Order-No.

: 5872 197 002

ZF ERGOPOWER
TRANSMISSION
6 WG-310

TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS
ZF Passau GmbH
Donaustr. 25 - 71
D - 94034 Passau

Edition: 2000/09
Subject to changes w/o notice!

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2.Edition

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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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TABLE OF CONTENTS
Page:
6-7
9 - 10

Summary of the TECHNICAL DATA

IMPORTANT INSTRUCTIONS
I.
1.1
1.2
1.3
1.4
1.5
1.5.1
1.5.2
1.5.3
1.6
1.6.1
1.6.2
1.6.3
1.7
1.8
1.8.1
1.8.2
1.8.3
1.8.4
1.8.5
1.9
1.9.1
1.9.2
1.10
1.10.2
1.10.1

DESCRIPTION
Function of the Converter
WK
Powershift transmission
Transmission control
Controllers
General
Controller VTS-3
Controller SG-6
Display
General
Possible Indications on the Display
Error code definition
Electronic control unit TCU
Electronic control for the ZF-Powershift transmission
General
Description of the Basic functions
AEB
Kickdown function
Special function
Interaxle differential
Description
Function
Retarder
General
Layout and Function of the Retarder

II.

INSTALLATION SPECIFICATION

31

III.
3.1
3.2
3.3
3.4
3.5
3.6
3.7
IV.
4.1
4.1.1
4.1.2
4.1.3
4.1.3.1
4.1.3.2
4.2
4.2.1
4.2.2
4.2.3
V.
5.1
5.2
5.3
5.4

OPERATION
Driving preparation and Maintenance
Driving and Shifting
Cold start
Transmission control in the Driving range Automatic
Stopping and Parking
Towing
Oil temperature
MAINTENANCE
Transmission 6 WG-310
Oil grade
Oil level check
Oil change and Filter replacement interval
Oil change and oil filling capacity
Filter replacement
Axle insert LK
Oil specification
Oil level check (weekly)
Oil change
DIAGNOSTIC SYSTEMS
General
MOBIDIG 2001
Laptop Version
Multi-System 5000

33

11

37

43

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APPENDIX, composed of:

Tables:
1

Layout 6 WG-310

2A
2B
2C

Installation view 6 WG-310 Retarder 10-oclock position

Front view
Side view
Rear view

3A
3B
3C

Installation view 6 WG-310 Retarder 3-oclock position

Front view
Side view
Rear view

Schedule of measuring points and Connections 6 WG-310

Oil circuit diagram 6 WG-310

- Forward 1st speed

Electrohydraulic control with Proportional valves

6 WG-310 Fully-automatic Control EST-37

Circuit diagram Standard (6029 717 039)

Controller VTS-3

Controller SG-6

10

Inductive transmitter and Speed sensor (Hallsensor)

11

Type plate

Abbreviations in the Text:

Code
WK
EST-37
AEB
TCU

Description
Converter lock-up clutch
Ergocontrol
Automatic determination of the filling parameters
Electronic control unit

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TECHNICAL DATA
Engine power:

max. KW

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

310*

Turbine moment:

max. Nm

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

2750*

Engine speed:

max. min-1 ------------------------------

2 500*

Starting torque multiplication:

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

2,0 to 3,0

Engine-dependent Power take-offs:

Torque:
Speed:

Nm
n

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

1 200
1 x nEngine

Mass (without oil):

kg about

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

900**

* = dependent on Vehicle type and application

** = dependent on the Transmission version
Description:
The ZF-Transmissions 6 WG-310 are composed of a hydrodynamic torque converter and 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.
Between engine and torque converter, a Retarder can be arranged (fluid brake) whereby a
good braking effect will be achieved in all speeds.
The transmission can be shifted manually or fully-automatically by means of the Electronic
unit EST-37.
Torque converter:
Unit size W 370 to 410 with torque multiplication according to the version and a WK.
Powershift transmission:
6 Forward speeds and 3 Reverse speeds.
Output:
The powershift transmission has between input and output shaft a center distance of 575 mm,
and can be equipped with the following components:
- With output flanges to the front and rear axle for different universal shafts.
- On the rear output (rear-side) with a disk brake as parking brake.
- Axle disconnection for the front axle.
- With an integrated, lockable interaxle differential .
- Crawler .

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

1st or 2nd engine-dependent power take-off, arranged on the output-side

and one engine-dependent power take-off, side-mounted with the connection for the 3rd
and 4th power take-off to the front and rear.

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

Transmission ratio (mechanical)*

SPEED
1
2
3
4
5
6
1
2
3

DRIVING DIRECTION
Forward
Forward
Forward
Forward
Forward
Forward
Reverse
Reverse
Reverse

Ratio
5,350
3,446
2,206
1,421
0,969
0,624
5,350
2,206
0,969

* = According to the Transmission version, other ratios are also possible.

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IMPORTANT INSTRUCTIONS
Oil level check (see 4.2):
In the cold start phase, the engine must be running about 2 3 minutes at idling
speed and the marking on the oil dipstick must then be 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 automatic calibration of the shifting elements (AEB).
The automatic 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 damage.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be 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 below 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 previous 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 cut-off engine, there is dispite preselected gear no powerflow between

transmission and engine, i.e. the transmission is in idling position.

The parking brake must therefore be completely actuated !

When leaving the vehicle, secure it additionally by brake blocks !
The towing speed must in no case be higher than 10 km/h, the towing distance
not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission
will be damaged due to insufficient oil supply !
At a longer distance, the best solution would be to transport the vehicle with a
Low loader.
Oil temperatures
Normal operation:
- Minimum temperature behind the heat exchanger is 60 C
- Operating temperature behind the converter at least 65 C, and the maximally
permitted permanent temperature is 100 C.
In case of exceptions, 120 C are short-time (max. 5 minutes) permitted.
- Temperature in the sump 60 - 90 C.
Retarder operation:
- Maximally permitted permanent temperature behind Retarder is 145 C,
in case of exceptions, 150 C are short-time (max. 5 minutes) permitted.

In case of irregularities on the transmission, put the vehicle out of service 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
mo-ment of the start
off
Intermediate
condition

Condition in the
lock-up point

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

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 into 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 moment.
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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 under the suitable discharge direction to the impeller.
Due to the reversion, the stator is receiving a reaction moment.
The relation turbine moment/impeller moment 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 moment will be infinitely variable and automatically
achieved by the torque converter.
When the turbine speed is reaching about 80% of the impeller speed, the torque multiplication
becomes 1,0 i.e. the turbine moment becomes equal to that of the impeller moment.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, in the torque
multiplication range it is backing-up the moment upon the housing, and is released in the
clutch range.
In this way, the stator can therefore rotate freely.
1.2

WK

WK - open
1

WK closed

Pressure oil
from the
WK-Valve
5

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
12

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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 (12 + 2 bar) for the closing of the WK, is directed via a solenoid shift valve
(see Figure-No. 1.2 B2) to the piston (6), which is compressing the plate pack.
WK Solenoid shift valve
Meas. point WK

Connection to WK

WK Solenoid val-

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 with 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 1, 4 and 5.
1.4

Transmission control:

Transmission control, see Schedule of measuring points, Oil circuit diagram and Electrohydraulic control unit Table-4, 5 and 6.
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 = 115 l /min, at nEngine = 2000 min -1.
This pump is sucking the oil via the coarse filter out of the oil sump and delivers it via the ZFFine filter the filter is fitted externally from the transmission to the main pressure valve.

