Manualtecnicodetransmicion 3WG ZF 644h

SB4371E00
Aug.2011
Three Speed Transmission

System Operation
Fault Codes
3WG 116/161
Forklifts
Important Safety Information
Most accidents involving product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the “Safety” section of the Service or Technical Manual. Additional safety
precautions are listed in the: Safety” section of the owner/operation/maintenance publication. Specific safety
warnings for all these publications are provided in the description of operations where hazards exist.
WARNING labels have also been put on the product to provide instructions and to identify specific hazards. If
these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in
this publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read
and understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or
operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at
the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and
other items can change at any time. These changes can affect the service given to the product. Obtain the
complete and most current information before starting any job. DOOSAN dealers have the most current
information available.
1
Index
Preface..................................................................... 5 Laptop Version (ZF-Testman Pro) ......................... 25
Technical Data ......................................................... 7 ZF-Multi-System 5060 ........................................... 26
Important Instructions .............................................. 9
Specification
Description of Fault
Layout 3 WG-116/161 Table-1 .............................. 27
Function of the Converter ...................................... 10 Installation View 3 WG-116/161 Front View Table-2 28
Powershift Transmission........................................ 11 Installation View 3 WG-116/161 Rear View -
Transmission Control ............................................. 11 Standard Version Table-3...................................... 29
Controller ............................................................... 12 Installation View 3 WG-116/161 Rear View - With
General ............................................................. 12 Disk Brake Table-4 ................................................ 30
Controller DW-3................................................ 12 Schedule of Measuring Points and Connections 3
Controller ERGO II ........................................... 12
WG-116/161 Table-5 ............................................. 31
Display ................................................................... 13
General ............................................................. 13 Oil circuit diagram 3 WG - 116/161 Forward 1st
Possible Indications on the Display.................. 13 Speed Table- 6 ...................................................... 33
Error Code Definition ........................................ 15 Gearbox Diagram 3 WG - 116/161 Table-7 .......... 34
Electronic Control Unit TCU................................... 16 Power flow 3 WG – 116/161 Forward speeds
Electronic Control Unit TCU................................... 16 Table-8................................................................... 35
Electronic Controls for ZF-Powershift Transmissions 17 Power flow 3 WG - 116/161 Reverse Speeds
General ............................................................. 17 Table-9................................................................... 36
Description of the Basic Functions ................... 17
Electro-Hydraulic Control with Proportional Valves
Independent calibration of the Shifting elements
(AEB) ................................................................ 19 Table-10................................................................. 37
Down-Shift Functions (Down-Shift Button) ...... 19 3WG - 116/161 Fully - Automatic control EST- 37A
Pressure Cut-Off .............................................. 20 Circuit Diagram Standard (6029 701 612) Table-11 38
Inching Device .................................................. 20 Controller DW-3 Table-12...................................... 40
System Operation Description of Fault Codes

Driving Preparation and Maintenance ................... 21 Introduction ............................................................ 41
Driving and Shifting................................................ 21 Abbreviations ................................................... 41
Cold Start ............................................................... 22 Display.............................................................. 41
Transmission control in the Driving mode Automatic Display during operation .................................. 42
Display during AEB-Mode ................................ 43
............................................................................... 22
Display during Inchpedal Calibration ............... 44
Stopping and Parking ............................................ 22
Definition of operating modes ................................ 45
Towing ................................................................... 22 NORMAL .......................................................... 45
Oil Temperature ..................................................... 22 SUBSTITUTE CLUTCH CONTROL ................ 45
LIMP-HOME ..................................................... 45
TRANSMISSION-SHUTDOWN ....................... 45
Maintenance TCU-SHUTDOWN ........................................... 45
Oil Grade ............................................................... 23 Table of fault codes .......................................... 46
Oil Level Check Measuring of resistance at actuator/sensors and
(measurements only with running engine)............. 23 cable ...................................................................... 64
actuator ............................................................ 64
Oil Change and Filter Replacement Intervals ........ 24
cable ................................................................. 64
Oil Change and Oil Filling Capacity ................. 24
Filter Replacement ........................................... 24
Power Shift Transmission 3 Index

Preface
The present Documentation has been developed 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, improperly 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!
Power Shift Transmission 5

ANNEX 3 WG-116/161, comprising
Tables:
1 Layout
2 Installation view – Front view
3 Installation view – Rear view Standard version
4 Installation view – Rear view with disc brake
5 Schedule of measuring points and connections
6 Oil circuit diagram (Forward 1st speed)
7 Gearbox diagram
8 Power flow - Forward speed
9 Power flow - Reverse speed
10 Electro- hydraulic control with proportional valves
Fully automatic control EST-37 Circuit diagram Standard - 6029 701
11
639 –
12 Controller DW-3
13 Controller ERGO II
Abbreviations used in the text
Abbreviation Description
EST-37 Ergocontrol
AEB Automated determination of the filling parameters
ISK Inch sensor calibriation
TCU Electronic control unit

Technical Data
3 WG-116 3 WG-161
Engine power: max. KW* 90 160
Turbine moment: max. Nm* 800 1100
Engine speed: max. min-1* 2600 2600
Starting torque multiplication: 1,7 bis 3,0 1,7 bis 3,0
Engine-dependent Power take-
ff
Torque: max. Nm 800 800
Speed: n 1 x nMotor 1 x nMotor
Gross vehicle weight max. t* 23 44
Lifting capacity max. t* 9 20
Mass (without oil): kg ca.** 300 300
* = dependent on Vehicle type and application

** = dependent on the Transmission version
Description Power take-off
The ZF-Transmissions 3 WG-116/161 are For the drive of an external oil pressure pump, an
composed of a hydrodynamic torque converter and engine-dependent, coaxial power take-off is planned.
a rear-mounted multi-speed powershift transmission It allows the attachment of pumps with “SAE-C”
with integrated transfer case (see Table- 1). Connection.
The torque converter is a wear-free starting device
which is infinitely variable adapting itself to the
required situations (necessary input torque). Transmission ratio (mechanical)*
Input by direct mounting via diaphragm on the
engine, or separate installation (input via universal SPEED DRIVING DIRECTION RATIO
shaft) with DIN-, Mechanic- or Spicer-input flange.
1 Forward 4,331
The transmission can be shifted manually or fully-
automatically by means of the Electronic unit EST- 2 Forward 2,263
37A. 3 Forward 0,994
1 Reverse 4,345
Torque converter: 2 Reverse 2,271
3 Reverse 0,997
Unit size W 300 with torque multiplication. * = According to the Transmission version, other
ratios are also possible.
Powershift transmission
3 Forward speeds and 3 Reverse speeds.
Output
The powershift transmission has between input and
output shaft a center distance of 300 mm, and can
be equipped with the following components:
∙ with output flanges (rear-side) for different

universal shafts
∙ output (rear-side) with a disk brake as parking
brake

Scriptions on a ZF-Model Indentification
Plate for ZF-Hydromedia-Reversing -Transmission
1. Gearbox type
2. Gearbox Serial-No.
3. ZF-Parts List-No.
4. Total ratio of the Gearbox
5. Oil (Oil specification)
6. List of lubricants
7. Oil capacity
8. Customer no.
Notes Regarding the Spare Parts Orders:
When ordering genuine ZF-Spare Parts, please

indicate:
1 = Gearbox type (See Model identification Plate!)
2 = Serial-No. (See Model identification Plate!)
3 = ZF-Parts List-No.
4 = Mark and type of vehicle
5 = Denomination of the spare part
6 = Spare parts-No.
7 = Way of transport
When all of the above required indications are

considered, errors in the delivery of spare parts
Orders can be avoided!

Important Instructions
Oil level check (see 4.2):
In the cold start phase, the engine must be running about 2 - 3 minutes at idling speed and the
marking on the oil dipstick must then be lying above the cold start mark.
The oil level check in the transmission must be carried out at engine idling speed and operating
temperature of the transmission (80° to 90° C).
At stationary engine, the oil level in the transmission is rising essentially, according to the installation
conditions!
At every oil change, the ZF-Fine filter must be exchanged. In addition, ZF recommends to start the
autonomous calibration of the shifting elements (AEB).
The independent calibration of the shifting elements (AEB) must be started after the initial installation
of the transmission and the Electronics in the vehicle at the Vehicle Manufacturer and after every
replacement of the transmission, the electrohydraulic control or the TCU in case of a failure.
After every AEB-start the ISK (Inch-Sensor-Calibration) should be started for vehicles with inching
device.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be engaged or the service
brake be actuated, to prevent the vehicle from rolling.
Prior to every start off, loosen the parking brake.
The engagement of the speed out of Neutral is only possible under the programmed transmission
input speed (turbine speed).
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not
admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
At stopped engine, there is on the Controller, despite a preselected gear, no power flow between
transmission and engine, i.e. the transmission is in the idling position.
The parking brake must therefore be completely actuated!
When leaving the vehicle, secure it additionally by brake blocks!
The towing speed must in no case be higher than 10 km/h, the towing distance not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission will be damaged due
to insufficient oil supply!
At a longer distance, the best solution would be to transport the defective vehicle with a Low loader.
Operating temperature behind the converter at least 65° and 100° C in continuous operation, a short-
time increase up to max. 120° C is permitted.
Temperature in the sump 60° - 90° C.

By overstepping results by 105 ° C notice "WS" on the display.
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.

