures outputspeed zero and

turbine speed or internal speed not equal

to zero.





control


speed,


OP-Mode: limp home

• check the sensor signal of output speed

sensor

• check the sensor gap of output speed

sensor




Page 6 of 14

Fault

Code

(hex)




54 VEHICLE1 TIMEOUT

Timeout of CAN-message Vehicle1 from

display computer

• interference on CAN-Bus

• CAN wire/connector is broken

• CAN wire/connector is defective and

has contact to vehicle ground or

battery voltage


NN (because of shifting lever) • check vehicle controller

• check wire of CAN-Bus

• check cable to vehicle controller

57 EEC1 TIMEOUT

Timeout of CAN-message EEC1 from

EEC controller

• interference on CAN-Bus

• CAN wire/connector is broken

• CAN wire/connector is defective and

has contact to vehicle ground or

battery voltage


control • check EEC controller

• check wire of CAN-Bus

• check cable to EEC controller

71 S.C. TO BATTERY VOLTAGE AT CLUTCH KC

the measured resistance value of the valve

is out of limit, the voltage at KC valve is

too high.


contact to battery voltage

• regulator has an internal defect


OP-Mode: limp home

if failure at another clutch is

pending


OP-Mode: TCU shutdown

• check the cable from TCU to the

gearbox

• check the connectors from TCU to the

gearbox

• check the regulator resistance 1)

• check internal wire harness of the

gearbox

1) see chapter Error! Reference source

not found.

72 S.C. TO GROUND AT CLUTCH KC


is out of limit, the voltage at KC valve is

too low.


contact to vehicle ground


contact to another regulator output of

the TCU



OP-Mode: limp home


pending




gearbox

• check the connectors from gearbox to

TCU



gearbox


not found.


Page 7 of 14

Fault

Code

(hex)




73 O.C. AT CLUTCH KC


is out of limit.


no contact to TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

74 S.C. TO BATTERY VOLTAGE AT CLUTCH

KD/KA


is out of limit, the voltage at KA/KD valve

is too high.





OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

75 S.C. TO GROUND AT CLUTCH KD/KA


is out of limit, the voltage at KD/KA valve

is too low.





the TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

76 O.C. AT CLUTCH KD/KA


is out of limit.


no contact to TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.


Page 8 of 14

Fault

Code

(hex)




77 S.C. TO BATTERY VOLTAGE AT CLUTCH

KE/KB


is out of limit, the voltage at KE/KB valve

is too high.





OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

78 S.C. TO GROUND AT CLUTCH KE/KB


is out of limit, the voltage at KE/KB valve

is too low.





the TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

79 O.C. AT CLUTCH KE/KB


is out of limit.


no contact to TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

84 S.C. TO BATTERY VOLTAGE AT CLUTCH KV


is out of limit, the voltage at KV valve is

too high.





OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.


Page 9 of 14

Fault

Code

(hex)




85 S.C. TO GROUND AT CLUTCH KV


is out of limit, the voltage at KV valve is

too low.





the TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

86 O.C. AT CLUTCH KV


is out of limit.


no contact to TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

87 S.C. TO BATTERY VOLTAGE AT CLUTCH KR


is out of limit, the voltage at KR valve is

too high.





OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

88 S.C. TO GROUND AT CLUTCH KR


is out of limit, the voltage at KR valve is

too low.





the TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.


Page 10 of 14

Fault

Code

(hex)




89 O.C. AT CLUTCH KR


is out of limit.


no contact to TCU



OP-Mode: limp home


pending




gearbox


TCU



gearbox


not found.

B1 SLIPPAGE AT CLUTCH KC

TCU calculates a differential speed at

closed clutch KA. If this calculated value

is out of range, TCU interprets this as

slipping clutch.

• low pressure at clutch KC

• low main pressure

• wrong signal at internal speed sensor

• wrong signal at output speed sensor

• wrong size of the sensor gap

• clutch is defective


OP-Mode: limp home


pending



• check pressure at clutch KC

• check main pressure in the system

• check sensor gap at internal speed

sensor

• check sensor gap at output speed sensor

• check signal at internal speed sensor

• check signal at output speed sensor

• replace clutch

B2 SLIPPAGE AT CLUTCH KD/KA


closed clutch KB. If this calculated value


slipping clutch.

• low pressure at clutch KD/KA







OP-Mode: limp home


pending



• check pressure at clutch KD/KA



sensor

• check sensor gap at output speed sensor



• replace clutch

B3 SLIPPAGE AT CLUTCH KE/KB


closed clutch KE/KB. If this calculated

value is out of range, TCU interprets this

as slipping clutch.


OP-Mode: limp home


pending


• check pressure at clutch KE/KB



sensor


Page 11 of 14

Fault

Code

(hex)




• low pressure at clutch KE/KB






OP-Mode: TCU shutdown • check sensor gap at output speed sensor



• replace clutch

B5 SLIPPAGE AT CLUTCH KV


closed clutch KV. If this calculated value


slipping clutch.

• low pressure at clutch KV



• wrong signal at turbine speed sensor




OP-Mode: limp home


pending



• check pressure at clutch KV



sensor

• check sensor gap at turbine speed sensor


• check signal at turbine speed sensor

• replace clutch

B6 SLIPPAGE AT CLUTCH KR


closed clutch KR. If this calculated value


slipping clutch.

