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Order-No.

5872 135 002

ZF - POWERSHIFT TRANSMISSION
4 WG-92/98 TSC
(TELESCOPIC HANDLER TRANSMISSION)

and
TRANSFER BOX TB 92-I4
TECHNICAL DATA
DESCRIPTION
INSTALATION INSTRUCTIONS
MAINTENANCE

ZAHNRADFABRIK PASSAU GmbH


Donaustr. 25 - 71
D - 94034 Passau

Edition: 2002/09
Subject to Modifications !

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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 absolutely necessary to pay attention to the corresponding Specifications and Manuals of
the Vehicle Manufacturer.
Important Informations concerning the technical reliability and reliability in service are accentuated by the following Symbols:

Valid for Instructions which must be observed at the maintenance, the performance or the operation of the vehicle !
Is inserted at working and operating procedures which have to be exactly respected to avoid a damage or destruction of the unit or to exclude a danger to
persons !

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TECHNICAL DATA:
Maximum engine power

kW

90*

Maximum engine speed

min -1

2600*

Maximum engine torque

Nm

480*

Starting torque multiplication

up to 3,0*

Maximum vehicle weight

to.

12*

Weight (transmission without oil)

about kg

290

= dependent on vehicle type and application

Description:
The ZF-Powershift Transmission 4 WG-92/98 TSC is composed of a hydrodynamic torque
converter and a rear-mounted multi-speed powershift reversing transmission with integrated
transfer case (see Table-1).
The torque converter is a wear-free starting device which is adapting itself infinitely variable
to the required conditions (road resistance).
Input by direct mounting via diaphragm on the engine.
Torque converter:
Unit size W-280 with torque conversion to 3,0 according to the Version.
Powershift reversing transmission:
4 Forward speeds and 3 Reverse speeds
Power take-off:
1 engine-dependent output, i = 1 : 1 for hydraulic pump.
Option 1
Connection SAE - B, 2 hole screw connection, driver profile SAE BB,
Option 2
Connection SAE - C, 4 hole screw connection, driver profile SAE C.
Final drive:
Through transfer case TB92-I4 with output flanges to the front and rear axle for different universal shafts Converter side.
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The powershift reversing transmission has between input and output shaft a centre distance of
226,5 mm
Shift control:
Electro-hydraulic.

Gearbox ratio (mechanical)

SPEED
1
2
3
4
1
2
3
*

DRIVING DIRECTION
Forward
Forward
Forward
Forward
Reverse
Reverse
Reverse

RATIO
5,241
3,141
1,270
0,838
4,699
2,816
1,138

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

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IMPORTANT INFORMATIONS
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).
Keep the oil change intervals!
At every oil change, the ZF-Fine filter must be replaced.
Prior to start the engine, put the Controller always to the Neutral position.
Loosen the parking brake always before the drive off.
At the reversing, reduce the engine speed, and reverse only at low driving
speeds.
During the drive, the vehicle must not be shifted to Neutral.
Do not skip speeds at up- and downshiftings.
At stationary engine, the engaged speed has no effect.
Prior to leave the vehicle, secure the vehicle 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.
Operating temperature 80 - 100 C, short-time increase up to max. 120 C
admissible.
(Measuring point behind the converter - see Schedule of measuring points Table 6, Measuring point No. 63)
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 turned off and the control
unit plug must be pulled off from the ZF-Electronic unit :

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10

At any kind of electrical repairs on the vehicle.

At welding operations on the vehicle, the transmission electronics has to


be generally separated, through the central electronic plug, from the
supply system and all connections to the electronic components.

At insulation tests on the electric system

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I.

DESCRIPTION

1.1

Function of the converter:

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The torque converter is composed of 3 Main components:


Impeller
Turbine wheel
Stator (Reaction member)
Function of a hydrodynamic Torque converter
(Schematic view)

Impeller
Turbine wheel

from
the
Engine

= Torque of the
Impeller
TT = Torque of the
Turbine wheel
TR= Torque of the
Reaction member
(Stator)

TT

TP

to the
Transmission

Condition in the moment of the start off

Intermediate
tion

condi-

Condition in the
lock-up point

TR
Reaction member
(Stator)