13

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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.
ZF-Fine filter:
Filtration ratio according to ISO 4572:
Filter surface at least:
Dust capacity according to ISO 4572 at least:

30 > 75 15 = 25 10 = 5,0
2 x 6700 cm2 = 13 400 cm2
17 g

The six clutches of the transmission are selected via the 6 proportional valves P1 to P6.
The proportional valve (pressure regulator unit) is composed of pressure regulator (e.g. Y6),
follow-on slide and vibration damper.
The control pressure of 9 bar for the actuation of the follow-on slides is created by the pressure reducing valve. The pressure oil (16+2 bar) is directed via the follow-on slide to the
respective clutch.
Due to the direct proportional selection with 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 will become possible.
This is creating spontaneous shiftings without traction force interruption.
At the shifting, the following criteria will be considered:
-

Speed of engine, turbine, central gear train and output.

Transmission temperature.
Shifting mode (up-, down-, reverse shifting and gear engagement out of Neutral).
Load condition (full and part load, traction, thrust, inclusive consideration of load cycles
during the gear change).

The main pressure valve is limiting the max. control pressure to 16+2 bar and releases 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 8,5 bar).
Within the converter, the oil serves to transmit the power according to the well-known hydrodynamic principle (see Chapter Torque converter 1.1).
To avoid cavitation, the converter must be always completely filled with oil.
This is achieved by a converter pressure back-up valve, rear-mounted to the converter, with an
opening pressure of about 5 bar.
The oil, escaping out of the converter, is directed to a heat exchanger.
The selection and definition of the heat exchanger must be carried out according to our Installation Specification for hydrodynamic powershift transmissions by the Customer on his own
responsibility.

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The heat exchanger is not within the scope of supply of the ZF Passau GmbH.
From the heat exchanger, the oil is directed to the transmission and there to the lubricating oil
circuit so that all lubricating points will be supplied with cooled oil.
In the electrohydraulic control unit, 6 pressure regulators are installed see Table 6.
The allocation of the pressure regulators to the single gears can be seen on the Tables 4, 5 and
6.
1.5

Controllers

1.5.1 General:

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

1.5.2 Controller VTS-3

see Table - 8
At the Console selector VTS-3 (preselection pushbutton switch), the driving direction will be
preselected by horizontal tilting of the Controller lever.
By pressing the Controller lever to the right (+) or to the left (-), the gears can be preselected.
The Controller is equipped with a function button, it serves according to the driving mode as
kickdown button or release button for the start off and for the automatic and manual driving
mode.

CONTROLLER VTS-3
Function button
N

R
Gearsh. gate

+ + +

V
N
R

Figure-No.: 1.5.2

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VTS-3 Speed allocation

General:
For the engagement of a speed, the function button must be pressed.
Automatic mode is always selected after the engagement of a speed out of Neutral.
Automatic Forward speeds 1 to 6.
Automatic Reverse speeds 1.
For the selection to the manual mode, there are two possibilities:
- Pressing of the function button (remaining in the running gear).
- Selection of a lower or higher gear by tipping the Controller lever to the left (-) or to the
right (+).
Gear engagement out of Neutral is only then possible when the turbine speed is below 1200
min 1 .
The EST-37 offers the possibility of max. two gear limitations. This can be different from
vehicle to vehicle.
In the following, two possibilities are described how gear limitations can be defined:
- Dumper:
Trough in top position, vehicle can be driven only in the 1st and 2nd speed Forward and
only in the 1st speed Reverse.
- Crane:
- All-wheel engaged, vehicle can be driven only in the 1st and 2nd speed.
- Operation changed over to the uppercarriage, driving only possible in the 1st speed.
1.5.3 Controller SG-6
- see Table -9
The gearshift gate in U-form offers gates for 6 Forward and 3 Reverse speeds (in 12 division)
and 1 gate for Neutral.
Gear limitation, if the second cabin is activated and the all-wheel steering is engaged.
Controller SG-6

2
1

Drawn without gearsh. lever

N
6

6
5
4
3 3
2 2
1 1
N

Type plate

Figure-No.: 1.5.3

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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

ed

bc

left
Side

central
Side

right
Side

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 still 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 via 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.

17

Vorwrts / 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 preselection:
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).

If the Arrows (a, f) are flashing, the KD (Kickdown) Mode is activated.

Display of the Cold-start phase:

Transmission remains in Neutral

Bars are flashing:

WK open

Error display:

If the system is recognizing an error, the spanner (Special symbol g) is flashing.

If Neutral is preselected on the Controller, a two-digit
error number appears on the two alphanumeric display
points (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
18

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 type of signal, the second number the signal and the type 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

Electronic 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 gears, adaption of
the optimum shifting points, the comfortable kickdown function as well as comprehensive
safety functions in relation to operating errors and overloads 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 position of the TCU

100

Minimum Distance to disengage the plug

100

209

50

ZF-Typ Plate

Figure-No.: 1.7 B2

1.8

Electronic Controls for ZF-Powershift transmissions:

1.8.1 General:

Because of the different configurations of the electronic transmission controls at the

various vehicles, the corresponding documentation must be taken from the Operating Instructions of the Vehicle Manufacturer or from the Technical Data sheets of
the respective Parts List Versions. In these are also indicated the corresponding circuit diagram (see Sample Table 7) 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 !
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).
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ERGOPOWER

1.8.2 Description of the Basic functions:

The Powershift transmission of the Ergopower-Series 6 WG-310 is equipped with the Electronic transmission control EST-37, developped for it.
For Dumpers, Graders and Crane vehicles, the ZF has developped with the Controllers VST-3,
SG-6 and D7 a special Controller configuration.
The system is processing the desire of the driver according to the following criteria:
Gear determination dependent on controller position driving speed and load condition.
Protection from operating error as far as necessary, is possible via electronic protection
(programming).
Protection from over-speeds (on the base of engine and turbine speed).
Automatic reversing (driving speed-dependent, depending on vehicle type).
Pressure cut-off possible (vehicle-specific, only after contact with ZF).
Change-over possibility for Auto- / Manual mode.
Gear holding function possible (kickdown).