• low pressure at clutch KR



• wrong signal at turbine speed sensor




OP-Mode: limp home


pending



• check pressure at clutch KR



sensor

• check sensor gap at turbine speed sensor


• check signal at turbine speed sensor

• replace clutch

B7 OVERTEMP SUMP

TCU measured a temperature in the oil

sump that is over the allowed threshold.

no reaction

OP-Mode: normal • cool down machine

• check oil level

• check temperature sensor


Page 12 of 14

Fault

Code

(hex)




B8 OVERTEMP CONVERTER

TCU measured a temperature in the

retarder oil that is over the allowed

threshold.

no reaction


• check oil level


B9 OVERSPEED ENGINE

retarder applies if configured

OP-Mode: normal

-

BC OVERSPEED OUTPUT

TCU messures an transmission output

speed above the defined threshold

No reaction

OP-Mode: normal

C0 ENGINE TORQUE OR ENGINE POWER

OVERLOAD

TCU calculates an engine torque or engine

power above the defined thresholds

OP-Mode: normal

C1

TRANSMISSION OUTPUT TORQUE

OVERLOAD

TCU calculates an transmission output

torque above the defined threshold

OP-Mode: normal

C2 TRANSMISSION INPUT TORQUE OVERLOAD

TCU calculates an transmission input

torque above the defined threshold

programmable :No reaction or

shift to neutral

OP-Mode: normal

C3 OVERTEMP CONVERTER OUTPUT

TCU measured a oil temperature at the

converter ouput that is over the allowed

threshold.

no reaction


• check oil level


D1 S.C. TO BATTERY VOLTAGE AT POWER

SUPPLY FOR SENSORS

TCU measures more than 6V at the pin

AU1 (5V sensor supply)

see fault codes no. 21 to 2C • check cables and connectors to sensors,

which are supplied from AU1

• check the power supply at the pin AU1

(should be appx. 5V)

fault codes no. 21 to no. 2C may be a

reaction of this fault

D2 S.C. TO GROUND AT POWER SUPPLY FOR

SENSORS

TCU measures less than 4V at the pin

AU1 (5V sensor supply)

see fault codes no. 21 to 2C • check cables and connectors to sensors,

which are supplied from AU1

• check the power supply at the pin AU1

(should be appx. 5V)

fault codes no. 21 to no. 2C may be a

reaction of this fault


Page 13 of 14

Fault

Code

(hex)




D3 LOW VOLTAGE AT BATTERY

measured voltage at power supply is lower

than 10 V (12V device)

lower than 18 V (24V device)

shift to neutral

OP-Mode: TCU shutdown • check power supply battery

• check cables from batteries to TCU

• check connectors from batteries to TCU

D4 HIGH VOLTAGE AT BATTERY

measured voltage at power supply is

higher than 18 V (12V device)

higher than 32.5 V (24V device)

shift to neutral

OP-Mode: TCU shutdown • check power supply battery

• check cables from batteries to TCU

• check connectors from batteries to TCU

D5

ERROR AT VALVE POWER SUPPLY VPS1

TCU switched on VPS1 and measured

VPS1 is off or TCU switched off VPS1

and measured VPS1 is still on

• cable or connectors are defect and are

contacted to battery voltage



• permanent power supply KL30 missing

• TCU has an internal defect

shift to neutral

OP-Mode: TCU shutdown • check fuse

• check cables from gearbox to TCU

• check connectors from gearbox to TCU

replace TCU

D6 ERROR VALVE POWER SUPPLY VPS2

TCU switched on VPS2 and measured

VPS2 is off or TCU switched off VPS2

and measured VPS2 is still on


contacted to battery voltage



• permanent power supply KL30 missing

• TCU has an internal defect

shift to neutral

OP-Mode: TCU shutdown • check fuse

• check cables from gearbox to TCU

• check connectors from gearbox to TCU

• replace TCU

E3 S.C. TO BATTERY VOLTAGE AT DISPLAY

OUTPUT

TCU sends data to the display and

measures allways a high voltage level on

the connector

no reaction

OP-Mode: normal • check the cable from TCU to the display

• check the connectors at the display

• change display


Page 14 of 14

Fault

Code

(hex)




• cable or connectors are defective and

are contacted to battery voltage

• display has an internal defect

E4 S.C. TO GROUND AT DISPLAY OUTPUT

TCU sends data to the display and

measures allways a high voltage level on

the connector

• cable or connectors are defective and

are contacted to vehicle ground

• display has an internal defect

no reaction

OP-Mode: normal • check the cable from TCU to the display

• check the connectors at the display

• change display

F1 GENERAL EEPROM FAULT

TCU can't read non volantile memoy

• TCU is defective

no reaction

OP-Mode: normal

• replace TCU often shown together with fault code F2

F2 CONFIGURATION LOST

TCU has lost the correct configuration and

can't control the transmission.

• interference during saving data on non

volatile memory

• TCU is brand new or from another

vehicle

transmission stay neutral

OP-Mode: TCU shutdown • Reprogramm the correct configuration

for the vehicle (e.g. with cluster

controller,...)

F3 APPLICATION ERROR

something of this application is wrong


OP-Mode: TCU shutdown • replace TCU !! This fault occurs only if an test engineer

did something wrong in the application

of the vehicle

F5 CLUTCH FAILURE

AEB was not able to adjust clutch filling

parameters

• One of the AEB-Values is out of limit


OP-Mode: TCU shutdown • check clutch TCU shows also the affected clutch on

the Display

F6 CLUTCH ADJUSTMENT DATA LOST OR

INCHPEDAL CALIBRATION DATA LOST

TCU was not able to read correct clutch

adjustment parameters

• interference during saving data on non

volatile memory

• TCU is brand new

default values = 0 for AEB

offsets used

OP-Mode: normal

no Inchmode available

• execute AEB

zf 3wg-94 transmission

Documents

maintenance work

zf ergopower transmission

oil change

insufficient maintenance

axle systems

transmission control

oil grade

possible indications