2,5

NT = 0

<1,5

<2,5

nT = <n Engine

1,0

1,5

Vehicle is stationary

nT = 0,8 n Engine

Fig.-No.: 1.1

These three impellers are passed through from the transmission oil as operating fluid.
For this purpose, the converter is integrated in the transmission oil circuit, i.e. it is supplied
with the transmission pump. A converter safety valve, arranged in front of the converter,
makes sure that the permitted internal converter pressure will not be exceeded.
The direction of flow of the oil, which is streaming out of the impeller, is reversed within the
turbine wheel. According to the rate of reversion, the turbine wheel and with it the transmission drive shaft is receiving a variable high input torque. In the following stator, the flow is
reversed again to the impeller. The reaction torque, resulting from it, must be stationary supported through the stator.
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The relation turbine torque to pump torque is called torque conversion. The torque conversion
becomes more and more higher with increasing differential speed between impeller and turbine wheel, i.e. the maximum torque conversion is achieved at turbine speed 0, therefore at
stationary output.
This point is called stall speed.
Dependent on the driving resistance, i.e. on the required output torque, the optimal working
condition (turbine speed > torque conversion > input torque) becomes effective on the converter!
The hydrodynamic converter is working according to the Trilok-System, i.e. at lower differential speeds between pump and turbine, therefore in the zone of the low torque conversion,
the converter is working similar to a hydrodynamic fluid clutch. For it, the stator is supported
in one direction through a freewheel.
From the lock-up point on, the stator is then no more supporting torques, and the converter is
working as fluid clutch.
1.2

Powershift transmission:

The multi-speed reversing transmission in countershaft design is shifting under load by hydraulically controlled multi-disk clutches.
All gears are constantly meshing and supported by anti-friction bearings.
The gears, bearings and clutches are cooled and lubricated with oil.
The 4-speed reversing transmission is equipped with 6 multi-disk clutches.
At the gear change, the corresponding multi-disk clutch will be hydraulically actuated.
A piston is at the same time transmitting the shifting force upon the plate pack, which is then
transmitting a torque analog to the pressure build-up.
The clutch is released when the actuation pressure for the multi-disk clutch is dropping.
A cup-spring pack is then pushing back the piston into the start position.
1.3

Power take-off:

For the drive of the externally fitted hydraulic pump, an engine-dependent power take-off is
attached. The mounting face is located on the output side of the transmission.
Option-1
Connection SAE - B, 2-hole screw connection, driver profile SAE BB,
Option-2
Connection SAE - C, 4-hole screw connection, driver profile SAE - C.
1.4

Transmission control:

Transmission control with electro-hydraulic shift control (Oil circulation diagram and electric
shift control, see Table-7, 8 and 9).
In the electro-hydraulic control unit are 2 solenoids installed - see Table-9.
The allocation of the pressure regulators to the single speeds can be seen on the Tables - 6, 7
and 8.
The transmission pump, which is necessary for the oil supply of the converter and the transmission control, is rear-side mounted on the gearbox housing. The input is realized by the
engine-dependent drive shaft.
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13

The feed rate of the pump is Q = 54 l/min, at nEngine = 2000 min-1.


This pump is sucking the oil out of the oil sump and delivers it through the ZF-Fine filter to
the main pressure valve (HDV = 16+3 bar).
ZF-Fine filter:
Filter grade:
Filter area:
Bypass opens at

30 20 mm 10 1,5 mm
2450 cm2
Dp = 2,5 0,3 bar

The oil pressurized by the main pressure valve is directed through the modulation valve
(MOD) to the shift valve (S-VR) and to the solenoid switch valve Neutral Y6.
Through the solenoid switch valves Y1 or Y2 the shift valve (SV-R) is switched with the system pressure in accordance with the selected driving direction. Resetting is carried out by
spring force.
From the shift valve the modulated shift pressure is directed to the direction clutches KV, KR
or K4 being required for the specific driving direction. In connection with the direction
clutches KV and K4 the modulated shift pressure is also directed by the solenoid valve Y3.
Through the solenoid switch valve Y6 the modulated shift pressure is directed by the solenoid
switch valves Y5 and Y5 to the relevant gear clutch.
During the gear change operation the modulation valve (pressure control valve) is modulating
the pressure build-up in the direction and gear clutches between 3 and 12 bar, and is then rising again to 16+3 bar.
At the change-over, the pressure is dropping for a short time and is increasing again after the
termination of the gear change operation to 16+3 bar. Due to this procedure, the gear changes
are softened.
The main pressure valve is limiting the max. control pressure to 16+3 bar, and releases the
main flow to the converter circuit and lubricating circuit.
In the converter inlet, a converter safety valve is installed, which is protecting the converter
against high internal pressures (opening pressure 8,0 + 2 bar).
Within the converter, the oil serves to the power transmission according to the well-known
hydrodynamic principle (see Chapter Torque converter 1.1).
The oil which is streaming out of the converter is directed to a heat exchanger (oil-water, resp.
oil-air).
The selection and determination of the heat exchanger must be carried out by the costumer on
his own responsibility, in accordance with our Installation Instructions for the hydrodynamic
powershift transmissions 4644 700 711.
The heat exchanger is not scope of supply of the Zahnradfabrik Passau GmbH.
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From the heat exchanger, the oil is directed to the transmission and from there to the lubricating circuit so that all lubricating points are supplied with cooled oil.
1.5
Final drive:
see Table-2
Through transfer case TB92-I4 with output flanges to the front and rear axle for different universal shafts Converter side.
The powershift reversing transmission has between input and output shaft a centre distance of
226,5 mm
1.6
Controller DW-3
see Table-10
The Controller is designed for the mounting on the left side of the steering column. The positions (Speeds) 1 to 4 are selected by a rotary motion, the driving direction (Forward (V) Neutral (N) - Reverse (R) by tilting the controller stick