Family package of the EST-37

10

12

11

9
13
14

8
4

15
5
16

6
17
7
18

2
20
19

21

Figure-No. 1.8.2

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und Achssysteme

Legend ref. Figure-No. 1.8.2

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

Load sensor for load registration engine torque (Option)

Position switch under accelerator pedal for kickdown function (Option)
Warning lamp
Display
Controller VST-3 (optional also possible with the Controllers SG-6 or D7).
Supply system connection
ZF-Fine filter with maintenance switch
Wiring
CAN-Connection
Diagnosis Mobidig 2001 is only for ZF-Service stations
Diagnosis Laptop with ZF-Diagnostic system Testmann
Cable to plug connection on the electrohydraulic control unit
Cable to WK-Valve
Cable to temperature measuring point behind the converter No. 63
Cable to inductive transmitter speed turbine
Cable to inductive transmitter speed central gear train
Cable to inductive transmitter speed engine
Cable to filter contamination switch
Cable to speed sensor output and speedometer
Ergopower transmission 6 WG-310

1.8.3 Automatic calibration of the Shifting elements (AEB)

The AEB serves to compensate tolerances (plate clearance and pressure level), which are in
fluencing the filling procedure of the clutches. For each clutch, the correct filling parameters
for
* Period of the rapid-filling time
* Level of the filling equalizing pressure
are defined in a test cycle.
The filling parameters are stored, together with the AEB-Program and the driving program in
the transmission electronics. Because the Electronics will be separately supplied, the AEBCycle must be started only after the installation of both components in the vehicle, thus ensuring the correct mating (Transmission and Electronics).

At any rate, the AEB-Cycle must be carried out at the Vehicle Manufacturer prior to the
commissioning of the vehicles.
It is imperative, to respect the following Test conditions:
Shifting position Neutral
Engine in idling speed
Parking brake applied
Transmission in operating temperature

After a replacement of the transmission, the electrohydraulic control or the TCU in the
vehicle, the AEB-Cycle must be as well carried out again.
The AEB-Cycle continues for about 3 to 4 minutes. The determined filling parameters are
stored in the EEProm of the Electronics. In this way, the error message F6 shown on the Display will be cancelled also at non-performed AEB.
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Arbeitsmaschinen-Antriebe
und Achssysteme

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.

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

From the Version 7** on, the AEB can be

started with the Tools Laptop and MOBIDIG
2001.
(See Type plate Figure-No. 1.8.3 B2)

Figure-No.: 1.8.3 B2

From the Version 812 on, the AEB can be

started with the Tools Laptop, MOBIDIG
2001 and the AEB-Starter.
(See Type plate Figure-No.. 1.8.3 B3)

Figure-No..: 1.8.3 B3

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und Achssysteme

1.8.4 Kick-Down-function:
At the actuation of the KD-Switch, up- and downshiftings take place at higher speeds.
Upon request, upshiftings can be completely suppressed (e.g. driving on upgrades with a
Dumper).
1.8.5 Special function:
There are various Special functions possible, as for example:
* Control of converter clutch and Antigas.
* Start-off interlock out of Neutral at too high engine speed during the speed engagement out
of Neutral.
* Limitation of the available gears in dependance of the cabin (I or II), all wheel steering,
front axle engagement (Crane vehicles).
* Control/limitation of the available gears at Inching mode (Lift trucks).
Further available Special functions upon request after contact with the ZF.
1.9
Interaxle differential:
- see Table 3 -.
1.9.1 Description:
The differential, installed in the output, has the task to transmit different torques on the vehicle axles and to function as intermediate compensation in the driving direction (longitudinal
direction of the vehicle).
Due to the existing differential lock, both functions can be put out of service and a rigid connection between the axles can be created.
The engagement and disengagement can be performed hydraulically or pneumatically.
1.9.2 Function:
The planetary drive (differential) is designed in such a way that the external internal gear will
be driven.
The output is realized via the planet carrier (4) great lever arm and via the internal sun
gear (6) small lever arm.
Due to these different lever arms (diameters), a torque splitting of 1 : 2 is given in the actual
case as follows:
-

Front axle
Rear axle

1/3
2/3

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

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

Figure-No.: 1.9.2 B1

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

VA
HA
D
1
2
3
4
5
6
7
8
9
10
11
12
13
14

=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=

Output Front axle (converter-side)

Output Rear axle
Engagement and disengagement Differential lock
K3-Spur gear Input
Planetary gear (Ravignaux-System outer hole circle))
Planetary gear (Ravignaux-System inner hole circle)
Planet carrier
Screening plate
Sun gear
Output shaft to the Front axle (converter-side)
Internal gear
Output shaft to the Rear axle (rear-side)
Connection lubrication Interaxle differential
Sliding sleeve Differential lock (engaged)
Connection actuation Differential lock (hydraulic or pneumatic)
Sliding sleeve Differential lock (disengaged)
Pneumatic or hydraulic engagement and disengagement of the Differential lock

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ERGOPOWER
7

VA

11

10

i=1:1
i=1:2

14

13

12

Figure-No.: 1.9.2 B2

Interaxle differential with mounted Differential carrier LK

AXLE INSERT LK
6 WG-310
16

15

11

10

HA

17

18

19

20

21

14

13

12

5
Figure-No.: 1.9.2 B3

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und Achssysteme

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

15
16
17
18
19
20
21

=
=
=
=
=
=
=

Bevel gear set

Output front axle - RH
Cover with oil fillter- and oil drain plug
Ouput front axle - LH
Limited slip differential
Differential housing
Adapter Transmission 6 WG-310 / Axle insert LK

1.10 Retarder
see Table-1
1.10.1 General:
The hydrodynamic Retarder (fluid brake), installed upon request, is arranged between engine
and torque converter thus achieving a good braking effect in all gears.
The Retarder is a wear-free, gear-depending acting hydrodynamic-brake.
The application of the Retarder is therefore especially to recommend at longer downgrade
drives or to brake down out of high driving speeds, because in this way, the service brake will
be saved and in an emergency case, the full braking effect (no fading) of the service brake will
be disponible.
This is the case of a so-called primary retarder, i.e. it is positively engaged with the engine.
Therefore, in the lower gear, higher braking moments can be achieved then in the corresponding higher gears.
Because of this fact, it is necessary that by a control device, supplied by ZF, the installed WK
must be closed, so that the full retarder moment can become effective.

