Bestell-Nr. 5872 978 002 ZF - POWER-SHUTTLE TRACTOR TRANSMISSION T-7100 TECHNICAL DATA DESCRIPTION OPERATION MAINTENANCE DIAGNOSTIC SYSTEMS ZF Passau GmbH Donaustr. 25 - 71 Edition: 1998/07 D- 94034 Passau Subject to change w/o notice!Series ~ All-wheel drive Input power (P) KW 55 Input torque (T) Nm 229 at nominal speed 2300 min” Peak torque F Pto-shaft output power (P) KW two-step with speed step 562 min 51 with speed step 1043 min™ 51 Pto-shaft Output power (P) KW four-step with speed step 562 min 50 with speed step 805 min” 50 with speed step 1043. min™ 50 with speed step 1428 min’ 50 Travel pto-shaft - Output power (P) Kw at 645 min” Reverse speeds, as well as Crawler speeds Forward and Reverse: Continuous operation only at pto-shaft works, no traction works allowed. Weights, Loads, Tires max. permitted: inclusive Implements and/or Ballast. Total vehicle weight Static rear axle load for heavy traction work Total vehicle weight Static rear axle load for pto-shaft works, road drivings and brake test Tires - Front axle Tires - Rear axle Controlled power lift (operating pressure 200 bar) max. kg max. N max. kg max. N T-13 L/T-7115 L/ T-7117L 45.000 5.600 to 6500 52.000 3.6R24 16.9 -34 to to 13 to to to to to to to to to to 70 290 59 65 BLS8 49 6 500 48000 ~ 7500 60 000 16.9R24 16.9 -38= SERVICE LAYOUT OF THE TRANSMISSION smission Versi Standard: * Input shaft for vehicle drive and pto-shaft drive. * No. of speeds * Shift control * Controll Drive clutch Main transmission Powershift splitter/shuttle transm. = Total Main transmission Powershift splitter/shuttle transm, Forward - Reverse Gear shifting Main transmission Powershift splitter/shuttle transm, Forward - Reverse Gear shifting 2x4=8 speeds 3 Forward + 1 Reverse speed 24 Forwards + 8 Reverse speeds synchronized power shiftable electronic-hydrau- lic, or by actuation of the drive clutch. power shiftable electronic-hydrau- lic. Gear shift lever mechanic, electric- active lock for Field/Road group. Directional switch electric, or by actuation of the drive clutch at inching, Tip switch, electric. The wet multi-disk clutch (integra- ted in the transmission), will be closed with an electric proportio- nal valve via the electronic control unit by hydraulic pressure (transm, system pressure 18 bar), and opé- ned by compression springs. * Front axle drive with wet multi-disk clutch, electro-hydraulically opened, closed with cup springs. * Pto-shaft clutch * two or four pto-shaft steps With wet multi-disk ckutch, electro-hydraulically actuated Dog clutch control with connec- tion for mechanical actuationlisk lock, electro-hydraulically actuated. * Brakes Service brakes integrated, wet multi-disk brake. Parking brakes integrated wet multi-disk brake with mechanical control * Lifting hydraulic system prepared for the attachment of a dissolved Possible Ancillary equipment: * Crawler speed group for 12 Forward + 4 Reverse speeds (dog-clutch operated Crawler speed group only shiftable at preselected Field group , with connection for mechanical actuation). * Power lift ifting gear dissolved design without control. * Travel pto-shaft dog-clutch control with connection for mechanical actuation. * Speed sensor for pto-shaft output speed. * Final speed 30 knv/h,= Gexchisbeeich ‘Arbeitsmaschinen-Antricbe SERVICE ‘und Achsysteme IMPORTANT INFORMATIONS ATTENTION: Let the Tractor never roll downhill with declutched drive clutch, directional switch in Neutral position or without engaged speed, because this can lead to a considerable excee- ding of the permitted top speed ! Accidents as well as damages on the drive train can be the consequences ! You are endangering yourself and others ! Emergency drive program At the driving in the emergency drive program, the power flow cannot be interrupted by the clutch pedal ! A power flow interruption is only possible by the directional switch - Caution - Danger of accident ! Let repair the defect immediately in a workshop. Carry out reversing shifts only at driving speeds v = < 12,5 km/h, At a failure of the speed sensor - driving speed - (Error code numbers 47, 48 and 49), a change of driving direction is also possible at driving speeds beyond 12,5 km/h - Caution - Danger of accident ! It is absolutely important to pay attention that at the change of driving direction, the speed of 12,5 km/h will not be exceeded ! Manual transi At the shifting of the single speeds in the 2x4-speed Main transmission, declutch always fully. Do not shift with force. The downshifting from the Road group into the Field group must be carried out at standstill. ‘The shifting from the Field group into the Road group can be realized during the drive. At the change-over of the groups, the electric active lock must be released (push-button on the gear shift lever). Do not hold the tractor, resp. tractor with trailer on upgrades with the slipping clutch ! Disengage the speed, apply the brake ! At the Field application, the requested speed range has to be preselected through the g speed of the 2x4-speed Main transmission.