Description of Fault
Function of the Converter
Pump wheel Turbine TP = Torque pump wheel

wheel
TT = Torque turbine wheel
TR = Torque reaction member

TT
(Reaction wheel)
From
engine
TP
To
gearbox
Condition at the NT = 0
time of starting 1 1,5 TR 2,5 Vehicle standing still
Reaction element
(Reaction wheel)
Intermediate <n
1 <1,5 <2,5 n T = Mot
condition
Condition in the 0.8n

1 0 1 nT = Mot
coupling point
Figure-No. 1.1
Function of a hydrodynamic Torque converter (Schematic view)
The converter is working according to the Trilok- The oil which is streaming out of the impeller, enters
System, i.e. it assumes at high turbine speed the the turbine wheel and is there reversed in the
characteristics, and with it the favourable efficiency direction of flow.
of a fluid clutch. According to the rate of reversion, the turbine wheel
The converter is designed according to the engine and with it also the output shaft is receiving a more
power so that the most favourable operating or less high reaction torque.
conditions are obtained for each installation case. The stator (reaction member), following the turbine,
has the task to reverse the oil streaming out of the
The Torque converter is composed of 3 main turbine once more and to deliver it under the
components: suitable discharge direction to the impeller.
Impeller – Turbine wheel – Stator (Reaction
member) Due to the reversion, the stator is receiving a
reaction torque.
These 3 impellers are arranged in such a ring- The relation turbine torque/pump torque is called
shaped system that the fluid is streaming through torque multiplication. This is the higher, the greater
the circuit components in the indicated order. the speed difference of impeller and turbine wheel
Pressure oil from the transmission pump is will be.
constantly streaming through the converter. In this
way, the converter can fulfill its task to multiply the Therefore, the maximum torque multiplication is
torque of the engine and at the same time, the heat created at stationary turbine wheel.
created in the converter is dissipated via the With increasing output speed, the torque
escaping oil. multiplication is decreasing. The adaption of the
Power Shift Transmission 10 Description of Fault

output speed to a certain required output torque will the filter can also be fitted externally from the
be infinitely variable and automatically achieved by transmission - to the main pressure valve.
the torque converter. If because of contamination, resp. damage, the
through-flow through the ZF-Fine filter is not
When the turbine speed is reaching about 80% of ensured, the oil will be directly conducted via a filter
the pump speed, the torque multiplication becomes differential pressure valve (bypass valve △p= 5,5+3
1,0 i.e. the turbine torque becomes equal to that of bar) to the lubrication.
the pump torque. From this point on, the converter is
working similar to a fluid clutch. In this case, an error indication is shown on the ZF-
Display.
A stator freewheel serves to improve the efficiency
in the upper driving range, in the torque ZF-Fine filter:
multiplication range it is backing-up the torque upon Filtration ratio according to ISO 4572:
the housing, and is released in the clutch range. ß30 ≥75 ß15 = 25 ß10 = 5.0
In this way, the stator can rotate freely. Filter surface at least: 6700 cm2
Dust capacity according to ISO 4572 at least:
17 g
Powershift Transmission
The five clutches of the transmission are selected
via the 6 proportional valves P1 to P6 (P1 will not be
The multi-speed reversing transmission in under current at the 3-speed version, i.e. without
countershaft design is power shiftable by function!!).
hydraulically actuated multi-disk clutches. The proportional valve (pressure regulator unit) is
composed of pressure regulator (e.g. Y6), follow-on
All gears are constantly meshing and carried on slide and vibration damper.
antifriction bearings.
The gear wheels, bearings and clutches are cooled The control pressure of 9 bar for the actuation of the
and lubricated with oil. follow-on slides is created by the pressure reducing
The 3-speed reversing transmission is equipped valve. The pressure oil (16+2 bar) is directed via the
with 5 multi-disk clutches. follow-on slide to the respective clutch.
At the shifting, the actual plate pack is compressed
by a piston, movable in axial direction, which is Due to the direct proportional selection with
pressurized by pressure oil. separated pressure modulation for each clutch, the
pressures to the clutches, which are engaged in the
A compression spring takes over the pushing back gear change, will be controlled. In this way, a
of the piston, thus the release of the plate pack. As hydraulic intersection of the clutches to be engaged
to the layout of the transmission as well as the and disengaged becomes possible. This is creating
specifications of the closed clutches in the single spontaneous shiftings without traction force
speeds, see Table-1, 5 and 6. interruption.
At the shifting, the following criteria will be

Transmission Control considered:
∙ Speed of engine, turbine, central gear train
and output.
Transmission control, see Schedule of measuring
∙ Transmission temperature.
points, Oil circuit diagram and Electro- hydraulic
∙ Shifting mode (up-, down-, reverse shifting and
control unit see Table-4, 5 and 6.
speed engagement out of Neutral).
∙ Load condition (full and part load, traction,
The transmission pump, necessary for the oil supply
overrun inclusive consideration of load cycles
of the converter, and for the transmission control, is
during the shifting).
sitting in the transmission on the engine-dependent
input shaft.
The main pressure valve is limiting the max. control
pressure to 16+2,5 bar and releases the main
The feed rate of the pump is
stream to the converter and lubricating circuit.
Q = 85 l /min, bei n Motor = 2000 min-1
In the inlet to the converter, a converter safety valve
⇒ 3 WG-116/131 is installed which protects the converter from high
Q = 105 l /min, bei n Motor = 2000 min-1 internal pressures (opening pressure 11+2 bar).
⇒ 3 WG-161/171 Within the converter, the oil serves to transmit the
This pump is sucking the oil via the coarse filter out power according to the well-known hydrodynamic
of the oil sump and delivers it via the ZF- Fine filter - principle (see Chapter Torque converter 1.1).

To avoid cavitation, the converter must be always
completely filled with oil. Controller DW-3
This is achieved by a converter pressure back-up
valve, rear-mounted to the converter, with an Gear positions Type plate
opening pressure of at least 4,3+3 bar.
F
The oil, escaping out of the converter, is directed to
a heat exchanger. F
The selection and definition of the heat exchanger N N N D
must be carried out according to our Installation R
specification for hydrodynamic powershift

transmissions by the Customer on his own R
responsibility. Figure-No.: 1.4.2
Controller DW-3
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
Controller ERGO II
- see Table-13
are supplied with cooled oil. In the Electrohydraulic
This lever will be installed in the Wheel loader
control unit are 6 pressure regulators installed – see
instead of the operating lever for the hydraulic
Table-10.
system for implement operation.
By pushing the arrow button „Forward“ and
The allocation of the pressure regulators to the
„Reverse“, the driving direction will be selected, the
single speeds can be seen on the Tables 5 and 6.
Buttons „+“ and „-„ are preselecting the driving range.
The indication for gear and driving direction is
shown on the Display (see 1.5).
Controller By means of the „N“-Button, the transmission is
shifting to Neutral.
Gear limitation, if second cabin is activated an the
General all-wheel drive is engaged.
) Due to the great number of the available
Controllers, the precise Technical Data must be Another Button on the operating field allows the
taken from the respective installation drawing. connection of an electric shovel-horizontal
Regulation (Shovel-Neutral). Another function button
Controller DW-3 is installed on the back. It serves, according to the
- see Table-12 programming, as Kickdown button, Down-shift
button or Release button for the start off.
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 Figure-No.:1.4.3
Controller ERGO II

Display
General
Spec. charact. Display
The Display can be used with all Controller types,
e.g. with the DW-3 or ERGO II for Wheel loaders, Automatic range
a, f
Lift trucks, RoRo trucks as well as with the VTS-3, (up- and downshifting)
SG-6 or D7 for Cranes, Dumpers, Graders and Rail b, c, d, e Preselected gear
vehicles. EST-37A has recognized an
g
error, is flashing
Possible Indications on the Display
Disturbance in AEB mode /
h
Display Calibration ISK
Left Central Right For the moment still without
Left Side
h f ed Side Side Side function
On the two alphanumeric
16-segment displays, the
EST-37A issues the actual
Central and Right state of gear and driving
Side direction. Besides, a two-
digit error code will be
indicated via these two
Figure-No.: 1.5.2 a bc g
segments.
Display
Display of the Driving direction: V: Forward

(right Side) N: Neutral
R: Reverse
Display of the engaged gear: Display 1, 2, 3

(central Side)
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.
Preselected Driving range: The number of the lines indicates the driving range, resp. the gear
(Special characters b, c, d, e) preselection:
1 Bar: Manual Mode 1 speed

2 Bars: Manual Mode 2 speed
3 Bars: Manual Mode 3 speed
Display Manual/ Automatic: If the two Symbols a , f (Arrows) and the bars b, c, d, e are indicated, the
(Special characters a, f) system is in the Automatic mode (automatic up- and downshiftings).
) If the Arrows (a, f) are flashing, the KD (Kick- Down) - Mode is
activated.
Display of the Cold-start phase: Transmission remains in Neutral
Bars are flashing: Downshifting mode active
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 indicating positions (central and right
Side).
If more than one error is pending, the different error numbers will be
indicated one after the other on the Display in cycles (about 1 second).
) The error code will be only then indicated if the Controller is in

Neutral!
Warning display: At exceeding the warning threshold Temperature Sump / 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 Code Warning Priority

WT Temperature behind Converter 1
WS Temperature in the Sump 2
WE Engine speed 3
Display PN Driving direction F or R selected whilst the parking brake is actuated.

Transmission in Neutral until parking brake will be released.
After the release of the parking brake, the vehicle begins to roll.
F or R flashing Driving direction F or R selected, whilst the turbine speed is too high.
) Speed will be engaged when the turbine speed is decreasing.
Display EE Indication on Display: EE (central and right side).

In this state, the Display has a timeout, i. e. it is receiving no Data from
the EST-37A.
Main reasons:
∙ EST-37A 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-37A without supply
Data line not correctly connected, etc.