A Neutral lock is installed as protection against inadvertent drive off.


Position N - Controller stick blocked in this position.
Position D - Driving.
DW-3 Controller

F
N
R

Fig.-No.: 1.6

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II. INSTALLATION INSTRUCTIONS

The installation of hydrodynamic powershift transmissions of the WG-Series in construction


machinery, industrial trucks and other mobile implements must be carried out in accordance
with our Installation Instructions 4644 700 709 German, resp. 4644 700 711 English.
These Instructions for the installation of hydrodynamic powershift transmission of the WGSeries are the basis for the technically perfect installation of theses transmissions in the vehicle. These Installation Instructions are part of the transmission documentation and are imperative.
An incorrect installation of the transmission into the vehicle will:
- affect the operating quality,
- cause malfunctions, and
- lead to transmission damages, resp. transmission failures !
The Vehicle Manufacturer is responsible for the correct installation of the transmission. ZF
does not admit any guarantee or warranty claims for damages, if the installation has not been
carried out in accordance with these Instructions.
In order to assist the customer in case of new or initial applications, ZF-Passau (Dept. KBE)
carries out transmission installation checks. On this occasion, all transmission-specific installation features are examined and the Vehicle-, resp. Equipment Manufacturer will be informed
about the encountered defects.
These Installation Instructions:
4644 700 709 GERMAN
4644 700 711 ENGLISH
can be requested under the following address:
ZAHNRADFABRIK PASSAU GmbH
Abt. KVD
Donaustr. 25 - 71
94034 Passau

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III.
3.1

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17

OPERATION
Driving preparation and Maintenance:

Prior to the commissioning of the transmission, take care that the correct quantity of the prescribed oil grade will be filled in. At the initial filling of the transmission has to be considered
that the oil cooler, the pressure filter as well as the pipes must get filled with oil.
According to these cavities, the quantity of oil to be filled in is greater than at the later oil
fillings in the course of the usual Maintenance service.

Because the converter and also the heat exchanger, installed in the vehicle, as well as
the pipes can empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission (see Chapter Oil level check 4.2).
At the oil level check, the prescribed safety directions according to 6 of the
regulations for the prevention of accidents for power plants in Germany, and in
all other countries, the respective national regulations have to be absolutely
observed.
For example, the vehicle has to be secured against rolling by blocks, articulated
vehicles additionally against unintended turning-in.

3.2

Start the engine:


Which control lamps in the INFOCENTER (dashboard) are illuminated for the
functional control, can be different from Vehicle Manufacturer to Vehicle Manufacturer.
Control elements and displays can be from the ZF, however can be also customerspecific products; the precise specifications must therefore be taken from the Operating Instructions of the respective Vehicle Manufacturer.

The starting of the engine has always to be carried out in the NEUTRAL POSITION of the
Controller.
For safety reasons it is recommended to brake the vehicle always securely in position with the
parking brake, prior to start the engine.
After the engine start and the preselection of the driving direction and the gear, the vehicle can
be set in motion by applying the accelerator.
At the drive off, the converter takes over the function of a master clutch.
On a level road, it is possible to drive off also in higher gears.
The acceleration will be only slower.
3.3

Start and driving:

At the drive off, the parking brake has to be released. We know from experience that in case
of a converter transmission, it may not have been noted at the moment to have forgotten this
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18

quite normal operating step because a converter, due to its high ratio, can easily overcome the
braking torque of the parking brake.
Temperature increases in the converter oil as well, as overheated brakes are the consequences
which are found out only later.
We want to point out that the engine speed, also at a converter transmission, will be increased
at the downshifting of speeds, especially if one gear has been skipped, and can reach in this
condition speeds which endanger the engine.
The gear change should be carried out only then if the maximum driving speed of the lower
gear is reached.
In case of necessity, the vehicle has to be slowed down to this driving speed by means of the
foot brake.