1.10.2 Layout and Function of the Retarder:

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

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ERGOPOWER
Function of a Retarder
(Schematic view)
Retarder valve

Discharge Spiral

Stator

Rotor

Control- air
Connection
Rotor

Connection
from the head
Exchanger

Connection to
the head
Exchanger

Stator

Cooling
Water
Heat Exchanger

Figure-No.: 1.10.2. B1

The braking procedure itself will be started via a hand- or foot-actuated control valve.
With this valve it is possible to adjust a certain air pressure and with it the desired brake performance infinitely variable. The possible air pressure value is in this situation between 3,5
and 8 bar, because only from about 3 bar on, the existing preload of the cooling circuit is overcome.
The retarder control valve, pressurized with this compressed air, released by it the corresponding oil stream into the retarder circuit.
Due to the rotation and the impeller configuration of the rotor, the oil will be directed into the
stator and comes from there back again to the rotor, in order to start the circuit anew (see
Draft).
Due to the actual reversion of the oil, the rotary motion of the rotor and with it the speed of
the vehicle will be retarded.
This energy, converted in this way from speed into pressure, will be finally transfered by fluid
friction into thermal energy and then delivered via a heat exchanger to the cooling water.
If during the retarder operation the shift clutch will be actuated, a 3/2-way valve is blocking
the compressed air supply to the control valve, in this way, the retarder will be cut-off, thus
saving the shift clutch.
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ERGOPOWER
Retarder valve not cut-in

to head exchanger

from heat exchanger

Gear shift housing

Connection
for air
pressure
Intermediate
plate

to Lubrication

to Retarder

Breather

from Retarder

after Converter

to lubrication

Stator

Figure-No.: 1.10.2. B1

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ERGOPOWER

Geschftsbereich
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 installation checks. On this occasion, all transmissionspecific installation features are examined and the Vehicle Manufacturer, resp. the Equipment
Manufacturer will be informed about the encountered defects.
At improperly installation, ZF reserves itself the right to acknowledge no guarantee for the
installed ZF-Products.
For damages, caused by defects for which the Vehicle Manufacturer is responsible, and could
not be discovered at the installation examination by ZF-Personnel, the Vehicle Manufacturer
alone is liable.

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

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III.
3.1

Geschftsbereich
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.
Operator elements and displays can be from the ZF, however can be also customized
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 always securely in position with
the parking brake prior to start the engine.
After the starting of the engine and the preselection of the driving direction and the gear,
the vehicle can be set in motion by acceleration.
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At the start off, the converter takes over the function of a main clutch.
On a level road it is possible to start off also in higher gears.
Upshifting under load.
Under load will be then upshifted, if the vehicle can continue to accelerate by it.
Downshifting under load.
Under load will be then downshifted, if more traction force will be needed.
Upshifting under coasting condition.
In the coasting mode, upshifting will be suppressed, if the vehicle speed on a downgrade
shall not be further increased by accelerator position idling speed.
Downshifting under coasting condition.
Downshiftings in the coasting mode will be then carried out, if the vehicle shall be
retarded.
Reversing
see important Notes Page 9.
Shifting of the various outputs.
Axle disconnection/Interaxle differential.
Both interlocks can be preselected during the drive via a switch. At exceeding the driving
speed below 5 km/h and unloaded transmission, the interlocks engage of automatically.
Attention:
The engagement is only then permitted, if no speed difference between the axles is prevailing. Differential lock and front axle engagement can be programmed in such a way
that they e.g. are always engaged in reverse.

If the vehicle will be stopped and is standing with running engine and engages transmission,
the engine cannot be stalled. On a level and horizontal road, it is possible that the vehicle begins to crawl because the engine is creating at idling speed via the converter a slight drag moment.
It is convenient to brake the vehicle at every stop securely in position this the parking brake.
At longer stop periods, the Controller must be put to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a 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 moment
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.

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und Achssysteme

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 program can be utilized out of NEUTRAL.
3.4

Transmission control in the Driving mode Automatic:

Precise informations about the design of the Controllers as well as the gears 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 shape of the terrain is suitable.
3.5
Stopping and Parking:
Since due to the converter there is no rigid connection existing from the engine to the axle, 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 10.
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 drivers cabin) !
At a trouble-free unit and an adequate driving mode, a higher temperature will not occur. If
the temperature is rising above 90 C, the vehicle has to be stopped, controlled for external oil
loss and the engine must run with a speed of 1200 - 1500 min-1 at NEUTRAL POSITION of
the transmission.
Now, the temperature must drop quickly (in about 2 3 minutes) to normal values. If this is
not the case, there is a trouble pending, with must be eliminated prior to continue working.
The supervision of the oil temperature behind the converter is additionally realized with an
indication on the ZF-Display or analog in the INFOCENTER.
Service temperature behind the converter at least 65 and 100 C in continuous operation, a
short-time increase (max. 5 minutes) up to max. 120 C is permitted.
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und Achssysteme

The temperature will be measured on the measuring point 63

(see Schedule of measuring points Table 5)!

At Versions with Retarder, the monitoring of the oil temperature is additionally realized behind the Retarder with an indication on the ZF-Display or analog in the INFOCENTER.
The maximally permitted permanent temperature behind the Retarder is 145 C.
In exceptional cases, are short-time (max. 5 minutes) 150 C permitted.

The temperature will be measured on the measuring point 66

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

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ERGOPOWER

IV.
4.1.

Geschftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme

MAINTENANCE
Transmission 6 WG-310

4.1.1 Oil grade:

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

The List of lubricants will be updated every two years and can be requested, resp.
inspected as follows:
- at all ZF-Plants
- at all ZF-Service Stations
- Internet http://www.zf.com Service /Technical Information

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

At the oil level check, the prescribed safety directions according to 6 of the
rules for accident prevention for power plants in Germany, and in all other
countries the respective national regulations have to be absolutely respected.
For example, the vehicle has to be secured against rolling with blocks, 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)
With engine idling speed
all measurements must be carried out with low engine idling speed.
- loosen oil dipstick by counterclock rotation, remove and clean it
- insert oil dipstick slowly into the oil level tube until contact is obtained, and pull it out
again.
- On the oil dipstick, the oil level must be lying in the zone HOT (see Figure-No.: 4.2 B2)
- insert the oil dipstick again, and tighten it by clockwise rotation

!
!

If the oil level has dropped in operating temperature condition below the HOT
Zone, it is absolutely necessary to replenish oil according to the ZF-List of 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 the Illustration, the
mounting of the oil dipstick is illustrated on the converter side).
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Version B with enlarged Oil sump

Version A

5
2
Figure-No.: 4.1.2 B1

Legend:
1
2
3
4
5

=
=
=
=
=

Oil filler tube with oil dipstick

Oil drain plug M38x1,5
Oil drain plug M22x1,5
Attachment possibility of an Oil filler tube with oil dipstick
Coarse filter
Oil dipstick

MIEASURED AT LOW
IDLING-NEUTRAL

HOT

COLD

Zone
HOT

Figure-No.: 4.1.2 B2

4.1.3 Oil change and Filter replacement interval:

First oil change after 100 operating hours in application.

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

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und Achssysteme

4.1.3.1 Oil change and Oil filling capacity:

The oil change must be carried out as follows:
- At operating temperature of the transmission, horizontally standing vehicle, open the oil
drain plug and drain the used oil.
- Clean the oil drain plug with magnetic insert and the sealing surface on the housing and
install it along with new O-ring again.
- Fill in oil (about 38 liters) according to ZF-List of lubricants TE-ML 03 .
(Sump capacity, external oil capacities e.g. in the cooler, in the lines etc. are dependent on
the vehicle).
The indicated value is a guide value.

-

It is imperative to pay attention to absolute cleanliness of oil and filter !

Binding is in any case the marking on the oil dipstick !