Error Code Definition
The error codes are composed of two hexadecimal
numbers:
The first number indicates the kind of signal, the
second number the signal and the kind of error.
) Since there are different Software versions for the

Customers, the listing of the error codes must be
taken from the Documentation of the Vehicle
Manufacturer.
First Number Meaning of the Number

1 hex Digital input signal
2 hex Analog input signal
3 hex Speed signal
4 hex CAN signal error
7 hex Analog current output signal
8 hex Analog current output signal
9 hex Digital output signal
A hex Digital output signal
B hex Transmission error, Clutch error
C hex Logical error
D hex Power supply
E hex Highspeed signal
F hex General error

Electronic Control Unit TCU
The electrohydraulic transmission control can be The Control units can be programmed customized
automated by connection on the electronic TCU. and vehicle-specific in a large spectrum, Control
The basic functions of the automatic system are the parameter can be logically chained, and also
automatic shifting of speeds, adaption of the Special functions such as gear limitation, Converter
optimum shifting points, the comfortable kickdown functions can be integrated.
function as well as comprehensive safety functions
in relation to operating errors and overloadings of
the power-transmitting components with a
comprehensive fault storage.
Figure-No..: 1.6 B1
Installation position of the TCU
ZF-Type plate
Minimum Distance to disengage the plug
Figure-No..: 1.6 B2
Installation position of the TCU
) Because of the great number of available TCU, the precise Technical Data must be taken from the
corresponding Installation drawing.
) The installation position of the TCU can be at random. As an advantage, the ZF recommends the Version
illustrated in the Figure-No.: 1.6 B1.

The installation of the TCU must be realized on a ∙ Downshifting functions possible.
protected point in the cabin. An overfloating with ∙ Electronic inching
water must be excluded. Besides, the penetration of
water via the plug connection must be prevented by
corresponding measures on the cable harness.
Electronic Controls for ZF-

Powershift Transmissions
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
sheet of the concerned Parts List Versions. In
these are also indicated the respective circuit
diagram (see Sample Table-11) - 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.
The corresponding electric circuit diagrams
(proposals) will be realized by ZF.
Upon request, the wiring can be also supplied by
ZF.
If the wiring will be realized by the Vehicle
Manufacturer, it must be in accordance with the
ZF-Requirements (see Installation Specification).
Description of the Basic Functions

The Powershift transmission of the Ergopower-
Series 3 WG-116/161 is equipped with the
Electronic control unit EST-37A, developed for it.
For Wheel loaders, Lift trucks and RoRo Trucks, the

ZF has developed with the Controllers DW-3 and
ERGO II a special Controller configuration.
The system is processing the desire of the driver

according to the following criteria:
∙ Gear determination depending 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).
∙ Pressure cut-off possible (vehicle-specific,
only after contact with ZF).
∙ Change-over possibility for Auto- / Manual
mode.

Figure-No.: 1.7.2
Family package of the EST-37A
Legend ref. Figure-No.: 1.7.2
1. Acoustic / optical warning(Option) 12. Diagnosis Mobidig 2001 only for ZF-Service Stations
2. Display 13. Diagnosis Laptop with ZF-Diagnostic system Testmann
3. Controller DW-3(optionally also with Controller e. g. 14. Cable to Inductive transmitter Speed Central gear train
ERGO II possible) 15. Cable to Inductive Speed Engine
4. Power supply connection 16. Cable to Inductive transmitter Speed Turbine
5. Switch for enable inchen(Option) 17. Cable to Temperature measuring point behind the Converter
6. Switch for driving program Manual/Automatic (Option) “No. 63”
7. Switch for selection starting gear (Option) 18. Cable to Plug connection on the electrohydraulic Control unit
8. Switch for LIMP HOME monitoring ON/OFF (Option) 19. Cable to filter contamination switch
9. TCU 20. Cable to Speed sensor Output
10. CAN-Connection 21. Cable from angle sensor/inch-sensor (Option)
11. Wiring 22. Ergopower Transmission 3 WG-116/161

Independent calibration of the Shifting
elements (AEB)
The AEB has the task to compensate tolerances
(plate clearance and pressure level) which are
influencing the filling procedure of the clutches. For
each clutch, the correct filling parameters are
determined in one test cycle for:
∙ Period of the quick-filling time

∙ Level of the filling compensating pressure
Figure-No.: 1.7.3 B1
The filling parameters are stored, together with the
) At the operating of the transmission, the paper
AEB-Program and the driving program in the
friction linings, installed in the Ergopower
transmission electronics. Because the Electronics
transmissions are settling, i.e. the plate clearance
will be separately supplied, the AEBCycle must be
becomes creater.
started only after the installation of both components
Because these settling appearances can affect
in the vehicle, thus ensuring the correct mating
the shifting quality, ZF recommends to repeat the
(Transmission and Electronics).
AEB-Cycle at the Maintenance intervals (see
4.3.1).
) At any rate, the AEB-Cycle must be carried out at
the Vehicle Manufacturer prior to the
) At a deterioration of the shifting quality, the ZF
commissioning of the vehicles.
recommends likewise as first measure to repeat
It is imperative, to respect the following Test
the AEB-Cycle.
conditions:
∙ Shifting position Neutral
) ISK (Inch-Sensor-Calibration) should also be
∙ Engine in idling speed
carried out after every AEB-Start (in this context
∙ Parking brake actuated
refer to 1.7.6).
∙ Transmission in operating temperature
) After a replacement of the transmission, the

electrohydraulic control or the TCU in the vehicle, Down-Shift Functions
the AEB-Cycle must be as well carried out again. (Down-Shift Button)
The AEB-Cycle continues for about 3 to 4 minutes. If necessary, it is possible to select from 3 different
The determined filling parameters are stored in the possibilities:
EEProm of the Electronics. In this way, the error
message F6 shown on the Display will be cancelled Down-Shift Button – 1:
also at non-performed AEB. Function: The downshifting from the second speed
(mode manual) into the first speed is
) For the start of the AEB-Cycle, there are performed at the first actuation. At a
principally two possibilities: second actuation, the upshifting from the
first speed into the second speed follows
1. Start of the AEB by separate Tools which are again.
connected on the diagnostic port of the wiring.
Down-Shift Button - 2 (Ouick-Shift Button)
Following Tools for the AEB start will be Function: The range limitation on the actual speed
offered by the ZF Service.: will be performed at the first actuation,
after a second actuation, the full range is
Testmann (see Point 5.2 – Diagnostic systems) existing again.
2. AEB Starter Down-Shift Button - 3:

Order-No.: 0501 211 778 Function: Every actuation is leading to a
downshifting for one speed.
The Special Tool, developed by the ZF for it can be ) The Down-Shift Button (pushbutton) must be in
used only for the starting of the AEB ! all 3 possibilities provided by the Customer-side, if
(see Figure-No.: 1.7.3) as Controller the DW-3 or ERGO II with integrated
Down-Shift Button will not be used.

Pressure Cut-Off
In order to provide, e.g. at Shovel loaders, the full
engine power for the hydraulic system, the control
can be enlarged for the function of a pressure cut-off
in the 1st and 2nd speed. In this way, the pressure
in the powershift clutches will be cut-off, and the
torque transmission in the drive train will be
eliminated by it. This function will be released at the
actuation of a switch, arranged on the brake pedal.
For a soft restart, the pressure will be build-up via a
freely programmable characteristic line.
Inching Device
This function is especially suitable for Lift trucks. It
allows to reduce the driving speed infinitely variable
without modification of the engine speed in such a
way that driving with a very low speed will be
possible. In this way, the driver can move the
vehicle very exactly to a determined position.
At the same time, an important part of the engine
power for the output of the hydraulic system is at
disposal by the high engine speed.
Operation is carried out by a separate inching pedal,

where an angle of rotation sensor is mounted.
By means of the proportional valve technology the
TCU regulates the pressure in the driving direction
clutch in such a way that the driving speed is
adjusted in accordance with the inch rotating angle
sensor position. Clutch overloading is avoided
thanks to the electronic protection.
) After each new adjustment of the inch linkage,

the ISK (Inch Sensor Calibration) must be carried
out.
During the inch calibration modus the position of
the inch pedal in neutral position and with full
actuation is controlled by the calibration process
and stored in the TCU.
) The inching function is only active after

successful completion of AEB and ISK start.

System Operation
Driving Preparation and

Maintenance
Prior to the commissioning of the transmission, take - Starting:

care that the prescribed oil grade will be filled in with The starting of the engine has always to be carried
the correct quantity. At the initial filling of the out in the NEUTRAL POSITION of the Controller.
transmission has to be considered that the oil cooler, For safety reasons it is to recommend to brake the
the pressure filter as well as the pipes must get filled vehicle securely in position with the parking brake
with oil. prior to start the engine.
According to these cavities, the quantity of oil to be After the starting of the engine and the preselection
filled in, is greater than at the later oil fillings in the of the driving direction and the gear, the vehicle
course of the usual Maintenance service. can be set in motion by acceleration.
) Because the converter and also the heat At the start off, the converter takes over the function
exchanger, installed in the vehicle, as well as the of a master clutch.
pipes can empty at standstill into the transmission, On a level road it is possible to start off also in
the Oil level check must be carried out at higher gears.
engine idling speed and operating
Temperature of the transmission (see Chapter - Upshifting under load
Oil level check 4.2). Upshifting under load will be then realized if the
vehicle can continue to accelerate by it.
At the oil level check, the prescribed safety - Downshifting under load
directions according to § 6 of the regulations for Downshifting under load will be then realized if
the prevention of accidents for power plants in more traction force is needed.
Germany, and in all other countries, the - Upshifting in overrunning condition
respective national regulations have to be In the overrunning mode, the upshifting will be
absolutely observed. suppressed by accelerator pedal idling position, if
For example, the vehicle has to be secured the speed of the vehicle on a downgrade should
against rolling by blocks, articulated vehicles not be further increased.
additionally against unintended turning-in. - Downshifting in overrunning condition
Downshifting in overrunning mode will be then
carried out if the vehicle should be retaded.
Driving and Shifting If the vehicle will be stopped and is standing with
running engine and engaged transmission, the
) Which control lamps in the INFOCENTER engine cannot be stalled. On a level and horizontal
(dashboard) are illuminated for the functional roadway it is possible that the vehicle begins to
control, can be different from Vehicle crawl, because the engine is creating at idling speed
Manufacturer to Vehicle Manufacturer. a slight drag torque via the converter.
Control elements and displays can be from the ZF, It is convenient to brake the vehicle at every stop
however can be also customer specific products; securely in position with the parking brake.
the precise specifications must therefore be taken At longer stops, the Controller has to be shifted to
from the Operating Instructions of the respective the NEUTRAL POSITION.
Vehicle Manufacturer.
At the start off, the parking brake has to be released.
- Neutral position: We know from experience that at a converter
Neutral position will be selected via the Controller. transmission it might not immediately be noted to
After the ignition is switched on, the electronics have forgotten this quite normal operating step
remains in the waiting state. By the position because a converter, due to its high ratio, can easily
NEUTRAL of the Controller, resp. by pressing the overcome the braking torque of the parking brake.
pushbutton NEUTRAL, the EST-37A becomes Temperature increases in the converter oil as well
ready for operation. as overheated brakes will be the consequences to
Now, a gear can be engaged. be find out later.
Power Shift Transmission 21 System Operation