During the drive, the vehicle must not be shifted to Neutral.

At the reversing, reduce the engine speed and reverse only at low driving speeds.
3.4

Stopping:

If the vehicle will be stopped and is standing with running engine at engaged speed and
shifted directional clutch, the engine cannot be stalled. On a level roadway, resp. on a slight
gradient it is possible that the vehicle begins to crawl, because the engine is creating at idling
speed throughout the converter a slight drag torque.
It is convenient to brake the vehicle securely in position with the parking brake at ecery stop.
At longer stop times, the controller has to be shifted to NEUTRAL-POSITION and the vehicle
has to be braked securely in position with the parking brake.
3.5

Stopping and Parking:

Since due to the converter there is no rigid connection existing between engine and axle, it is
recommended to secure the vehicle on upgrades, resp. downgrades against unintended rolling
away not only by application of the parking brake, but additionally by means of a brake block
on the wheel, if the driver has the intention to leave the vehicle.
3.6

Towing:

The towing speed must be maximally 10 km/h, and the towing distance must not be longer
than 10 km.

This Specification has to be absolutely observed since otherwise the


transmission will be damaged because of insufficient lubrication.

At a longer distance, the defective vehicle has to be shipped or towed with disassembled universal shaft.
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3.7

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19

Oil temperature:

The oil temperature of the transmission must be monitored by a temperature sensor.


A maximum temperature of 120 C on the converter exit must not be exceeded.
At a trouble-free unit and a correct driving mode, a higher temperature will not set in. If the
temperature is exceeding 120 C, the vehicle has to be stopped, checked for external oil loss,
whilst the engine should be running 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, a trouble is existing which must be eliminated before the working can be
continued.
See Measuring point 63 Table-6.

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IV.

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21

MAINTENANCE

4.1.

Oil grade:

Permitted for the Powershift transmissions 4 WG-92/98 TSC & TB92-I4 are oils
according to ZF-List of lubricants TE-ML 03.

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

4.2

Oil level check:


At the oil level check, the prescribed safety directions according to 6 of the
rules for accident prevention for power plants in Germany, and in all other
countries the respective national regulations have to be absolutely respected.
For example, the vehicle has to be secured against rolling with blocks, articulated vehicles additionally against unintended turning-in.

Powershift transmission 4 WG-92/98 TSC:


The oil level check must be carried out as follows:
-

Oil level check (weekly)


At horizontally standing vehicle
Transmission in Neutral position N
In the cold start phase, the engine must be running about 2 3 minutes at idling speed, and
the marking on the oil dipstick must then be lying above the cold start mark COLD MIN
(see Figure-No. 4.2 B2)
At operating temperature of the transmission (about 80 - 90 C)
At engine idling speed
Loosen oil dipstick by counterclock rotation, remove and clean it
Insert oil dipstick slowly into the oil level tube until contact is obtained, and pull it out
again.
On the oil dipstick, the oil level must be lying in the zone HOT (see Figure-No.: 4.2 B2)
Insert the oil dipstick again, and tighten it by clockwise rotation

If the oil level has dropped in operating temperature condition below the HOT
Zone, it is absolutely necessary to replenish oil according to the ZF-List of lubricants
TE-ML-03.
An oil level above the HOT marking, is leading to a too high oil temperature.
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4
1

2
Fig.-No.: 4.2 B1

Legend:
Powershift transmission 4 WG-92/98 TSC Thread
1 = Oil filler tube with oil dipstick
2 = Oil drain plug
3 = ZF-fine filter
Transfer caseTB92-I4
4 = Oil filler plug
5 = Oil drain plug

Tightening torque

7/8" - 14 UNF

35 Nm

7/8" - 14 UNF
7/8" - 14 UNF

35 Nm
35 Nm

Oil dipstick

COLD MIN

HOT

COLD
MIN

Zone
HOT

Fig.-No.: 4.2 B2

Transfer case TB92-I4:


The oil level check must be carried out as follows:
- Oil level check (weekly)
- At horizontally standing vehicle
- Fill up oil to the overflow on the level plug (see Fig-No.: 4.2 B1)
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4.3

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23

Oil change and Filter replacement intervals:

Powershift transmission 4 WG-92/98 TSC:

First oil change after 100 operating hours in service.


Every further oil change after 1000 operating hours in service, however at least
once a year !

The oil change has to be carried out as follows:


- At operating temperature of the transmission, horizontally standing vehicle open the oil
drain plug (see Fig.-No.: 4.2 B1) and drain the used oil.

Only the oil capacities in the transmission and in the upper part of the converter can
be drained.