Start the engine, idling speed

Transmission in Neutral position N
Top up oil up to the marking COLD - MIN
Brake the vehicle securely in position and warm up the transmission
Shift all Controller positions through
Check the oil level once more and top up oil once more if necessary
On the oil dipstick, the oil level must be lying in the Zone HOT (see Figure-No.: 4.2 B2)
Insert the oil dipstick again and tighten it by clockwise rotation.

At the initial filling of the transmission has to be considered that the oil cooler, 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 (see 1.8.3) at every oil change.

4.1.3.2 Filter replacement:

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

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ERGOPOWER

The mounting of the filter must be carried out as follows:

- Cover the gasket with a small amount of oil.
- Screw the filter in until contact with the sealing surface is obtained and tighten it now by
hand about 1/3 to 1/2 turn.
4.2

Axle insert LK:

4.2.1 Oil specification:

!
!

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

The ZF List of Lubricants will be updated every two years and can be requested or
examined as follows:
-

in all ZF Plants
in all ZF After-Sales Service Centers
Internet http://www.zf.com Informationen/Tech. Informationen

4.2.2 Oil level check (weekly):

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

1
Legend:
1 = Oil drain plug M42x1,5
2 = Oil plug for refill and oil check
40

ERGOPOWER

Geschftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme

4.2.3 Oil change:

Pay attention to utmost cleanness, so that no dirt can penetrate inside the axle
insert!

- With the vehicle placed in a horizontal plane open the screw plugs (1 and 2) and drain the
used oil.
- Clean screw plug (1) and sealing surface on the housing, install the screw plug with a new
O-ring and tighten it.
- Fill up the oil according to the ZF List of Lubricants TE-ML 05 on ( 2 ) until it starts overflowing on the oil level check hole.
- Install the screw plug ( 2 ) with a new O-ring and tighten it.

41

ERGOPOWER
5.

ZF-DIAGNOSTIC SYSTEMS

5.1

General:

Geschftsbereich
Arbeitsmaschinen-Antriebe
und Achssysteme

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.
6008 307 001

MOBIDIG 2001 with

ZF-Diagnostic Software

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

42

ERGOPOWER
5.3

Geschftsbereich
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-310
6008 308 007

GERMAN

6008 308 107

ENGLISH

6008 308 207

FRENCH

Terminal Tester 68-pin

For the test of single control
signals, line interruptions etc.

6008 304 038

Figure-No.:5.3

43

ERGOPOWER
5.4

Geschftsbereich
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

44

L A Y O U T 6 W G -3 1 0
T A B L E -1
1

=
3

=
4

=
5

=
6

=
=
=
9

7
=

1 0 =
1 1 =
1 2 =
1 3 =
1 4 =
1 5 =
1 6 =

In p u t fla n g e
R e ta rd e r
W K
C o n v e rte r
B re a th e r
E le c tro h y d ra u
2 nd P o w e r ta k
T ra n s m is s io n
1 st P o w e r ta k e
C lu tc h a x le
C lu tc h a x le
C lu tc h a x le
O u tp u t fla n g e
C ra w le r s p e e d
O u tp u t fla n g e
C o u n te rs h a ft

4
5

D riv e v ia u n iv e rs a l s h a ft

9
lic c
e -o f
p u m
-o ff
K
K
K
(re a
f

o n tro l u n it

1 0
p

V /K
R /K
4 /K
r-s id

1
2
3
e )

1 1
1 2

(c o n v e rte r-s id e )

1 6
1 3
1 5

1 4

IN S T A
(1 0 -o '
F R O N
T A B L
1

=
3

=
4

=
5

=
=
=
9

6
=

=
1 0 =

L L
C L
T V
E -2

A T IO N V IE W 6 W G -3 1 0 W IT H R E T A R D E R
O C K P O S IT IO N )
1
2
IE W
A

L iftin g lu g
B re a th e r
E le c tro h y d ra u lic
P re s s u re o il lin e
In p u t fla n g e D
O u tp u t fla n g e (c
C o a rs e filte r
O il d ra in p lu g
P n e u m a tic o r h y
R e ta rd e r v a lv e

s h if
fro m
riv e
o n v e

t c o n tro l
in fro n t o f th e c o n v e rte r to th e re ta rd e r v a lv e
v ia u n iv e rs a l s h a ft
rte r-s id e )

1 0
5

d ra u lic e n g a g e m e n t a n d d is c o n n e c tio n

6
7
9
8

IN S T A
1 0 -o ' C
S ID E V
T A B L E
1

=
3

=
4

=
5
8

=
9

=
1 0 =
1 1 =
1 2 =
1 3 =
1 4 =
1 5 =
1 6 =

L L
L O
IE
-2
B

A T IO N V IE W 6 W G -3 1 0 W IT H R E T A R D E R
C K P O S IT IO N

L u b ric a tin g o il lin e fro m th e h e a t e x c h a

P re s s u re o il lin e fro m in fro n t o f th e c
L iftin g lu g
B re a th e r
P re s s u re o il lin e fro m th e W K -V a lv e to
E le c tro h y d ra u lic s h ift c o n tro l
P re s s u re o il lin e fro m th e e le c tro h y d ra u
W K -V a lv e
B re a th e r lin e W K
E m e rg e n c y s te e rin g p u m p
O u tp u t fla n g e (re a r-s id e )
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
O u tp u t fla n g e (c o n v e rte r-s id 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
P re s s u re o il lin e fro m b e h in d th e c o n v
R e ta rd e r v a lv e

n g e r v ia re ta rd e r v a lv e to th e tra n s m is s io n
o n v e rte r to th e re ta rd e r v a lv e
th e W K
lic s h ift c o n tro l to th e W K -V a lv e

e rte r to th e re ta rd e r v a lv e

P a g e 1 fro m

1 5

1 6

8
9

1 0

1 1

1 2

1 3

1 4

1 3

1 2

1 1
P a g e 2 fro m

IN S T
(1 0 -o
R E A
T A B
1

=
4

P
=

2
=

L
=

P
=

P
=

=
1 0 =
1 1 =
1 2 =
1 3 =
1 4 =
1 5 =
1 6 =
1 7 =
1 8 =

P
L
L
M
O
E

L
P

A L L A T IO N V IE W 6 W G -3 1 0 W IT H R E T A R D E R
' C L O C K P O S T IO N )
1
R V IE W
L E -2 C

P o w e r ta k e -o ff
re s s u re o il lin e fro m th e e le c tro h
re s s u re lin e C lu tc h K V
n d
P o w e r ta k e -o ff
iftin g lu g
re s s u re o il lin e C lu tc h K 1
re s s u re o il lin e C lu tc h K 3
o n n e c tio n lu b ric a tin g o il lin e fro
re s s u re o il lin e C lu tc h K 4
u b ric a tin g o il lin e S 1 C lu tc h K
u b ric a tin g o il lin e in te ra x le d iffe
o d e l id e n tific a tio n p la te
u tp u t fla n g e (re a r-s id e )
m e rg e n c y s te e rin g p u m p
= S u c tio n p o r t M 2 6 x 1 ,5
= P r e s s u r e o r t M 2 2 x 1 ,5
u b ric a tio n o il lin e S 2 C lu tc h K
re s s u re o il lin e C lu tc h K R
re s s u re o il lin e C lu tc h K 2
re a th e r lin e W K