Neutral position of the selector switch at higher Towing
vehicle speeds (above stepping speed) is not
admissible.
Either a suitable gear is to be shifted immediately, or See Important Instructions - Page 10.
the vehicle must be stopped at once.
) Neutral position of the selector switch at higher Oil Temperature

vehicle speeds (above stepping speed) is not
admissible. Either a suitable gear is to be shifted
immediately, or the vehicle must be stopped at The oil temperature in the transmission sump is
once. monitored by a temperature sensor in the
electrohydraulic control unit.
The service temperature in the sump of 60° - 90° C
must not be exceeded!
Cold Start
) By overstepping results by 105 ° C notice "WS"
At an oil temperature in the shifting circuit < -12° C, on the display in the cabine.
the transmission must be warmed-up for some
minutes. At a trouble-free unit and an adequate driving mode,
This must be carried out in Neutral with an a higher temperature will not occur. The notice "WS"
increased engine speed (about 1500 min-1). Until results at the display, the vehicle has to be stopped
this oil temperature is reached, the Electronics and controlled for external oil loss and the engine
remains in Neutral, and the symbol of the cold start must run with a speed of 1200 – 1500 min-1 at
phase will be indicated on the ZF-Display. NEUTRAL POSITION of the transmission.
Indication on the Display: Now, the temperature must drop quickly (in about 2 -
3 minutes) to normal values. If this is not the case,
After the indication on the ZF-Display is there is a trouble pending, which must be eliminated
extinguished, the full driving program can be utilized prior to continue working.
out of “NEUTRAL”.
The monitoring of the oil temperature is additionally
realized behind the converter with an indication on
Transmission control in the the ZF-Display or analog in the INFOCENTER.
Driving mode Automatic Operating temperature behind the converter at least

65° C and 100° C in continuous operation, a short-
) Precise Informations about the design of the time increase up to max. 120° C is permitted.
Controllers as well as the speeds shifted in the
single driving ranges, must be taken from the ) The temperature is measured on the measuring
Operating Instructions belonging to the vehicle. point “63”
(see Schedule of measuring points - Table-5 !)
A manual intervention into the automatic shift
sequence is only then practical if the roadway
condition or the configuration of the ground is
suitable.
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.
Power Shift Transmission 22 System Operation

Maintenance the ZF-List of lubricants TE-ML-03. An oil level
above the “HOT“marking, is leading to a too high
oil temperature.
Oil Grade ) The oil dipstick and the oil filler tube can have
different lengths and shapes, according to the
) Permitted for the Powershift transmissions 3 WG- Transmission version. Besides, the mounting on
116/161/ are oils according to ZF-List of lubricants the transmission can be optionally realized on the
TE-ML 03. converter side or on the rear side.(In this
Illustration, the mounting of the oil dipstick is
) The list of lubricants is being continuously illustrated on the rear side).
updated and can be obtained or viewed as
follows:
∙ At all ZF-Plants
∙ At all ZF-Service Stations
∙ Internet http://www.zf.com Products for / Tech.
Information
Oil Level Check (measurements

only with running engine)
Figure-No.: 4.2 B1
At the oil level check, the prescribed safety
directions according to § 6 of the rules for Legend:
accident prevention for power plants in Germany, 1. Oil filler tube with oil dipstick (rear side)
and in all other countries the respective national 2. Oil drain plug M38x1.5
regulations have to be absolutely respected. 3. Attachment possibility oil level tube with oil dipstick (converter
For example, the vehicle has to be secured side)
against rolling with blocks, articulated vehicles 4. Filter head
additionally against unintended turning-in. 5. ZF-Fine filter (Pressure filter)
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”
(see Figure-No. 4.2 B2)
∙ At operating temperature of the transmission
(about 80° - 90° C)
Figure-No.: 4.2 B2
) With engine idling speed all measurements must Oil dipstick
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
Power Shift Transmission 23 Maintenance

Oil Change and Filter Replacement At the mounting of the filter, any exertion of force
has to be avoided.
Intervals
) The filters are installed separately from the
In this connection refer to specification in the ZF List transmission in the vehicle!
of Lubricants TE-ML 03.
The ZF filter must be replaced at every oil change. ) Treat the filter carefully at the installation, the
transport and the storage!
Damaged filters must no more be installed!
Oil Change and Oil Filling Capacity
) The filter differential pressure valve (bypass
The oil change has to be carried out as follows. At
valve) is equipped with a maintenance switch
operating temperature of the transmission,
(opening switch) which is informing the driver
horizontally standing vehicle open the oil drain plug
about the contamination of the ZF-Fine filter.
and drain the used oil.
At the lighting up of the symbol, the ZF-Fine filter
must be replaced.
∙ Clean oil drain plug with magnetic insert and
surface on the housing and install again along
The mounting of the filter must be carried out as
with O-ring.
follows:
∙ Fill in oil (about 20 liters) according to ZF-List
∙ Cover the gasket with a small amount of oil.
of lubricants TE-ML 03.
∙ Screw the filter in until contact with the sealing
∙ (Sump capacity, external oil capacities e.g. in
surface is obtained and tighten it now by hand
the heat exchanger, in the lines etc. are
about 1/3 to 1/2 turn.
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”
∙ 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 heat exchanger, the pressure
filter as well as the pipes must get filled with oil.
According to these cavities, the oil capacity to be
filled in is greater than at the later oil fillings in the
course of the usual Maintenance service.
) ZF recommends, to start the AEB at every oil

change (see 1.7.3).
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.

Laptop Version (ZF-Testman Pro)
Pentium Laptop min. 1 GHz
Windows 2000 /Windows XP
Basic-Software
Testman Pro & Applikation
ERGOPOWER on CD
Germany/English
5870 220 017
Connecting cable
RS 232
USB
Diagnose-Set
5870 220 713
WIN 2000
WIN XP
Programming adapter DPA-05
Only in Set with Software

available!
Adapterkabel
6029 017 005
Terminal Tester 68-pin 6008 304 038
For the test of single control

signals, line interruptions etc.
Figure-No.:5.2

ZF-Multi-System 5060
Multi- System 5000
Measuring box with corresponding sensor system

for pressure, temperature and speed.
5870 221 300
Multi - System 5060
Portable measuring instrument without accessories.
5870 221 318
Accessories:
Sensor system for through-flow, current transformer etc.
Current transformer: Turbine - Metering tubes:

15 - 300 1/min = 5870 221 133
5870 221 284 25 - 600 1/min = 5870 221 134
Figure-No.:5.3

Specification
Layout 3 WG-116/161
Table-1
(1) Engine connection (A) Separate mounting-driven via universal shaft (B) Direct mounting-driven via flexplate
(2) Converter (3) Input shaft (4)Transmission pump (5) Input gear (6) Clutch shaft “K2”
(7) Attachment possibility Power take-off; coaxial engine-dependent (8) Clutch shaft “KV” (9) Clutch shaft “KR” (10) Clutch shaft “K1”
(11) Output flange (12)Clutch shaft “K3”/Output
Power Shift Transmission 27 Specification

Installation View 3 WG-116/161
Front View
Table-2
1 2 3 4
11 10 9
(1) Converter (2) Converter bell (3) Lifting lugs (4) Inductive transmitter n Central gear train
(5) Inductive transmitter n Turbin (6) Gearbox housing – front section (7) Oil level tube with oil dipstick(rear side)
(8) Gearbox housing – rear section (9) Transmission suspension holes M20
(10) Attachment possibility oil level tube with oil dipstick(rear side) (11) Oil drain plug M38x1,5

Rear View - Standard Version
Table-3
1 2 3
14
5
13
6
7
12 11 10
(1) Power take-off; coaxial, engine-dependent (2) Lifting lugs (3) Breather (4) Electro – hydraulic control
(5) Measuring point for temperature behind the converter (6) Connection to the heat exchanger
(7) Filter head (8) Connection from the heat exchanger (9) Exchange filter(ZF-fine filter)
(10) Transmission suspension holes M20 (11) Speed sensor n Output (12) Output flange (13) Oil filler tube with oil dipstick
(14) Type plate

Rear View - With Disk Brake
Table-4
(1) Power take-off, coaxial, engine-dependent (2)Lifting lugs (3) Breather (4) Electro-hydraulic control
(5) Measuring point for temperature behind the converter (6) Connection to the heat exchanger (7) Filter head
(8) Connection from the heat exchanger (9) Exchange filter (ZF-fine filter) (10) Oil filter tube with oil dipstick
(11) Brake disc with Output flange (12) Parking brake operated hydraulically (13) Type plate

Schedule of Measuring Points and Connections
3 WG-116/161
Table-5
10
65 51 54 10
49
60
57
34 48
53
52
58 55
55 56
63
21
15 16
47 Coding
• Pressure regulator active Engaged clutches

Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
Forward 1 N • • K1 KV
2 o • • KV K2
3 t • • K3 KV
Reverse 1 • • KR K1
u
2 • • KR K2
s
3 e • • KR K3
Neutral d
Engaged clutches K4 KR K1 K3 KV K2
Position on the valve block F E D C B A
Consecutively No. of the measurement points 60 55 56 58 53 57
The marked positions(e.g. 53) correspond with the positions on the table – 6!
The measurements have to be carried out at hot transmission (about 80° - 95° C)!