(= At the work with pto-shaft implements, shift mainly with the Powershift splitter trans- mission. At road drivings, shifting will be carried out mainly with the Main transmission in the Road group. If necessary, close gear steps can be additionally achieved with the Powershift splitter transmission. At the downshi synchronizer unit. it is possible to revv up, to reduce the shifting force and to save the At heavy front loader works (soil, gravel ete.), use only speeds in the Field group. At lighter front loader works (agricultural charging goods), the Ist speed in the Road group can be also used. Crawler speeds and Normal Reverse speed: Continuous operation only at pto-shaft works ! Heavy traction works are not allowed ! Carry out shiftings only at vehicle standstill ! Differen The multi-disk lock is power shiftable. Do not use the differential lock at road drivings and in bends. At heavy traction works, especially at plowing, work always with the closed differential lock. Bi Prior to start driving, check always the good efficiency of the brakes. Loosen the parking brake prior to every start off. On downhill runs, the service brake must not be continuously applied, to avoid over- heatings (shift into the low gear in time - engine brake effect). g with depressed drive clutch and/or in Neutral po: Pto-shaft: The pto-shaft stub can be turned by hand at stopped engine and at Neutral position of the pto-shaft steps. Carry out attachment, maintenance and repair of pto-shaft-driven implements only at stopped engine (wait for the final standstill of the pto-shaft). The pto-shaft clutch is no overload protection for attached implements. At low oil temperature (winter), the hydraulic pressure build-up is slowed down, which is leading to a retarded implement start. Implements under load have to be started off only at operating temperature of the transmission.= Geschtsbercich ‘Abeitsmaschinen-Atricbe SERVICE und Achsysteme ‘Travel pto-shaft: Shift the travel pto-shaft only at standstill. Front axle drive: The power shiftable front axle drive has to be engaged only in case of necessi At road drivings, the drive is generally not required. il temperature: At heavy traction works in the field constantly = 80°C = 99°C At transport operations with max. driving speed = 100°C Oi ithdrawal Permitted oil withdrawal quantity: At basie oil level: at standstill and on the plane 20 liters At the drive and 14° longitudinal and transverse inclination 15 liters Protective measures for the ZF-Electronics at electric works 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 electric repairs on the vehicle. At welding operations on the tractor, the transmission electronics has to be generally separated, via the electro- nic central plug, from the power supply and from all con- nections to the electronic components. At insulation tests on the electric system.3-step Power shift splitter/Shuttle transmission with electronic-hydraulic control. High control comfort by electronic-hydraulic powershift and reversing shifts as well as securely designed synchronizer units Fully synchronized 2x4-speed Main transmission with mechanical control. 24 speeds Forward and 8 speeds Reverse. In addition 12 Crawler speeds Forward and 8 speeds Reverse, Lubrication: ~ Manual transmission with pressure lubrication through transmission pump, - Rear axle central part: - Differential and pto-shaft clutch with pressure lubrication through transmission pump, ~ Bevel drive and brakes pressureless lubricated via neutral circulation hydraulic sys- tem for implement operation. - Rear axle final drives have an immersion lubrication. Note: The transmission pump is attached on the engine and is scope of supply of the Vehicle Manufacturer. The basic oil level lies 55 mm below the main shaft, so that all high-speed gears are no more plunging at running transmission, and therefore little chuming losses are created. A good total efficiency is achieved by the combination of a low gearbox oil level, powershift clutches with a low drag torque, and a small amount of gears under load. The integrated, oil-cooled drive clutch will be closed with an electric proportional valve via the electronic control unit with hydraulic pressure (transmission system pres-sure 18 bar), and is opened by means of compression springs. Power shiftable front axle drive, integrated in the Manual transmission, The front axle drive lies fully in the oil sump, however it is encapsulated to avoid chu- ming losses. Rear axle differential with multi-disk lock, electro-hydraulically