y d ra u lic s h ift c o n tro l to th e W K -V a lv e

3
2

1 8
6

1 7
m

R e ta rd e r

1 6

K V

K 2

R /K 2
re n tia l

9
KK 33

K R

1 5

K 4
D

4 /K 3

K 1

1 4
S

1 0
1 1

1 3

1 2

= E le c tro -h y d ra u lic s h ift c o n tro l

= In p u t fla n g e In p u t th ro u g h p ro p
3 = R e ta rd e r v a lv e
4 = A x le in s e rt " L K "
5 = O il fille r h o le A x le in s e rt " L K " M
6 = O u tp u t fla n g e F ro n t a x le L H
7 = C o a rs e filte r
8 = O il d ra in p lu g T ra n s m is s io n w ith
9 = O il d ra in p lu g A x le in s e rt " L K " w
1 0 = A tta c h m e n t p o s s ib ility fo r o il fille
1 1 = O u tp u t fla n g e F ro n t a x le R H
2

IN S T A L L A T IO N V IE W
F R O N T V IE W
T A B L E 3 A

6 W G -3 1 0 W IT H R E T A R D E R (3 -o C L O C K P O S IT IO N )
1

sh a ft
4 2 x 1 ,5
m a g n e tic in s e r t M 3 8 x 1 ,5
ith m a g n e tic in s e r t M 2 4 x 1 ,5
r tu b e w ith o il d ip s tic k

4
1 1
5
6
7
1 0
9

IN S T A L L A T IO N V IE W
S ID E V IE W
T A B L E 3 B

1
2
3
4
5
6
7
8
9

1 0
1 1
1 2
1 3
1 4

= In p u t fla n g e In p u t th ro u g h p ro p
= S ta to r
= C o n v e rte r b e ll h o u s in g
= L iftin g lu g s
= P re s s u re o il lin e fro m c o n v e rte r c
= P re s s u re o il lin e fro m e le c tro -h y d
= E le c tro -h y d ra u lic s h ift c o n tro l
= C o n v e rte r c lu tc h v a lv e
= B re a th e r lin e C o n v e rte r c lu tc h
= T ra n s m is s io n s u s p e n s io n th re a d s
= O u tp u t fla n g e (re a r s id e )
= O il d ra in p lu g w ith m a g n e tic in s e
= O u tp u t fla n g e F ro n t a x le L H
= A x le in s e rt " L K "

6 W G -3 1 0 W IT H R E T A R D E R (3 -o C L O C K P O S IT IO N )
1

sh a ft

9
lu tc h v a lv e to c o n v e rte r c lu tc h
ra u lic s h ift c o n tro l to c o n v e rte r c lu tc h v a lv e

M 2 0

1 0

r t M 3 8 x 1 ,5

1 1
1 4

1 3

1 2

IN S T A L L A T IO N V IE W
R E A R V IE W
T A B L E -3 C
1

=
3

=
4

=
5

=
6

=
7

=
8

=
9

1 0 =
1 1 =
1 2 =
1 3 =
1 4 =
1 5 =
1 6 =
1 7 =
1 8 =
1 9 =
2 0 =

C o n v e rte r c lu tc h v a lv e
P re s s u re o il lin e fro m e le c tro -h y d ra
1 s t P o w e r ta k e -o ff
P re s s u re o il lin e C lu tc h K R
E le c tro -h y d ra u lic s h ift c o n tro l
2 n d P o w e r ta k e -o ff
P re s s u re o il lin e C lu tc h K 1
P re s s u re o il lin e C lu tc h K 4
P re s s u re o il lin e K 3
C o n n e c tio n lu b ric a tin g o il lin e fro m
L u b e o il lin e S 1 C lu tc h K R /K 2
L u b e o il lin e S 2 C lu tc h K 4 /K 3
A tta c h m e n t p o s s ib ility fo r o il fille r
T y p e p la te
O u tp u t fla n g e (re a r s id e )
E m e rg e n c y s te e rin g p u m p
S = S u c tio n p ip e c o n n e c tio n M 2 6
D = P re s s u re c o n n e c tio n
M 2 2
P re s s u re o il lin e C lu tc h K 2
P re s s u re o il lin e C lu tc h K V
R e ta rd e r v a lv e
B re a th e r lin e C o n v e rte r c lu tc h

6 W G -3 1 0 W IT H R E T A R D E R (3 -o ' C L O C K P O S IT IO N
1

2 0
7

u lic s h ift c o n tro l to c o n v e rte r c lu tc h v a lv e

1 9
K V

K 1

1 8
re ta rd e r v a lv e

1 7

1 0

K 2
K R

tu b e w ith o il d ip s tic k

x 1 ,5
x 1 ,5

1 5

1 2

K 3
D

1 6

1 1

K 4

1 4
1 3

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 -3 1 0
T A B L E -4
T h e m a rk e d p o s itio n s (e .g . 5 3 ) a re c o r re s p o n d in g to th e p o s itio n s o n th e T a b le -5
T h e m e a s u re m e n ts h a v e to b e c a rrie 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 0 C )!

8 1 - 9 :
(se e P a g e 3 )

6 0

5 6
K V

1 0

K 1
1 4

3 0
D

B
E
G

P u m p

5 7

3 9

K R
6

R T
K

H
J

In p u t

5 3
A

5 5

5 8
C

W K

1 s t P o w e r ta k e -o f f

K 2
3 1

1 3

K 4

K 3
E m e rg e n c y ste e rin g p u m p

6 5
O u tp u t

O u tp u t

2 9
I n te r a x le d if f e re n tia l

6 7

2 7

5 1

P a g e 1 fro m

N o .

D E N O M IN A T IO N O F T H E P O S IT IO N
=

1 0

1 6
2 7
2 8
2 9
3 0
3 6
3 7
3 8
3 9
4 0
4 9
--7 0
7 1

M E A S U R IN G

5 1
5 2
5 3
5 5
5 6
5 7
5 8
6 0
6 3
6 5
6 6
6 7

=
=
=
=
=
=
=
=
=
=
=

1 5

1 3

IN F
B E H
C L U
C L U
C L U
C L U
C L U
C L U
T E M
S Y S
T E M
W K

3 5

F T
E C
R W
V E

U R
E S
U R
O L

P O IN T S F O R P R E S S U R E O IL A N D T E M P E R A T U R E

H E C
O N V
A R D
R S E

E 1
S U
E 1
P R
R

0
E

O N V E R T E
E R T E R O
1 6 + 2 b a r
1 6 + 2 b a r
1 6 + 2 b a r
1 6 + 2 b a r
1 6 + 2 b a r
1 6 + 2 b a r
0 C B E H IN
E 1 6 + 2 b a r
5 C B E H IN
S S U R E 1 2 +