MARKING ON THE
NO. DENOMINATION OF THE POSITION CONNECTION
VALVE BLOCK
MEASURING POINTS FOR HYDRAULIC OIL AND TEMPERATURE:
51 = In front of the converter – opening pressure 11+2 bar M10x1 H
52 = Behind the converter – opening pressure 4.3+3 bar M14x1.5
53 = Clutch Forward 16+2 bar KV M10x1 B
55 = Clutch Reverse 16+2 bar KR M10x1 E
56 = Clutch 16+2 bar K1 M10x1 D
57 = Clutch 16+2 bar K2 M10x1 A
58 = Clutch 16+2 bar K3 M10x1 C
60 = Not applicable K4 M10x1 F
63 = Behind the converter M14x1.5
Temperature 100℃; short- time 120℃
65 = System pressure 16+2.5 bar M10x1 K
MEASURING POINTS FOR DELIVERY RATES:
15 = Connection to the heat exchanger 15/16” – 12 UN-2B
16 = Connection from the heat exchanger 15/16” – 12 UN-2B
INDUCTIVE TRANSMITTERS, SPEED SENSOR AND SWITCHES
21 = Inductive transmitter n Turbine M18x1.5
34 = Speed sensor n Output
47 = Inductive transmitter n Central gear train M18x1.5
48 = Inductive transmitter n Engine M18x1.5
54 = Filter contamination switch M14x1.5
CONNECTIONS:
10 = Breather
49 = Plug connection on the electro – hydraulic control unit

Oil circuit diagram 3 WG - 116/161
Forward 1st Speed
Table- 6
KR K1 K3 KV K2
F 60 E 55 D 56 C 58 B 53 A 57
P1 P2 P3 P4 P5 P6
B D B D B D B D B D B D
Y1 Y2 Y3 Y4 Y5 Y6
NFS NFS NFS NFS NFS NFS
RV-9
TEMP
HDV K 65
Valve block control circuit
Converter
51 ZF fine filter
Filter grade according
H WSV ISO 4572:β30≥75 β15=25 β10=5.0
Fine filter
Dust capacity according
WT 63 52
Legend (Scope of Supply customber) ISO 4572:min.17g
WT FDV Filter surface:min.6700 ㎠
= Main pressure
WGV
= Regulate main pressure Transmission pump
= Pilot pressure Bypass- 15 WS P=16+2bar
= Converter input pressure Bypassvalve =85 1/min-1pump 3 WG-116/131
QPTransmission
= Converter output pressure p=1,5 bar
QPP=105 2 bar-1
= 16 +1/min 3 WG-116/131
= Lubrication 16
n Engine=2000min-1
= Return into the sump
Coarse filter
Oil sump Main oil circuit

Lubrication
Legend: CODIERUNG
Coding
• Pressure regulator active Engaged clutches

WT = Heat exchanger Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
WGV = Converter back pressure valve 4.3+3 bar Forward 1 N • • K1 KV
2 o • • KV K2
WSV = Converter safety valve 11+2 bar 3 t • • K3 KV
HDV = Main pressure valve 16+2.5 bar Reverse 1
u
• • KR K1
2 • • KR K2
RV-9 = Pressure reducing valve 9 bar 3
s
• • KR K3
e
NFS = Follow-on slide Neutral d
D = Vibration damper Engaged clutches K4 KR K1 K3 KV K2
Position on the valve block F E D C B A
B = Orifice Consecutively No. of the measurement points 60 55 56 58 53 57
P1 = Not used
P2 = Proportional valve KR
P3 = Proportional valve K1
P5 = Proportional valve KV
Y1...Y6 = Pressure regulators
TEMP = Temperature sensor
WS = Maintenance switch
FDV = Filter pressure differential valve Δp=5.5 bar
(Bypass-valve)
The marked positons (e.g. 53) correspond with the positions on the table-4

Gearbox Diagram 3 WG - 116/161
Table-7
KV
AN PTO
AN
KV
KR
K2
KR
K1
K3/AB
K1
K3/AB
K2
Diagram Clutches
Legend Driving direction Speed Clutch
Forward 1 KV/K1
AN = Input
KV = Clutch forward 2 KV/K2
KR = Clutch reverse 3 KV/K3
K1 = Clutch 1st speed
Reverse 1 KR/K1
K2 = Clutch 2nd speed
K3 = Clutch 3rd speed / Output 2 KR/K2
PTO = Power take-off 3 KR/K3

Power flow 3 WG – 116/161
Forward speeds
Table-8
1st speed-forward 2nd speed-forward 3rd speed-forward
KV KV KV
AN AN AN
KR KR KR
K2 K2 K2
K1 K1 K1
K3/AB K3/AB K3/AB
Transmission diagram
AN PTO
Diagram Clutches
Driving direction Speed Clutch
KV Forward 1 KV/K1
2 KV/K2
3 KV/K3
KR Reverse 1 KR/K1
2 KR/K2
Opinion direction 3 KR/K3
of rotation
K1
Legend:
AN = Input
K3/AB KV = Clutch forward
KR = Clutch reverse
K2 K3 = Clutch 3rd speed / Output
PTO = Power take-off

Power flow 3 WG - 116/161
Reverse Speeds
Table-9
1st speed-reverse 2nd speed-reverse 3rd speed-reverse
KV KV KV
AN AN AN
KR KR KR
K2 K2 K2
K1 K1 K1
K3/AB K3/AB K3/AB
AN PTO
Diagram Clutches
Driving direction Speed Clutch
KV
Forward 1 KV/K1
2 KV/K2
3 KV/K3
KR Reverse 1 KR/K1
2 KR/K2
Opinion direction 3 KR/K3
of rotation
K1
Legend:
AN = Input
K3/AB KV = Clutch forward
KR = Clutch reverse
K2 K3 = Clutch 3rd speed / Output
PTO = Power take-off

Electro-Hydraulic Control with Proportional Valves
Table-10
Main pressure valve 16+2.5 bar Pressure reducing valve 9 bar
Housing
Plug (cable harness)
A A
Y6 Y1
Y5 Y2
B
Y4 Y3
Cover Cover
Housing Valve block
Main pressure valve 16+2.5 bar Valve block Pressure reducting valve 9 bar
Plug(cable harness)
Duct plate Intermediate plate
SECTION A - A
Y5
Vibaration damper
Pressure regulator
Follow-on slide
SECTION B - B
Proportional valve P5

F1
KI.30
KI.15 Table-11
F2 S8 S15 S31 S3 S25 K2
1 1 1 1 1 86
B4 3 2 2 2 2 2 1
85 A9
SuperSeal 2
3-pin
6029 199 071 AMP M-N-L
1 45 23 68 66 66 21 29 31 7
A5 6-pin
36
Power Shift Transmission

VPE1 VPE1 VPE2 ED8 ED9 ED10 ED11 ED13 ADM2 SD4 6029 199 074
62
4 1
15 2
SDDK
18 4
61 EUPR A6
EU2 4
3
4
37 14 1 3
AU1 SD1 2
38 EU1
24 1
VMGA1 56 1
VP AIP1 3
4 43 A1 10 2 AMP MNL
ED4 AIP2 Y2 4-pin
N 5 67 ED6 AIP3 32 3 Y3 6029 199 xxx
R 6 64 ED5 AIP4 55 4 Y4
A2 B1 7 63 ED1 AMP Timer AIP5 9 5 Y5
B2 8 65 ED2 68-pin AIP6 51 6
9 Y6
B3 6029 199 063 VPS1 12 7 VPSI (+)
function buttion 10 VPS1 13
ER1 39 8 TEMP
VMGA2 46 9 TEMP
1 19
EF1
2 3
86 B1 VMG1 A3
38
3 6 9 12 2
ER2 49 1
2 5 8 11 85 1 41 EF2 22
68 45
B2 2
1 4 7 10 1 2
Circuit Diagram Standard (6029 701 612)
3 4 5
K1 B15 6 7 8 9 Kostal
1 42 ER3 17
EF3 VGS CANF_H CANF_L CANF_T VM1 VM2 VPS2 VPS2 ADM5 16-pin
AMP M-N-L B3 2 10 11 12 13
12-pin 28 25 26 27 2 53 8 57 6029 199 072
14 15 16
6029 199 xx
AMP Miniyimer
4 2-pin
85 6029 199 011
86
K9
1 2
3WG - 116/161 Fully - Automatic control EST- 37A
4 3 2 1
2 1 A7
S10
AMP JPT
4-pin K1.31
6029 199 076 1
2
AMP Superseal
2-pin
6029 199 045
TWISED LINES (30 WINDINGS/METER) FROM A LENGTH OF > 2 METERS ON
pole patterns are corresponding with the plugs on the wining!
BUS TERMINATION IF PIN 26 AND 27 ARE CONNETED ALL RELAYS WITH PROTECTIVE DIODES 1A/400V
Specification
ITEM LEGEND ITEM LEGEND
A1 ELECTRONIC CONTROL UNIT TCU F1 FUSE 7,5 A*
A2 CONTROLLER DW-3 F2 FUSE 7,5 A*
A3 ELECTRO HADRAULIC CONTROL UNIT
A5 DIAGNOSIS – INTERFACE(PLUG) H3 ACOUSTIC - / OPTICAL WARNING*
A6 DISPLAY
A7 CAN-INTERFACE(PLUG) S3 SWITCH DRIVING PROGRAM
AUTOMATIC/MANUAL
A9 SPEEDOMETER WITH FREQUEMCY DIVIDER* S8 SWITCH SELCTION STARTING GEAR(OPTION)
S10 SWITCH FILTER CONTAMINATION
B1 SPEED SENSOR N ENGINE S15 SWITCH ENABLE INCHING
B2 SPEED SENSOR N TURBINE S25 SWITCH LIMP HOME MONITORING
ON/OFF(OPTION)
B3 SPEED SENSOR N CENTRAL GEAR TRAIN S31 SWITCH ACKNOWLEDGMENT PARKING BRAKE
B4 SPEED SENSOR N OUTPUT
B6 INCHING POTENTIOMETER K1 RELAIY STARTER INTERLOCK*
B15 SENSOR TEMPERATURE BEHIND CONVERTER K2 RELAIY REVERSE DRIVE*