operated ‘Wet multi-disk brakes (service and parking brake) ~ Service brake hydrostatically operated. ~ Parking brake mechanically operated. Note: At all brake operations, the front axle drive will be engaged. (Engagement device is scope of supply of the Vehicle Manufacturer). Final drives with single planetary gear train two-step or four-step pto-shaft with wet pto-shaft clutch, electro-hydraulically operated and with mechanical pto-shaft step control Travel pto-shaft through second stub with mechanical engagement and disengagement. Lifting hydraulic system in dissolved design - Special equipment ~ ~ Control system is scope of supply of the Vehicle Manufacturer -. In the driver’s cabin, an acoustic operating error warning device as well as a display for the transmissison gearshift functions must be installed for the driver. Note: These indicator devices are scope of supply of the Vehicle Manufacturer TTThe complete transmission is configurated in modular design - see Table 1, 2 and 3 - and is composed, according to the Version, of the following functional modules, which are equipped with the corresponding shifting elelements, and can be shifted independently from each other. * 3-speed Powershift splitter and shuttle transmission. * 2x4-speed Main transmission (Road / Field group) with power shiftable front axle drive * Crawler speed group * ‘Two-step or four-step pto-shaft The combination of the 3 transmission units (3-speed Powershift splitter and shuttle trans- mission, 2x4-speed Main transmission and Crawler speed group) offers a selection of 36 Forward and 12 Reverse speeds, with which the tractor can be driven, according to the Version, with speeds between 0,3 and 30 km/h or 0,3 and 40 knvh - see Table - 10), At field applications, the requested speed range has to be preselected through the corres- ponding speed of the 2x4 Main transmission. The close-stepped driving speeds in the actually preselected range will be shifted with the Powershift splitter transmission In the Field group, the crawler speed control can be engaged at vehicle standstill At road driving, shifting is mainly carried out with the Main transmission in the Road group. If necessary, close gear steps can be additionally achieved with the Powershift splitter trans- mission. The drive clutch - see Table 1 - is one of the most important components in the transmission, It is equipped with special design features, to fulfill optimally the following tasks: * Start off and Inching © Reversing ‘Power flow interruption for synchronized and crawler speed shiftings. The drive clutch will be closed with an electric proportional valve, via the electronic control unit, with hydraulic pressure, and is opened by means of compression springs. This selection can be realized either directly with the clutch pedal, e.g. at the synchronized and crawler speed shifting or by inching. For it will be used the sensor system on the clutch pedal - analog position sensor and digital switch. At the automatic start off and reversing, the electronic unit takes over the complete sequence of these procedures by a corresponding pressure control through the proportional valve. The electronic control unit determines in this way, with the defined programming, the acceleration and deceleration performance of the vehicle. 12= ee = a VICE a The clutch signal transmission is realized entirely electrically via the wiring and the elec- tronics. At the closed and closing clutch, the clutch plates will be cooled by a sufficient oil stream. The Manual transmission T-7100 POWER-SHUTTLE has a combined control and lubri- cating/cooling circuit, which is supplied by a pump - see Table 12 and 13 - The components are mounted on the right transmission side. * Pump (with cold-start safety valve) - is scope of supply of the Vehicle Manufacturer mounted on the engine. * Filter unit, composed of. Pressure fine filter and bypass valve ~ is scope of supply of the Vehicle Manufacturer- * Cold- start pressure limiting valve - is scope of supply of the Vehicle Manufacturer - * Coarse filter * Solenoid valves for the engagement of the front axle drive, differential lock and pto-shaft clutch, * Proportional valve for the closing of the drive clutch * 3-speed powershift control block with 18 bar holding pressure valve * Lubrication pressure limiting valve 4 bar for the lubrication of the manual transmission as well as of the rear axle central part, the differential and the pto-shaft clutch 1.5 __Control of the 3-speed Powershift splitter and shuttle transmissioi General: An electronic control which is operating the main clutches - see Table 12 - by means of electronic-hydraulic elements (modulated operated), is the precondition to combine the com- plexity of the 3-speed powershift splitter and reversing functions