R O P E N I N G P R E S S U R E 8 ,5 b a r
P E N IN G P R E S S U R E
5 b a r
K V
K R
K 1
K 2
K 3
K 4
D T H E C O N V E R T E R , S H O R T -T IM E 1 2 0 C (M A X . 5 M IN U T E S
D R E T A R D E R , S H O R T -T IM E 1 5 0 C (M A X . 5 M IN U T E S )
2 b a r

B R E A T H E R
T O T H E H E A T E X C H A N G E R
F R O M T H E H E A T E X C H A N G E R
O IL F IL L E R P L U G
T O T H E Z F -F IL T E R
F R O M T H E Z F -F IL T E R
F R O M T H E F IL T E R B Y P A S S T O T H E C O N V E R T E
R E T A R D E R V A L V E A C T U A T IO N (C O M P R E S S E D
A X L E D IS C O N N E C T IO N (C O M P R E S S E D A IR )
F R O M H E A T E X C H A N G E R T O L U B R IC A T IO N IN
IN F R O N T O F T H E C O N V E R T E R T O T H E H E A T E
B E H IN D T H E C O N V E R T E R T O T H E H E A T E X C H
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
S Y T E M P R E S S U R E (O P T IO N )
P IL O T P R E S S U R E (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
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

=
=
=
=
=
=

=
=
=
=
=
=
=

A IR )
T O
X C
A N
L I

T R
H A
G E
C C
O

A
R

R E L IN E
N L IN E

5 ,5
6 b
N S
G E
(V
N T

b a r
a r
M . (
R (V
IA R
R O L

IN D U C T IV E T R A N S M IT T E R , S P E E D S E N S O R A N D S W

1 4
3 1

N T O
D T H
H F O
H R E
H
H
H
H
R A T
M P R
R A T
N T R

C O N N E C T IO N S

R O
IN
T C
T C
T C
T C
T C
T C
P E
T E
P E
-C O

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

IN
IN
IN
S P
A X

D U C
D U C
D U C
E E D
L E

T IV
T IV
T IV
S E
D IS

E T
E T
E T
N S O
C O N

R A
R A
R A
R
N

N S M IT T E R
N S M IT T E R
N S M IT T E R

n T
n C
n E
n O
E C T IO N IN D IC A T O R /A C

U R
E N
N G
U T
K N

B I
T R
IN
P U

V IA R E T A R D E R V A L V E )
IA R E T AR D E R V A L V E )
E T A R D E R V A L V E )
U N IT

IT C H

N E
A L G E A R T R A IN
E
T
O W L E D G E M E N T

M 1
M 1
M 1
M 1
M 1
M 1
M 1
M 1
)M 1
M 1
M 1
M 1

0 x 1
0 x 1
0 x 1
0 x 1
0 x 1
0 x 1
0 x 1
0 x 1
0 x 1
0 x 1
4 x 1 ,5
0 x 1

M 1 0 x 1
----------------M 4 2 x 2
M 4 2 x 2
M 4 2 x 2
M 4 2 x 2
M 1 2 x 1 ,5
M 1 2 x 1 ,5
M 3 0 x 1 ,5
M 3 0 x 1 ,5
M 3 0 x 1 ,5
--------M 1 6 x 1 ,5
M 1 6 x 1 ,5
M 2 2 x 1 ,5
M 3 3 x 1 ,5
M 1 8 x
M 1 8 x
M 1 8 x
------M 1 8 x

H
B
F
D
A
C
E
K

G
J

1 ,5
1 ,5
1 ,5
---1 ,5

P a g e 2 fro m

V IE W

4 0 1 5

1 6

5 2

V IE W

Y
6 3

3 6

6 6

3 8

Y
Z

(se e P a g e 1 )

3 9

1 4

6 7

1 6

4 0

1 5

2 8

6 6

K 1
K V
K 2

7 0
6

3 1

KK 33

K R

K 4

7 1

1 3

3 7

3 5

3 5

P a g e 3 fro m

K R
F

P 1

5 5

K 4

D
B

D
B

Y 1

6 0
E

P 2

Y 2

N F S

K 1
D

P 3
B

N F S

Y 3

5 6
D

K 3

N F S

5 8
C

P 4

K V

D
B

Y 4

5 3
B

P 5

Y 5

N F S

K 2
A

P 6
B

N F S

Y 6

5 7
D

N F S

R V -9
T E M P

H D V

6 5

V A L V E B L O C K
C O N T R O L C IR C U IT

L E G E N D E :

M A
R E
P IL
C O
C O
L U
R E

IN
G U
O T
N V
N V
B R
T U

P R
L A
P R
E R
E R
IC A
R N

E S S
T E D
E S S
T E R
T E R
T IO
IN T

U R E
M A I
U R E
IN P U
O U T
N
O T H

N P R E S S U R E
T P R E S S U R E
P U T P R E S S U R E
E S U M P

P a g e 2 fro m

M A IN O IL C IR C U IT

N O T S C O P E O F S U P P L Y -Z F
A IR R E S E R V O IR 8 b a r

W K M
W K V

S C O P E O F S U P P L Y -Z F

C O N V E R T E R
P R E S S U R E R E D U C IN G
V A L V E
5 .5 b a r

W K

6 7

5 1
3 0

S O L E N O ID V A L V E

H
6 3

2 9

W S V

5 2

Z F -F
F IL T
30
D U S
m in .
F IL T
2 x 6

F F

W G V
B Y P A S S V A L V E : D p = 2
3 9

+ 3

F D V

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 )

IN E F IL T E
E R G R A D
7 5 15
T C A P A C I
1 7 g
E R S U R F A
7 0 0 = 1 3 4

R
E A C C O R D IN G IS O 4 5 7 2 :
2 5 10 5 .0
T Y A C C O R D IN G IS O 4 5 7 2 :
C E
0 0

c m

W S

1 5

1 6

2 8

F IL L U N G P O S IT IO N

R T V

O N T H E D R I V E R 'S C A B I N

W IT H R E T A R D E R

6 6

T R A N S
p = 1 6 +
Q p = 1 1
n = E N G

M IS
2 b a
5 l/m
IN E
r

S IO N P U M P
i n -1 a t
2 0 0 0 m in

-1

W IT H O U T R E T A R D E R

L U B R IC A T IO N

C O A R S E F IL T E R :
M E S H S IZ E m m : 4 5 0
F I L T E R S U R F A C E: c m
2

1 0 0 0

3 8

4 0
R T

L S U M P F

P a g e 3 fro m

E L E C T R O H Y D R A U L IC C O N T R O L W IT H P R O P O R T IO N A L V A L V E S
T A B L E - 6
M A IN P R E S S U R E V A L V E 1 6 + 2 b a r

P R E S S U R E R E D U C IN G V A L V E 9 b a r
H O U S IN G
P L U G (C A B L E H A R N E S S )