Table-12
LEVER FOR MECHANICAL
NEUTRAL INTERLOCK
CONDING CONTROLLER CONNECTION DIAGRAM CONTROLLER
(+)
OUTPUT KD
SPEED FORQARD REVERSE NEUTRAL
Controller DW-3
1 2 3 4 1 2 3 4 1 2 3 4 X2:A
Power Shift Transmission

N D (+)
AD1 B1 X1:C
B1
AD2 B2 X1:B
B2
X1:A
AD3 B3 A2 B3 A1
V X1:B
IN POSITION (NEUTRAL), AD4 V R X1:C
F-R NOT SWITCHABLE AS X1:D
AD5 R
AD6 AS
AD7
K1 K2
(-)
K1 = RELAY STARTER INTERLOCK

AB CD
AB CD
40
X2 X1
K2 = RELAY REVERSING LIGHTS
A1 = ELECTRONIC UNIT EST-37
A2 = CONTROLLER
F GEAR POSITIONS TYPE PLATE
CIRCUIT DIAGRAM CONTROLLER
F
SW
A AD3(B3)
N N D 1 1 1
N S6 S4 S5
2 2 2
R GN B AD2(B2)
BL C AD1(B1)
VI
D AD7(KD)
R X1
RT A ED1(+/VP)
F = FORWARD S1 1
F=FORWARD
N = NEUTRAL 3 2 GR
N=NEUTRAL D AD6(N)
R = REVERSE TYPE PLATE S2 1
R=REVERSE
D = MECHANICAL NEUTRAL INTERLOCK 3 2 GE B AD4(FORWARD)
CONTROL
D=MECHANICAL
1 = 1st SPEED NEUTRAL INTERLOCK 12/24 NR. S3
1=1st 1
2 =SPEED
2nd SPEED 3 2 RS C AD5(REVERSE)
2=2nd SPEED
3 = 3rd SPEED STUECKL 0501 210 148
X2
3=3nd SPEED
4=4th SPEED
Specification
Description of Fault Codes
Introduction
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
Display
If a fault is detected, the display shows a spanner symbol
(g) for a fault. The display shows the fault code, left right
h f e d character character
if the gear selector is on neutral position.
If more than one fault is detected, each fault code
is shown for about 1 second.
S
T
O
P
a b c g
(special symbols a-h)
Power Shift Transmission 41 Description of Fault Codes

Display during operation
Symbol Meaning Remarks

1F, 1R actual gear and direction
2F, 2R left digit shows actual gear
3F, 3R right digit shows actual direction
LF, LR limp home gear
F or R, no gear Clutch Cutoff
F or R flashing direction F or R selected while turbine CAUTION gear will engage if turbine speed drops
speed is too high
NN not neutral, waiting for neutral after to engage a gear, first move shift selector to neutral
power up or a severe fault position and again to F or R position
** oil temperature too low, no gear warm up engine / transmission
available
*N oil temperature low, only one gear warm up engine / transmission
available
1 bar (special manual mode 1st gear
symbol)
2 bars manual mode 2 nd gear
3 bars manual mode 3 rd gear
4 bars and 2 automatic mode
arrows
Spanner at least one fault active select neutral to get fault code displayed
Fault code see faultcode list
WS warning sump temperature changes between actual gear/direction while driving,
in neutral only displayed if no fault is detected
(spanner)
WR warning retarder temperature changes between actual gear/direction while driving,
(spanner)
WT warning torque converter temperature changes between actual gear/direction while driving,
(spanner)
WE warning high engine speed changes between actual gear/direction while driving,
(spanner)
PN direction F or R selected while transmission in neutral until parking brake is
parking brake engaged released
CAUTION: vehicle starts to move after release of
parking brake
EE flashing no communication with display checked wiring from TCU to display

Display during AEB-Mode

PL AEB - Starter is plugged at the
diagnostic plug
ST AEB-Starter-button is pressed
K1..K3,KV,KR calibrating clutch K1..K3, KV or KR
resp.
_ and Kx wait for start, initialization of clutch Kx,
x: 1, 2, 3, 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 Transmissions stays in neutral, you have to restart
calibrated the TCU (ignition off/on)
Spanner and Kx Kx couldn't be calibrated, AEB finished Transmissions stays in neutral, you have to restart
ΔE engine speed too low,
Ö raise engine speed
∇E engine speed too high,
Ö lower engine speed
ΔT transmission oil temperature too low,
Ö heat up transmission
∇T transmission oil temperature too high
Ö cool down transmission
FT transmission temperature not in Transmissions stays in neutral, you have to restart
defined range during calibration the TCU (ignition off/on)
FB operating mode not NORMAL or Transmissions stays in neutral, you have to restart
transmission temperature sensor the TCU (ignition off/on)
defective or storing of Calibrated
values to EEPROM-has failed.
FO Outputspeed_not_zero Transmissions stays in neutral, you have to restart
FN Shift lever not in Neutral position Transmissions stays in neutral, you have to restart
FP Parkbrake_not_applied Transmissions stays in neutral, you have to restart
STOP AEB - Starter was used incorrect or is Transmissions stays in neutral, you have to restart
defective. Wrong device or wrong the TCU (ignition off/on)
cable used

Display during Inchpedal Calibration

push down the pedal slowly until
IP ⇓ endposition is reached and hold this
position
Release the pedal slowly until
IP ⇑ endposition is reached
A problem occurred, release the pedal If the expected enposition could not be reached,
IP ⇑flashing slowly until endposition is reached release the pedal and try again
OK Finished inchpedal calibration

successful
FN and Stop Shift lever not in Neutral position Calibration is aborted
FS and Stop sensor supply voltage AU1 is out of Calibration is aborted
the specified range
FO and Stop Outputspeed is not zero Calibration is aborted
SL and Stop sensor voltage below specified range Calibration is aborted
SU and Stop sensor voltage above specified range Calibration is aborted
IL and Stop sensor position for released pedal out Calibration is aborted
of specified range
IU and Stop sensor position for pressed pedal out Calibration is aborted
of specified range
TO and Stop time-out calibration, pedal not moved Calibration is aborted
after calibration start
DL and Stop angle between pedalpositions Calibration is aborted
released and pressed to small
DU and Stop angle between pedalpositions Calibration is aborted
released and pressed to big
FI and Stop sensor signal 1 and 2 don't match Calibration is aborted
together

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.
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.

Table of fault codes
Fault SPN FMI MEANING OF THE Reaction of Possible steps to Remarks

Code FAULT CODE the TCU repair
(hex) possible reason for fault
detection
12 5010 12 LOGICAL ERROR AT TCU shifts z check the cables fault is taken
DIRECTION SELECT transmission from TCU to shift back if TCU
SIGNAL to neutral lever detects a valid
TCU detected a wrong OP-Mode: z check signal signal for the
signal combination for the transmission combinations of direction at the
direction shutdown shift lever positions shift lever
z cable from shift lever to F-N-R
TCU is broken
z cable is defective and is
contacted to battery
voltage or vehicle
ground
z shift lever is defective
21 5090 3 S.C. TO BATTERY clutch cutoff z check the cable

VOLTAGE AT CLUTCH function is from TCU to the
CUTOFF INPUT disabled sensor
the measured voltage is OP-Mode: z check the
too high: normal connectors
z cable is defective and is z check the clutch
contacted to battery cutoff sensor
voltage
z clutch cut off sensor has
an internal defect
z connector pin is
voltage
22 5090 4 S.C. TO GROUND OR clutch cutoff z check the cable

O.C. AT CLUTCH function is from TCU to the
CUTOFF INPUT disabled sensor
the measured voltage is OP-Mode: z check the
too low: normal connectors
z cable is defective and is z check the clutch
contacted to vehicle cutoff sensor
ground
z cable has no connection
to TCU
z clutch cut off sensor has
an internal defect
z connector pin is
contacted to vehicle
ground or is broken

detection
25 5110 3 S.C. TO BATTERY no reaction, z check the cable
VOLTAGE OR O.C. AT TCU uses from TCU to the
TRANSMISSION SUMP default sensor
TEMPERATURE temperature z check the
SENSOR INPUT OP-Mode: connectors
the measured voltage is normal z check the
too high: temperature sensor
z cable is defective and is
voltage
to TCU
z temperature sensor has
an internal defect
z connector pin is
voltage or is broken
26 5110 4 S.C. TO GROUND AT no reaction, z check the cable