- Clean oil drain plug insert and surface on the housing and install again.
- Fill in oil (about 15 liter ) according to ZF-List of lubricants TE-ML 03.
(Sump capacity, external oil capacities e.g. in the heat exchanger, in the lines etc. are
dependent on the vehicle).

F
-

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.

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.

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.

Transfer caseTB92-I4:

First oil change after 100 operating hours in service.


Every further oil change after 1000 operating hours in service, however at least
once a year !
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24

The oil change has to be carried out as follows:


- At operating temperature of the transmission, horizontally standing vehicle open the
oil drain plug (see Fig.-No.: 4.2 B1) and drain the used oil.
- Clean oil drain plug insert and surface on the housing and install again.
- Fill in oil (ca. 1,6 liter) up to the overflow at the filling or control bore.
- After some minutes, check oil and refill, if necessary, until the
specified level is reached and remains constant.
Provide filling or control screw and mount it.
-

4.4

Filter replacement:
At every oil change, the ZF-Fine filter (pressure filter) has to be replaced.

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. 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 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.

24

1 =
2 =
3 =
4 =
5 =
6 =
7 =
8 =
9 =
10 =
11 =
12 =
13 =

Converter
Transmission pump
Power take-off; coaxial engine-dependent
Input
Clutch shaft
Clutch shaft
Clutch shaft
Clutch shaft / Output
Clutch shaft
Transfer box TB92-I4
Output gear
Clutch shaft
KR-Spur gear
"K4"

"KV"
"KR"
"K2"
"K3"
"K1"

"PTO"

Input

Converter
PTO

Transmission pump

Gearbox diagram

LAYOUT POWERSHIFT TRANSMISSION 4 WG-92/98 TSC


TABLE-1

K1

K3/Output

K2

KR

KV

K4

3
4

1 3

1 2

1 0

1 2

1 0

1 1

8
9

In te rm e d ia te s h a ft
M o u n tin g fa c e 4 W G -9 2 /9 8 T S C
In p u t sh a ft
B re a th e r tra n s fe r b o x T B 9 2 -I4
O u tp u t fla n g e ( F ro n t a x le )
O u tp u t s h a ft
O u tp u t fla n g e ( R e a r a x le )
T ra n sfe r b o x T B 9 2 -I 9 4
P o w e rs iift tra n s m is s io n 4 W G -9 2 /9 8 T S C

L A Y O U T T R A N S F E R B O X T B 9 2 -I4
T A B L E -2

1 0  =
1 1  =
1 2  =

4 

3 

2 

1 

T ra n sfe r b o x T B 9 2 -I4
M o d e l id e n tific a tio n p la te
D ia p h ra g m d ire c t m o u n
C o n v e rte r
P o w e rs h ift tra n s m is s io n 4
Z F -F in e filte r
O il fille r tu b e w ith o il d ip
M o d e l id e n tific a tio n p la te
B re a th e r - tra n s fe r b o x
O il fille r p lu g 7 /8 " - 1 4 U N
O il d ra in p lu g 7 /8 " - 1 4 U
O u tp u t fla n g e - re a r a x le

-2 A
N -2 A

1 1

1 2

1 0

4 W G -9 2 /9 8 T S C &

s tic k
- p o w e rs h ift tra n s m is s io n

W G -9 2 /9 8 T S C

- tra n s fe r b o x
tin g

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
4

T B 9 2 -I4
5

1 0  =
1 1  =
1 2  =

3 
4 

2 

1 

1 2

C o v e r p la te
Z F -F in e filte r
P o w e r ta k e -o ff; c o a x ia l, e n g in e -d e p e n d e n t
B re a th e r - P o w e rs h ift tra n s m is s io n
L iftin g lu g
P o w e rs h ift tra n s m is s io n 4 W G -9 2 /9 8 T S C
T ra n sfe r b o x T B 9 2 -I4
O u tp u t fla n g e - re a r a x le
O u tp u t fla n g e - fro n t a x le
T r a n s m is s io n s u s p e n s io n h o le s M 1 6 x 1 ,5
O il d ra in p lu g 7 /8 " - 1 4 U N F
V a lv e b lo c k e le c tro -h y d ra u lic c o n tro l
(D ire c tio n a l c lu tc h a n d p re s s u re c o n tro l)