with the demand for a good shifting comfort. Layout of the Control system: Sensors: ~ see Table 7 and 16 = Speed sensor for transmission input speed ~ Speed sensor for powerwshift transmission output speed ~ Speed sensor for drive clutch output speed - Speed sensor for driving speed 13Geschibersich ‘Arbeitsmaschinen-Antriebe und Achassteme Switches’ Solenoid valves (Actuators): Proportional valve Electronic control unit: Indicator devices: Wiring Hydraulic control block: (2x4-speed Main transmission - output shaft) = Oil temperature sensor ~ Angle sensor on the clutch pedal (is scope of supply of the Vehicle Manufacturer ) - Proximity sensor on the clutch pedal (is scope of supply of the Vehicle Manufacturer ) - see Table -7 = Pressure switch for 18 bar system pressure monitoring = Tappet switch for Neutral position and starter interlock (2x4-speed main transmission) ~ Tip switch for powershiftings (is scope of supply of the Vehicle Manufacturer ) - see Table - 7 = Solenoid valves for front axle drive, differential lock and pto-shaft - Locking magnet for active lock Road/Field group ~ ,¥8* to close the drive clutch - see Table - 15 and 16 - EST-45 Rated voltage 12V, with ISO diagnostic interface and display interface ~ Driving speed - Display with warning beep ~ Oil pressure warning lamp (these 3 components are scope of supply of the Vehicle Manufacturer ) - siehe Tafel - 15 und 16 = (is scope of supply of the Vehicle manufacturer ) see Table - 11 = 4 Solenoid valves for clutch selection ( Y1; Y2; 3, Y4) = 1 Pressure back-up valve forl8 bar (control pressure valve) - 1 Pilot pressure valve for 10 bar (reducing valve) - 1 Pressure modulation valve (pressure control valve) = 1 Shuttle valve Forward / Neutral / Reverse - 1 Reset valve - 2 Shift valves - 1 Hydraulic pressure back-up valve 8 bar 14= cane —— 2. OPERATION 21 __ Starting: - Parking brake is applied = Directional switch in Neutrtal ,N* - ‘On the 2x4-speed Main transmission, the gearshift lever must be in Neutral, starter - holding key is closed. 21.1 Ignition ON: ~ Warning beep is sounding 1x as acknowledgement - Function OK ~ Oil pressure warning lamp is lighting as acknowledgement: Lamp OK (waiting time of engine ,OFF* about. 1 min) 2.1.2 Start the engine - Engine can be started. ~ Oil pressure warning lamp extinguishes (at running engine). 22 and Driving: 2.21 General: ‘At ambient temperatures below -10° C, Neutral shiftings may occur after a cold start at automtic start off. In this case, the first start off operations have to be carried out through the clutch pedal, until the transmission is warmed up. With the directional switch, the start off as well as a change of driving direction with or without application of the clutch is possible. For this purpose, pull the lever in direction of the steering wheel, and engage the requested driving direction. The selected driving direction will be shown on the display Start off with Clutch ~ Depress clutch pedal. = Select driving direction (V/R). - Engage working range (Road / Field) ~ Engage speed with gearshift lever at fully depressed clutch pedal, and engage it slowly. ~ Select a powershift step in the Powershift splitter transmission (at engine start, the powershift group ,L" is always shifted) 15~ Increase the engine speed, release the clutch pedal slowly, at the same time, loosen the par- king brake. To avoid an unnecessary long clutch slipping at the start off, a synchronizer speed, adapted to the load, has to be selected, After the start off, always take the foot from the clutch pedal 2.2.4 Start off without Clutch on a straight plane matic ~ Directional switch Neutral ,N“ ~ Engage working range (Road / Field) ~ Engage speed with gearshift lever at fully depressed clutch pedal, and engage it slowly. - Select a powershift step in the Powershift splitter transmission (at engine start, the powershift group ,L“ is always shifted) ~ Loosen parking brake, engage driving direction at a simultaneous short pressing of the release push-button (V/R). At the same time, increase the engine speed. At the engagement of the driving direction, the tractor starts moving automatically. At the automatic start off, a synchronizer speed, adapted to the load, has to be principally selected. Otherwise, the engine will be stalled, ATTENTIO! If the directional switch will be actuated at engaged speed, the tractor starts moving immediately ! 5__ Start off without Clutch on the hill (automatic) ~ Directional switch Neutral ,N“ - Engage working range (Road / Field) - Engage speed with gearshift lever at fully depressed clutch pedal, and engage it slowy (always select the gear adapted to the downgrade), = Select a powershift step in the Powershift splitter transmission (at engine start, the powershift group ,,L" is always shifted) ~ Preselect engine speed with throttle hand lever. ~ Loosen parking brake and hold the tractor in place by means of the foot brake. ~ Engage driving direction at a simultaneous short pressing of the release push-button (V/R). As soon as the engine has reached the speed to realize the power flow, release foot brake. The Tractor starts moving automatically. 