TRANSMISSION SUMP TCU uses from TCU to the
TEMPERATURE default sensor
SENSOR INPUT temperature z check the
the measured voltage is OP-Mode: connectors
too low: normal z check the
z cable is defective and is temperature sensor
ground
z temperature sensor has
an internal defect
z connector pin is
ground
2B 5313 12 INCHSENSOR-SIGNAL During inching z check the cable

MISMATCH mode: TCU from TCU to the
the measured voltage from shifts to sensor
CCO and CCO2 signal neutral z check the
don’t match: While not connectors
z cable is defective inching: no z check sensor
z sensor has an internal change
defect OP-Mode:
normal

detection
31 5140 3 S.C. TO BATTERY OP-Mode: z check the cable
VOLTAGE OR O.C. AT substitute from TCU to the
ENGINE SPEED INPUT clutch control sensor
TCU measures a voltage z check the
higher than 7.00 V at connectors
speed input pin z check the speed
z cable is defective and is sensor
voltage
to TCU
z speed sensor has an
internal defect
z connector pin is
voltage or has no
contact
32 5140 4 S.C. TO GROUND AT OP-Mode: z check the cable

ENGINE SPEED INPUT substitute from TCU to the
TCU measures a voltage clutch control sensor
less than 0.45V at speed z check the
input pin connectors
z cable / connector is z check the speed
defective and is sensor
ground
internal defect
33 5140 12 LOGICAL ERROR AT OP-Mode: z check the cable This fault is

ENGINE SPEED INPUT substitute from TCU to the reset after
TCU measures a engine clutch control sensor power up of
speed over a threshold z check the TCU
and the next moment the connectors
measured speed is zero z check the speed
z cable / connector is sensor
defective and has bad z check the sensor
contact gap
internal defect
z sensor gap has the
wrong size

detection
TURBINE SPEED INPUT clutch control sensor
TCU measures a voltage if a failure is z check the
higher than 7.00 V at existing at connectors
speed input pin output speed, z check the speed
z cable is defective and is TCU shifts to sensor
contacted to battery neutral
voltage OP-Mode: limp
z cable has no connection home
to TCU
internal defect
z connector pin is
voltage or has no
contact

TURBINE SPEED INPUT substitute from TCU to the
less than 0.45V at speed if a failure is z check the
input pin existing at connectors
z cable / connector is output speed, z check the speed
defective and is TCU shifts to sensor
contacted to vehicle neutral
ground OP-Mode: limp
z speed sensor has an home
internal defect

TURBINE SPEED INPUT substitute from TCU to the reset after
TCU measures a turbine clutch control sensor power up of
speed over a threshold if a failure is z check the TCU
and at the next moment existing at connectors
the measured speed is output speed, z check the speed
zero TCU shifts to sensor
z cable / connector is neutral z check the sensor
defective and has bad OP-Mode: limp gap
contact home
internal defect
wrong size

detection
INTERNAL SPEED INPUT clutch control sensor
TCU measures a voltage z check the
higher than 7.00 V at connectors
speed input pin z check the speed
z cable is defective and is sensor
voltage
to TCU
internal defect
z connector pin is
voltage or has no
contact

INTERNAL SPEED INPUT substitute from TCU to the
less than 0.45V at speed z check the
input pin connectors
z cable / connector is z check the speed
defective and is sensor
ground
internal defect

INTERNAL SPEED INPUT substitute from TCU to the reset after
TCU measures a internal clutch control sensor power up of
speed over a threshold z check the TCU
and at the next moment connectors
the measured speed is z check the speed
zero sensor
z cable / connector is z check the sensor
defective and has bad gap
contact
internal defect
wrong size

detection
3A 5170 3 S.C. TO BATTERY special mode z check the cable
VOLTAGE OR O.C. AT for gear from TCU to the
OUTPUT SPEED INPUT selection sensor
TCU measures a voltage OP-Mode: z check the
higher than 12.5 V at substitute connectors
speed input pin clutch control z check the speed
z cable is defective and is if a failure is sensor
contacted to battery existing at
voltage turbine speed,
z cable has no connection TCU shifts to
to TCU neutral
z speed sensor has an OP-Mode: limp
internal defect home
z connector pin is
voltage or has no
contact
3B 5170 4 S.C. TO GROUND AT special mode z check the cable

OUTPUT SPEED INPUT for gear from TCU to the
TCU measures a voltage selection sensor
less than 1.00V at speed OP-Mode: z check the
input pin substitute connectors
z cable / connector is clutch control z check the speed
defective and is if a failure is sensor
contacted to vehicle existing at
ground turbine speed,
z speed sensor has an TCU shifts to
internal defect neutral
OP-Mode: limp
home
3C 5170 12 LOGICAL ERROR AT special mode z check the cable This fault is
OUTPUT SPEED INPUT for gear from TCU to the reset after
TCU measures a output selection sensor power up of
speed over a threshold OP-Mode: z check the TCU
and at the next moment substitute connectors
the measured speed is clutch control z check the speed
zero if a failure is sensor
z cable / connector is existing at z check the sensor
defective and has bad turbine speed, gap
contact TCU shifts to
z speed sensor has an neutral
internal defect OP-Mode: limp
z sensor gap has the home
wrong size

detection
3E 5180 2 OUTPUT SPEED ZERO special mode z check the sensor This fault is
DOESN’T FIT TO OTHER for gear signal of output reset after
SPEED SIGNALS selection speed sensor power up of
if transmission is not OP-Mode: z check the sensor TCU
neutral and the shifting substitute gap of output
has finished, clutch control speed sensor
TCU measures if a failure is z check the cable
outputspeed zero and existing at from TCU to the
turbine speed or internal turbine speed, sensor
speed not equal to zero. TCU shifts to
z speed sensor has an neutral
internal defect OP-Mode: limp
z sensor gap has the home
wrong size
71 5480 3 S.C. TO BATTERY TCU shifts to z check the cable 1) seechapter

VOLTAGE AT CLUTCH neutral from TCU to the “Measuring of
K1 OP-Mode: limp gearbox resistance”
the measured resistance home z check the
value of the valve is out of if failure at connectors from
limit, the voltage at K1 another clutch TCU to the gearbox
valve is too high. is pending z check the regulator
z cable / connector is TCU shifts to resistance1)
defective and has neutral z check internal wire
contact to battery OP-Mode: harness of the
voltage TCU shutdown gearbox
z regulator has an internal
defect
72 5480 4 S.C. TO GROUND AT TCU shifts to z check the cable 1) seechapter

CLUTCH K1 neutral from TCU to the “Measuring of
the measured resistance OP-Mode: limp gearbox resistance”
value of the valve is out of home z check the
limit, the voltage at K1 if failure at connectors from
valve is too low. another clutch gearbox to TCU
z cable / connector is is pending z check the regulator
defective and has TCU shifts to resistance1)
contact to vehicle neutral z check internal wire
ground OP-Mode: harness of the
z cable / connector is TCU shutdown gearbox
defective and has
contact to another
regulator output of the
TCU
defect

detection
73 5480 5 O.C. AT CLUTCH K1 TCU shifts to z check the cable 1) seechapter
the measured resistance neutral from TCU to the “Measuring of
value of the valve is out of OP-Mode: limp gearbox resistance”
limit. home z check the
z cable / connector is if failure at connectors from
defective and has no another clutch gearbox to TCU
contact to TCU is pending z check the regulator
z regulator has an internal TCU shifts to resistance1)
defect neutral z check internal wire
OP-Mode: harness of the
TCU shutdown gearbox

limit, the voltage at K2 another clutch gearbox to TCU
defect

defective and has
contact to another
TCU
defect


detection
limit, the voltage at K3 another clutch gearbox to TCU
defect

defective and has
contact to another
TCU
defect


KV OP-Mode: limp gearbox resistance”
limit, the voltage at KV another clutch gearbox to TCU
defect

detection
CLUTCH KV neutral from TCU to the “Measuring of
limit, the voltage at KV if failure at connectors from
defective and has
contact to another
TCU
defect
86 5520 5 O.C. AT CLUTCH KV TCU shifts to z check the cable 1) seechapter

87 5530 3 S.C. TO RATTERY TCU shifts to z check the cable 1) seechapter

KR OP-Mode: limp gearbox resistance”
limit, the voltage at KR another clutch gearbox to TCU
defect

detection
CLUTCH KR neutral from TCU to the “Measuring of
limit, the voltage at KR if failure at connectors from
defective and has
contact to another
TCU
defect
89 5530 5 O.C. AT CLUTCH KR TCU shifts to z check the cable 1) seechapter

91 5560 4 S.C. TO GROUND AT backup alarm z check the cable 1) seechapter

RELAY REVERSE will be on until from TCU to the “Measuring of
WARNING ALARM TCU power backup alarm resistance”
TCU detected a wrong down even if device
voltage at the output pin, fault vanishes z check the
that looks like a s.c. to (loose connectors from
vehicle ground connection) backup alarm
z cable is defective and is OP-Mode: device to TCU
contacted to vehicle normal z check the
ground resistance1) of
z backup alarm device has backup alarm
an internal defect device
z connector pin is
ground

detection
92 5560 3 S.C. TO BATTERY no reaction z check the cable 1) seechapter
VOLTAGE AT RELAY OP-Mode: from TCU to the “Measuring of
REVERSE WARNING normal backup alarm resistance”
ALARM device
TCU detected a wrong z check the
voltage at the output pin, connectors from
that looks like a s.c. to backup alarm
battery voltage device to TCU
z cable is defective and is z check the
contacted to battery resistance1) of
voltage backup alarm
z backup alarm device has device
an internal defect
z connector pin is
voltage
93 5560 5 O.C. AT RELAY no reaction z check the cable 1) seechapter