Y 6

Y 1

Y 5

Y 2

Y 4

C O V E R
H O U S IN G

Y 3

C O V E R
V A L V E B L O C K

P a g e 1 fro m

S E C T IO N

M A IN P R E S S U R E V A L V E
1 6 + 2 b a r

- A
V A L V E B L O C K

P R E S S U R E R E D U C IN G V A L V E
9 b a r
P L U G (C A B L E H A R N E S S )

D U C T P L A T E

IN T E R M E D IA T E P L A T E

S E C T IO N

- B

P R O P O R T IO N A L V A L V E P 5

Y 5

V IB R A T IO N D A M P E R
P R E S S U R E R E G U L A T O R
F O L L O W -O N S L ID E

P a g e 2 fro m

6 W G -3 1 0 F U L L Y -A U T O M A T IC C O N T R O L E S T -3 7
C IR C U IT D IA G R A M S T A N D A R D (6 0 2 9 7 1 7 0 3 9 )
T A B L E - 7
IT E M
A 1
A 2
A 3
A 5
A 6
A 7
A 9

L E
E L
C O
E L
D I
D I
C A
S P

B 1

S P E
S P E
S P E
S P E
L O A
S E N

B 2
B 3
B 4
B 6

B 9

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
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

N IC
L E
H Y
IS

C O N T R O L U N IT T C U

D R A U L IC C O N T R O L U N IT 6 W G -3 1 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

n E N
n T U
n C E
n O U

G I
R B
N T
T P

N E
IN E
R A L G E A R T R A IN
U T

E R A 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 IC 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 S P E E D 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

IT
S 1
S 4
S 5
S 1
S 2
S 3
S 3

E M

0
2

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

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 T IO
R E Q U E S T E N G IN E B
F IL T E R C O N T A M IN
P R E S E L E C T IO N D IF
T R O U G H O N T O P *
D IS P L A Y IL L U M 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 *

P a g e 1 fro m

K l.3 0
K l.1 5

F 1

M
A

L
P

F 2

K l.3 0
K l.1 5

S 1

V P

V M G 2
1

K 1

8 6
8 5

S 5

S 2 8 S 3 2

1
2
1

K 2

D 2

8 5

E D 7

E D 8

E D 1 2

2 4

6 8

1
2

C A N _ H

C A N _ L C A N _ T

4
2

3
1

J P T 4 -p in
6 0 2 9 1 9 9 0 7 6

A 7

2 2
2 3

V G S

S D
A D
A D
A D

1
M 3

A IP
A IP
A IP
A IP
A IP
A IP
V P S
V P S
E R
V M G

V P S 2 A D M 7

Y 7

Y 8

Y 1

0 4

Y 3

0 5

0 6
0 7
1

0 8
0 9

A 2
1

B 9

Y 4
Y 5

A 3

Y 6

V P S 1 (+ )
T E M P
T E M P

S 1 0
S u p e rse a l
2 -p in
6 0 2 9 1 9 9 0 4 5

2
1
2

1 1
1 4

4
7

1 0
1

S 3 4

Y 2

Y 9

0 2
0 3

E R 3
A D M 5 A D M 6

1
6

0 1

A 6
8

3
4

E R 2

V M 1 V M 2 V P S 2

A 5

A 9

A M P J P T 8 -p in
6 0 2 9 1 9 9 1 0 8

M 8

7
4
2

M 4

8
6

S D 4

1
2

2
4

E U P R

6 8 -p in
6 0 2 9 1 9 9 0 6 3

E F 3

3
5

A D M 1 E D 1 3 A D M 2
S D D K

E D 9

4 5

M N L 6 -p in
6 0 2 9 1 9 9 0 7 4

A 1

E F 2
2

H 3

E F 1
V M G 1

B 1

B 3

E D 7
E D 4
E D 6
E D 5
E D 1
E D 2
E D 1 1
E D 3

B 2

M in i T im e r
2 -p in
6 0 2 9 1 9 9 0 1 1

4 6

A U 1
E U 1
V M G A 1
2

B 6

V P E 1 V P E 2 E D 1 0

V P I
E F 4

* K D
F
N
R
T +
T -

* N -R e le a s e
C h a n g e -o v e r A u to m a tic

8 6

1
2

H 7
2

S u p e rs e a l 3 -p in
6 0 2 9 1 9 9 0 7 1

* = O P T IO N A L

S 4

B 4

A 2

1 2
1 5

1 3
1 6

K o s ta l 1 6 -p in
6 0 2 9 1 9 9 0 7 2

K o s ta l M 2 7
2 -p in
6 0 2 9 1 9 9 0 0 3

K l.3 1

K l.3 1
T W IS T E D L IN E S (3 0 W IN D IN G S /M ) F R O M

L > 2 M

O N

P o le p a tte rn s a re c o rre s p o n d in g to th e p lu g s o n th e w irin g !

A L L R E L E A Y S W IT H P R O T E C T IV E D IO D E S 1 A /4 0 0 V

B U S T E R M IN A T IO N IF P IN 2 6 A N D 2 7 A R E C O N N E C T E D

P a g e 2 fro m

IN D U C T IV E T R A N S M IT T E R A N D S P E E D S E N S O R (H A L L S E N S O R )
T A B L E - 1 0
IN D U K T IV E T R A N S M IT T E R

T h e s p e e d s re q u ire d fo r th e E le c tro n ic c o n tro l u n it E S T -3 7

a re d e te c te d b y th e fo llo w in g tra n s m itte rs :
6

1 4 =
3 9 =
3 1 =

In d u c
In d u c
In d u c
S p e e d
(H a ll

tiv e
tiv e
tiv e
se n
se n s

tra n s m itte r
tra n s m itte r
tra n s m itte r
so r
o r)

n -C
n -E
n -T
n -O

e n tra l g e a r tra in
n g in e
u rb in e
u tp u t a n d s p e e d o m e te r

H O U S IN G
IN D U K T IV E T R A N S M IT T E R
S
G E A R W H E E L

T h e in s ta lla tio n p o s itio n s o f th e tra n s m itte rs a re illu s tra te d

o n th e S c h e d u le s o f M e a s u rin g p o in ts T a b le - 9 , 1 0 a n d 1 1 .

S P E E D S E N S O R
(H A L L S E N S O R )

A tte n tio n :
F o r th e in d u c tiv e tra n s m itte rs , th e fo llo w in g d iffe re n t
s e ttin g d im e n s io n s b e tw e e n th e c o n ta c t a re a -in d u c tiv e
tra n s m itte r a n d th e to o th tip h a v e to b e o b s e rv e d :
n -E n g in e (1 4 )
n -T u rb in e (3 9 )
n - C e n tra l g e a r tra in
A

A
=

0 ,5
0 ,5
0 ,3

+ 0 ,3
+ 0 ,3
0 ,1

S =

1 .0 - 1 ,5 m m

S P U R G E A R K 3

m m
m m
m m

C L U T C H A X L E K 4 /K 3

S P E E D S E N S O R
(H A L L S E N S O R )
H O U S IN G