23 2.3.1__Shifting at Driving: The single powershift steps will be up- and downshifted in sequence only by actuating the tip switch, 23.2 ing with depressed Clutch: Powershift steps can be skipped at up- and downshiftings. 162.4.1 General For the change of driving direction, pull directional switch lever in direction of the steering wheel, and actuate it into the opposite driving direction., whilst the pressing of the release push-button is not necessary. A change of driving direction is only possible up to a speed of 12,5 knv/h. Ata change of driving direction beyond 12,5 knvh, the transmission is shifting into Neutral. This will be indicated to the driver on the display. In addition, an acoustic signal is sounding. At the change of driving direction, a synchronizer speed, adapted to the load, must be prin- cipally selected. Otherwise, the engine will be stalled, At ambient temperatures below -10° C, Neutral shiftings may occur after a cold start at the reversing also at speeds below 12,5 knv/h, In this case, do not apply full load on the tractor and warm it up with medium engine speed. Note: At the reversing from forward to reverse, shifting will be always realized into the powershift group ,M* At the reversing from reverse to forward, downshifting to the previously engaged powershift group will be always realized. Gear pattern Reverse Legend: L = Forward - Low M= Forward - Medium H = Forward - High M= Reverse 2.4.2 Change of driving direction with h ~ Driving speed below 12,5 km/h, - Actuate directional switch lever into the opposite driving direction, ~ Tractor changes driving direction. 3 Change of driving direction with Clutch ~ Driving speed below 12,5 km/h, - Apply the clutch, ~ Actuate directional switch lever into the opposite driving direction., - Release clutch pedal slowly, - Tractor changes driving direction. 7SERVICE td Achssyteme = — = 2.4.4 Neutralize Neutral after operating error: ~ Ifat an unintentional change of driving direction beyond 12,5 km/h, an immediate down- shifting into the original driving direction will be carried out, the transmission is restoring the power flow. - If the requested change of driving direction shall be carried out, the driving speed must be <12,5 km/h, the directional switch must be put into Neutral position and now, the shifting into the requested driving direction can be realized. 2.5 Shifting of the 2x4-speed Main transmission: At the shifting of the single speeds in the 2x4-speed Main transmission, declutch always filly. ‘Do not shift with force. ‘The downshifting from the Road group into the Field group must be carried out at standstill The shifting from the Field group into the Road group can be realized during the drive. At the change-over of the groups, the electric active lock must be released (push-button on the shift lever) At the field application, the requested driving speed range has to be preselected through the corresponding speed of the 2x4-speed Main transmission. The close-stepped driving speeds in the actually preselected range will be shifted with the Powershift splitter transmission. In the Field group, the crawler speed control can be engaged at vehicle standstill. At road driving, shifting is mainly realized with the Main transmission in the Road group. If necessary, a close gear step can be additionally achieved with the Powershift splitter trans- mission, ‘At the downshifting it is possible to revy up, to reduce the shifting force and to save the synchonizer unit. 2.6 Stopping und Parking When leaving the tractor, the directional switch and the gearshift lever has to be put ifto ‘Neutral position; the parking brake has to be applied, and the engine must be stopped ! If necessary use a wheel wedge. 2.7_Crawler speed: Continuous operation only at pto-shaft works ! Heavy traction works are not permitted ! Atthe of the Crawler g attention to the followii + Carry out shiftings only at vehicle standstill. - Engine in idling speed or standstill. 18= — — Open the drive clutch. depress clutch pedal fully or shift Controller to Neutral. ~ Preselect the Field group and engage the requested speed in the 3-speed Powershift trans- mission and 4-speed Main transmission. ~ Actuate crawler speed lever from Normal position ,NO,, in crawler speed position ,KR or vice versa. Now, engage drive clutch slightly (let it slip slightly), and push, resp. pull the crawler speed lever into the final position. 