REVERSE WARNING OP-Mode: from TCU to the “Measuring of
ALARN normal backup alarm resistance”
TCU detected a wrong device
voltage at the output pin, z check the
that looks like a o.c. for connectors from
this output pin backup alarm
z cable is defective and device to TCU
has no connection to z check the
TCU resistance1) of
z backup alarm device has backup alarm
an internal defect device
z connector has no
connection to TCU
B1 5660 2 SLIPPAGE AT CLUTCH TCU shifts to z check pressure at

K1 neutral clutch K1
TCU calculates a OP-Mode: limp z check main
differential speed at closed home pressure in the
clutch K1. If this calculated if failure at system
value is out of range, TCU another clutch z check sensor gap
interprets this as slipping is pending at internal speed
clutch. TCU shifts to sensor
z low pressure at clutch neutral z check sensor gap
K1 OP-Mode: at output speed
z low main pressure TCU shutdown sensor
z wrong signal at internal z check signal at
speed sensor internal speed
z wrong signal at output sensor
speed sensor z check signal at
z wrong size of the sensor output speed
gap sensor
z clutch is defective z replace clutch

detection
gap sensor

gap sensor

detection
KV neutral clutch KV
clutch KV. If this calculated if failure at system
KV OP-Mode: at turbine speed
z wrong signal at turbine sensor
z wrong size of the sensor turbine speed
gap sensor

KR neutral clutch KR
clutch KR. If this if failure at system
calculated value is out of another clutch z check sensor gap
range, TCU interprets this is pending at internal speed
as slipping clutch. TCU shifts to sensor
KR OP-Mode: at turbine speed
z wrong signal at turbine sensor
z wrong size of the sensor turbine speed
gap sensor
B7 5700 0 OVERTEMP SUMP no reaction z cool down machine

TCU measured a OP-Mode: z check oil level
temperature in the oil normal z check temperature
sump that is over the sensor
allowed threshold.

detection
BA 5730 0 DIFFERENTIAL no reaction z check oil filter
PRESSURE OIL FILTER OP-Mode: z check wiring from
TCU measured a voltage normal TCU to differential
at differential pressure pressure switch
switch out of the allowed z check differential
range pressure switch
z oil filter is polluted (measure
z cable/connector is resitance)
broken or
cable/connector is
voltage or vehicle
ground
z differential pressure
switch is defective
D1 5810 3 S.C. TO BATTERY see fault codes z check cables and fault codes no.
VOLTAGE AT POWER no. 21 to 2B connectors to 21 to no. 2B
SUPPLY FORSEN SORS sensors, which are may be a
TCU measures more than supplied from AU1 reaction of this
6V at the pin AU1 (5V z check the power fault
sensor supply) supply at the pin
AU1
(should be appx.
5V)
D2 5810 4 S.C. TO GROUND AT see fault codes z check cables and fault codes no.
POWER SUPPLY FOR no. 21 to 2B connectors to 21 to no. 2B
SENSORS sensors, which are may be a
TCU measures less than supplied from AU1 reaction of this
4V at the pin AU1 (5V z check the power fault
sensor supply) supply at the pin
AU1
(should be appx.
5V)
D3 5820 4 LOW VOLTAGE AT shift to neutral z check power supply

BATTERY OP-Mode: battery
measured voltage at TCU shutdown z check cables from
power supply is lower than batteries to TCU
10 V (12V device) z check connectors
lower than 18 V (24V from batteries to
device) TCU

detection
D4 5820 3 HIGH VOLTAGE AT shift to neutral z check power supply
BATTERY OP-Mode: battery
measured voltage at TCU shutdown z check cables from
power supply is higher batteries to TCU
than 18 V (12V device) z check connectors
higher than 32.5 V (24V from batteries to
device) TCU
D5 5830 2 ERROR AT VALVE shift to neutral z check fuse

POWER SUPPLY VPS1 OP-Mode: z check cables from
TCU switched on VPS1 TCU shutdown gearbox to TCU
and measured VPS1 is z check connectors
off or TCU switched off from gearbox to
VPS1 and measured TCU
VPS1 is still on z replace TCU
cable or connectors are
defect and are contacted
to battery voltage
cable or connectors are
to vehicle ground
permanent power supply
KL30 missing
TCU has an internal defect
D6 5840 2 ERROR AT VALVE shift to neutral z check fuse

POWER SUPPLY VPS2 OP-Mode: z check cables from
TCU switched on VPS2 TCU shutdown gearbox to TCU
and measured VPS2 is off z check connectors
or TCU switched off VPS2 from gearbox to
and measured VPS2 is still TCU
on z replace TCU
z cable or connectors are
to battery voltage
to vehicle ground
z permanent power supply
KL30 missing
z TCU has an internal
defect

detection
E3 5860 3 S.C. TO BATTERY no reaction z check the cable
VOLTAGE AT DISPLAY OP-Mode: from TCU to the
OUTPUT normal display
TCU sends data to the z check the
display and measures connectors at the
allways a high voltage display
level on the connector z change display
defective and are
voltage
z display has an internal
defect
E4 5860 4 S.C. TO GROUND AT no reaction z check the cable

DISPLAY OUTPUT OP-Mode: from TCU to the
TCU sends data to the normal display
display and measures z check the
allways a high voltage connectors at the
level on the connector display
z cable or connectors are z change display
defective and are
ground
z display has an internal
defect
F1 5890 2 GENERAL EEPROM no reaction z replace TCU often shown

FAULT OP-Mode: together with
TCU can't read non normal fault code F2
volantile memoy
z TCU is defective
F3 5910 13 APPLICATION ERROR transmission z replace TCU This fault occurs

something of this stay neutral only if an test
application is wrong OP-Mode: engineer did
TCU shutdown something
wrong in the
application of
the vehicle
F5 5930 7 CLUTCH FAILURE transmission z check clutch TCU shows also

AEB was not able to adjust stay neutral the affected
clutch filling parameters OP-Mode: clutch on the
One of the AEB-Values is TCU shutdown Display
out of limit

detection
F6 5930 13 CLUTCH ADJUSTMENT default values z execute AEB
DATA LOST OR = 0 for AEB
INCHPEDAL offsets used
CALIBRATION DATA OP-Mode:
LOST normal
TCU was not able to read no Inchmode
correct clutch adjustment available
parameters
z interference during
saving data on non
volatile memory
z TCU is brand new

Measuring of resistance at
actuator/sensors and cable
actuator cable
U
Bat
1
P (power supply)
TCU
1 2 Actuator/
R Sensor
C (chassis)
Gnd
2
G
open circuit: R12 ≈ R1G ≈ R2G ≈ ∞ open circuit: R12 ≈ R1P ≈ R1C ≈ R2P ≈ R2C ≈
∞
short cut to ground: R12 ≈ R; short cut to ground: R12 ≈ 0;
R1G ≈ 0, R2G ≈ R or R1C ≈ R2C ≈ 0,
R1G ≈ R, R2G ≈ 0 R1P ≈ R2P ≈ ∞
(for s.c. to ground, G is short cut to battery: R12 ≈ 0,
connected to vehicle ground) R1C ≈ R2C ≈ ∞,
R1P ≈ R2P ≈ 0
short cut to battery: R12 ≈ R;
R1G ≈ 0, R2G ≈ R or
R1G ≈ R, R2G ≈ 0
(for s.c. to battery, G is
connected to battery voltage)

Manualtecnicodetransmicion 3WG ZF 644h

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SB4371E00

Three Speed Transmission

System Operation Description of Fault Codes

Power Shift Transmission 3 Index

This Manual is based on the technical state at the printing.

We are reserving ourselves the right of modifications without previous information.

Power Shift Transmission 5

Abbreviations used in the text

Power Shift Transmission 6

* = dependent on Vehicle type and application

Description Power take-off

∙ with output flanges (rear-side) for different

Power Shift Transmission 7

Plate for ZF-Hydromedia-Reversing -Transmission

Notes Regarding the Spare Parts Orders:

When ordering genuine ZF-Spare Parts, please

When all of the above required indications are

Power Shift Transmission 8

Prior to every start off, loosen the parking brake.

Temperature in the sump 60° - 90° C.

∙ At any kind of electrical operations on the vehicle.

Power Shift Transmission 9

Function of the Converter

Pump wheel Turbine TP = Torque pump wheel

TR = Torque reaction member

Condition in the 0.8n

Function of a hydrodynamic Torque converter (Schematic view)

Power Shift Transmission 10 Description of Fault

At the shifting, the following criteria will be

Power Shift Transmission 11 Description of Fault

The selection and definition of the heat exchanger N N N D

must be carried out according to our Installation R

specification for hydrodynamic powershift

For the protection from unintended start off, a

Position “N” - Controller lever blocked in this position

Power Shift Transmission 12 Description of Fault

Display of the Driving direction: V: Forward

Display of the engaged gear: Display 1, 2, 3

1 Bar: Manual Mode 1 speed

Display of the Cold-start phase: Transmission remains in Neutral

Bars are flashing: Downshifting mode active

Power Shift Transmission 13 Description of Fault

) The error code will be only then indicated if the Controller is in

) If several warnings are simultaneously active, only the warning with

Warning Code Warning Priority

Display PN Driving direction F or R selected whilst the parking brake is actuated.

Display EE Indication on Display: EE (central and right side).

Data line not correctly connected, etc.

Power Shift Transmission 14 Description of Fault

) Since there are different Software versions for the

First Number Meaning of the Number

Power Shift Transmission 15 Description of Fault

Installation position of the TCU

Minimum Distance to disengage the plug

Installation position of the TCU

Power Shift Transmission 16 Description of Fault

Electronic Controls for ZF-

Description of the Basic Functions

For Wheel loaders, Lift trucks and RoRo Trucks, the

The system is processing the desire of the driver

∙ Gear determination depending on controller

Power Shift Transmission 17 Description of Fault

Family package of the EST-37A