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 -4

1 0

1 0

1 1

1 0

4 W G -9 2 /9 8 T S C &

4
5

T B 9 2 -I4

F ro n t a x le
M S -T 3 0 6 0

4 W G -9 2 /9 8 T S C &

P o w e rs h ift tra n s m is s io n
4 W G -9 8 T S C

C a rd a n sh a ft

T ra n sfe r b o x
T B 9 2 -I4

v e l
a
r
t
f
tio n o
c
e
r
i
D

IN S T A L L A T IO N V IE W
IN V E H IC L E
T A B L E -5

R e a r a x le
M S -T 3 0 4 5

R e a r a x le
M S -T 3 0 4 5

v e l
a
r
t
f
tio n o
c
e
r
i
D

F ro n t a x le
M S -T 3 0 6 0

T E L E S C O P IC -H A N D L E R

T B 9 2 -I4

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

Pressure in bar
Modulation pressure - start
Modulation pressure - end
Modulation pressure
Modulation pressure - neutral
System pressure - modulate
Clutch pressure at reversal
Time in seconds
Clutch filling time
Modulation time - start
Modulation time
Grandient (p 2 * - pPM) / t1
Input speed at test
16 2 bar/s
1500 min-1

0,6
0,4

max. 3,5 bar


11,5+1,5 bar
40,5 bar
2,7-3 bar
16+3 bar
11 bar

=
=
=
=
=

65
53 bzw. 55
53 bzw. 55
65
65

1-1
2-2
3-3
4-3
3-4

=
=
=
=
=

56
57
58
58
58

Measuring points at reversal:

P1
P2
P PM
PN
PS

Measuring points modulation pressure:

p
P1
P2
P PM
PN
PS
PR
t
tF
tPM
t1

N_an

Legend:

The marked positions (e.g. 53) correspond with the positions on the table-7!
The measurements have to be carried out at hot transmission (about 80 - 95 C) !

p1

t PM

pPM

t1

p2
p2*

Clutch pressure at reversal

tF

p (bar)

pN

p (bar)

Pressure control curve

pS
pR

pS

Page 1 from 3

t (s)

t (s)

SCHEDULE OF MEASURING POINTS AND CONNECTIONS 4 WG-92/98 TSC


TABLE-6

5 1

5 5

m
p

b a r
b a
b a
b a
b a
b a
b a
1 ,2
e 1
b a
a g e
r

K 4

K 3

K 2

K 1

K V

K V

-1

b a r
2 0 C

Q U
x 1 6
x 1
x 1 6
x 1 6
x 1 6
x 1 6
x 1 6
x 1 6
- 1 6
x 1 6
x 1 6
N m
U N F
N m
N m

N m

N m

N m

N m

N m

E L I M I T S
N m

T O R
M 1 0
M 1 0
M 1 0
M 1 0
M 1 0
M 1 0
M 1 0
M 1 0
3 /4
M 1 0
M 1 0

8 + 2
1 6 +
1 6 +
1 6 +
1 6 +
1 6 +
1 6 +
re K 3
0 ,2
t e r T e m p e r a tu r e 1 0 0 C ; s h o r t - t i
1 6 +
re
s e e

v e rte r o p e n in g p re s s u re

C O N N E C T IO N S
In fro n t o f th e c o n
C lu tc h - F o r w a rd
C lu tc h - R e v e rs e
C lu tc h
C lu tc h
C lu tc h
C lu tc h
L u b ric a tio n p re s s u
B e h in d th e c o n v e r
S y s te m p re ss u re
M o d u la tio n p re s s u

P a g e 2 fro m 3

6 7

6 5

6 3

6 2

6 0

5 8

5 7

5 6

5 3

1 6

1 5

T O R Q U E L I M I T S
7 /8 - 1 4 U N F
7 /8 - 1 4 U N F

C O N N E C T IO N S
C o n n e c ti o n t o h e a t e x c h a n g e r
C o n n e c ti o n f r o m h e a t e x c h a n g e r

2 8 N m

6 N m

3 5 N m
3 5 N m

1 6

Y 2
5 6

1 5

Y 1
6 3

Y 3

5 3

6 0

55
Y2

Y1

63

Y3

65

51

67

57

62

58

Y5

Y4

Y6

NEUTRAL

REVERSE

Y1
Y2
Y3
Y4
Y5
Y6

K1
KV
K3
K4
KR
KR
KR

KV
K2
KV
K3
K1
K2
K3

ENGAGED
CLUTCHES

=
=
=
=
=
=

Clutch forward
Clutch reverse
Clutch KV/K4
Clutch K3/K2
Clutch K1
Neutral

Page 3 from 3

= Transmission pump
= Valve block electro-hydraulic control
(Directional clutch and pressure control)
= Breather - transfer box TB92-I4
= Breather - Powershift transmission 4 WG-92/98 TSC

SPEED
1
2
3
4
1
2
3

Solenoid:

3
4

1
2

DRIVING DIRECTION
FORWARD

SOLENOID VALVES UNDER


VOLTAGE
Y1 Y2 Y3 Y4 Y5 Y6

Coding

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

NEUTRAL

REVERSE

SPEED
1
2
3
4
1
2
3

Coding

SOLENOID VALVES UNDER


VOLTAGE
Y1 Y2 Y3 Y4 Y5 Y6

Cooler
Back pressure valve
Converter safety valve
Main pressure valve
Modulations valve
Feed pressure orifice
Replenishing orifice
Check valve 1
Check valve 2
Check valve 3
Reversing valve
Solenoid Clutch - Forward
Solenoid Clutch - Reverse
Solenoid Clutch KV/K4
Solenoid Clutch K3/K2
Solenoid Clutch K1
Solenoid Neutral

DRIVING DIRECTION
FORWARD

WT
WGV
WSV
HDV
MOD
B1
B2
RSV-1
RSV-2
RSV-3
SV-R
Y1
Y2
Y3
Y4
Y5
Y6

KV
KV
KV
K4
KR
KR
KR

K1
K2
K3
K3
K1
K2
K3

ENGAGED
CLUTCHES

The marked positions (e.g. 53) correspond with the positions on the table-6!

Input

Converter

PTO

K1

K3/Output

K2

KR

KV

K4

Transmission pump

Gearbox diagram

OIL CIRCULATION DIAGRAM 4 WG-92/98 TSC


- NEUTRAL TABLE-7

L e g e n d :

K 3

6 2

Y 5

5 7

M a in p re s s u re
M a in p re s s u re m o d
C o n v e rte r in le t p re
C o n v e rte r o u tp u t p
L u b ric a tio n
R e tu rn in to th e s u m

5 8

K 2

Y 4

u la te d
ssu re
re ssu re

K 1

Y 6

5 6

W T

W a n d le r

1 6

1 5

6 3

W S V

L u b ric a tio n

W G V

5 1

Y 2
R S V -2

S V -R

Y 3

6 0

R S V -3

H D V

B -2

R S V -1

K 4

K V

B -1

6 5

6 7

S u m p

5 3

5 5

K R

T ra n sm
P = 1 9
Q P = 5 4
n = 2 0 0

is s io n p u m p
b a r
l/m in b e i
0 m i n -1

Z F -F in e filte r:
F ilte rg ra d e m m :
F ilte r a re a c m 2:
B y p a s s v a lv e :

M O D

Y 1

b 30 2 0 b
2 4 5 0
D p = 2 ,5

0 ,3

1 0

b a r

1 .5

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

NEUTRAL

REVERSE

SPEED
1
2
3
4
1
2
3

Coding

SOLENOID VALVES UNDER


VOLTAGE
Y1 Y2 Y3 Y4 Y5 Y6

Cooler
Back pressure valve
Converter safety valve
Main pressure valve
Modulations valve
Feed pressure orifice
Replenishing orifice
Check valve 1
Check valve 2
Check valve 3
Reversing valve
Solenoid Clutch - Forward
Solenoid Clutch - Reverse
Solenoid Clutch KV/K4
Solenoid Clutch K3/K2
Solenoid Clutch K1
Solenoid Neutral

DRIVING DIRECTION
FORWARD

WT
WGV
WSV
HDV
MOD
B1
B2
RSV-1
RSV-2
RSV-3
SV-R
Y1
Y2
Y3
Y4
Y5
Y6

KV
KV
KV
K4
KR
KR
KR

K1
K2
K3
K3
K1
K2
K3

ENGAGED
CLUTCHES

The marked positions (e.g. 53) correspond with the positions on the table-6!

Inpiteb

Converter

PTO

K1

K3/Output

K2

KR

KV

K4

Transmission pump

Gearbox diagram

OIL CIRCULATION DIAGRAM 4 WG-92/98 TSC


- 1st SPEED FORWARD TABLE-8

L e g e n d :

K 3

6 2

Y 5

5 7

M a in p re s s u re
M a in p re s s u re m o d
C o n v e rte r in le t p re
C o n v e rte r o u tp u t p
L u b ric a tio n
R e tu rn in to th e s u m

5 8

K 2

Y 4

u la te d
ssu re
re ssu re

K 1

Y 6

5 6

W T

C o n v e rte r

1 6

1 5

6 3

W S V

L u b ric a tio n

W G V

5 1

Y 2

R S V -3

H D V

B -2

R S V -1

Y 3

6 0

R S V -2

S V -R

K 4

K V

B -1

6 5

6 7

S u m p

5 3

5 5

Y 1

T ra n sm
P = 1 9
Q P = 5 4
n = 2 0 0

is s io n p u m p
b a r
l/m in b e i
0 m i n -1

Z F -F in e filte r:
F ilte rg ra d e m m :
F ilte r a re a c m 2:
B y p a s s v a lv e :

M O D

K R

b 30 2 0 b
2 4 5 0
D p = 2 ,5

0 ,3

1 0

b a r

1 .5

N E U T R A L

R E V E R S E

S P E E D
1
2
3
4
1
2
3

C o d in g

S O L E N O ID V A L V E S U N D E R
V O L T A G E
Y 1
Y 2
Y 3
Y 4
Y 5
Y 6

C o o le r
B a c k p re s s u re v a lv e
C o n v e rte r s a fe ty v a lv e
M a in p re s s u re v a lv e
M o d u la tio n s v a lv e
F e e d p re s s u re o rific e
R e p le n is h in g o rific e
C h e c k v a lv e 1
C h e c k v a lv e 2
C h e c k v a lv e 3
R e v e rs in g v a lv e
S o le n o id C lu tc h - F o rw a rd
S o le n o id C lu tc h - R e v e rs e
S o le n o id C lu tc h K V /K 4
S o le n o id C lu tc h K 3 /K 2
S o le n o id C lu tc h K 1
S o le n o id N e u tra l

D R IV IN G D IR E C T IO N
F O R W A R D

W G V
W S V
H D V
M O D
B 1
B 2
R S V -1
R S V -2
R S V -3
S V -R
Y 1
Y 2
Y 3
Y 4
Y 5
Y 6

W T

K V
K V
K V
K 4
K R
K R
K R

K 1
K 2
K 3
K 3
K 1
K 2
K 3

E N G A G E D
C L U T C H E S

In p ite b

C o n v e rte r

4 W G -9 2 /9 8 T S C

T h e m a r k e d p o s itio n s ( e .g . 5 3 ) c o r re s p o n d w ith th e p o s itio n s o n th e ta b le - 6 !

O IL C IR C U L A T IO N D IA G R A M
- 1 st S P E E D F O R W A R D T A B L E -8

P T O

K 1

K 3 /O u tp u t

K 2

K R

K V

K 4

T ra n s m is s io n p u m p

G e a rb o x d ia g ra m

Y 2 S o le n o id C lu tc h - R e v e rs e

M o d u la tio n s v a lv e

Y 1 S o le n o id C lu tc h - F o rw a rd

R e v e rs in g v a lv e

E L E C T R O -H Y D A U L IC S H IF T C O N T R O L 4 W G -9 2 /9 8 T S C
T A B L E -9

C O N T R O L

0 5 0 1

1 2 / 2 4

2 1 0

1 4 8

- 3

M O D E L ID E N T IF IC A T IO N

IN N E U T R A L P O S IT IO N
F -R N O T S H IF T A B L E

S H IF T P O S IT IO N S

X 1

A D 2

M O D E L ID E N T IF IC A T IO N P L A T E

N E U T R A L IN T E R L O C K

C O N T R O L L E R D W -3
T A B L E -1 0

B 4

R
Y 6

Y 5
Y 1
Y 2

B 3

A S

Y 4

B 2
V

Y 3

B 1

F O R W
1
2

S 7
3

1
2

S 2

S 1

3
1
2

1
2

2
2
1

V I

R S

G E

G R

R T

B L

D 1

G N

S W

X 1

5
6

A D 5

A D 4

A D 6

E D I (V P 1 )

E 0 2 (V P 2 )

A D 7

A D 1

A D 2

A D 3

K 2

D 1

8 5

8 6

D 2

(V P 1 )

N E U T R A L
1
2
3
4

C O N T R O L L E R

D 2

O U T P U T
A R D
R E V E R S E
3
4
1
2
3
4

C IR C U IT D IA G R A M

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

S P E E D

C O D IN G C O N T R O L L E R

( - )

( + )

A 2

A 2

A 1

K 2

K 1

A D 7

=
=
=
=

A D 6

A D 5

A D 4

A D 2

A D 1

A D 3

Y 2

D 3

K 2

K 2

D 4

Y 1
Y 4

Y 3

C O N T R O L L E R

E L E C T R O N IC U N IT E S T -3 7

R E L A Y R E V E R S IN G L IG H T

R E L A Y S T A R T E R IN T E R L O C K

K 1

X 1 : 4

X 1 : 3

X 1 : 2

X 1 : 6

X 1 : 7

X 1 : 5

X 1 : 1
V P 1 (E D 1 ) X 1 : 9
V P 2 (E D 2 ) X 1 : 8

Y 5

Y 6

C O N N E C T IO N C IR C U IT C O N T R O L L E R