2.8 Drive clutch: The drive clutch is oil-cooled and has a high load capacity. To avoid an overheating at ex- treme driving situations, pay attention to the following - Do not hold the tractor, resp. tractor with trailer on upgrades through the slipping clutch ! ~ Disengage the gear, apply the brake ! - At hard front loader applications, use only speeds in the Field group, and do not let slip the clutch too long at loading/digging, 2.9 Differential: ~ see Table 2 - The multi-disk lock is power shiftable. Do not use the differential lock at road drivings and in bends. At heavy traction works, especially at plowing, work always with closed differential lock 2.10 Brakes: ~ see Table 2 - Prior to start driving, check always the good efficiency of the brakes Loosen the parking brake prior to every start off On downhill runs, the service brake must not be continuously applied, to avoid overheatings (engage lower gear in time - engine brake effect), The downhill driving with depressed clutch and/or Neutral position in the 2x4-speed Main transmission is not permitted and can lead to serious transmission defects. see Table 3 - The pto-shaft stub can be turned by hand at stopped engine and Neutral position of the pto- shaft steps. Carry out attachment, maintenance and repair of pto-shaft-driven implements only at stopped engine (wait for final standstill of the pto-shaft). At the preselection of the pto-shaft steps, the pto-shaft clutch must be disengaged. The pto-shaft clutch is no overload protection for attached implements. Pay attention to a soft start of the implements (avoid torque peaks), and therefore start off with heavy pto-shaft implements only with half the engine speed. If no work is done with the pto-shaft, put the pto-shaft step control to Neutral and disengage the pto-shaft clutch. Slip the protection cap upon the pto-shaft. 19= oe on mvt <= The pto-shaft control unit has a hydraulic pressure build-up which is adapted to the operating temperature. At low oil temperature (winter), the hydraulic pressure build-up is slowed down, which is leading to a retarded implement start. Implements under load have to be started off only at hot transmission, In the pressure line from the control unit of the pto-shaft clutch to the pto-shaft clutch, a hydro bubble-type accumulator (2,5 bar) is integrated. It allows a ,softer* start of the pto-shaft. On the hydro bubble-type accumulator, neither welding nor soldering operations, and no kind of mechanical works must be carried out. The Hydro bubble-type accumulator must be replaced only as a complete uni 2.12 Travel pto-shaft: Shift the travel pto-shaft only at standstill. 2.13___Front axle drive The front axle drive can be engaged and disconnected under load. Asa ule, the front axle drive is not necessary at road drivings. Note: At all brake operations, the front axle drive will be engaged. 2.14 Error di electronic Control unit EST-45 2.14.1 Genral In case of a fault, only the error code with the highest error number will be shown on the display (depending on the priority). On the display appears the error symbol Spanner, and the error code will be shown (see List of error codes Table - 19) All errors will be stored in the fault storage and can be red out later. ‘An acoustic wearning signal will sound at: - Ignition ,ON* (single beep) - a~ Change of driving direction at a speed > 12,5 km/h b- After an operating error at the change of driving direction, if the speed is still > 12,5 kmv/h and the driving direction cannot be shifted out of Neutral (In these two cases, permanent beep in interval) By the position directional switch in Neutral ,.N“ and driving speed 12,5 knvh, the per- manent beep will be switched off ~ Exceeding of driving speed at overspeeding, (Permanent beep in interval as long as overspeeding is pending)-) ~ Gearbox oil temperature too high (Beep 5 times, after that every 2 minutes as long as gearbox oil temperature is too high). 20According to the gravity of the error, the control unit changes over automatically into another driving program, Note: At shiftings to Neutral, the vehicle will be rolling without power flow to the engine | Family package EST-45 Legend: Display = Clutch pedal with sensor system Directional switch Forward / Neutral / Reverse Gearshift lever 2x4-speed Main transmission with Tip-button for Powershift steps Speed sensors Proportional valve Drive clutch Electronic control unit EST-45 Hydraulic valve blocks Diagnosis Laptop Diagnosis Mobidig 2001 - (ZF - DIAGNOSTIC SYSTEM) Reed aHneene 212.14.2 Displays: The electronics distinguishes the errors (see List of error codes Table - 19), according to the value, in groups as follows: Error- | Driving program | Meaning/Function code 10-20 [Normal driving | Simple error, Tractor continues working normally. Start off /change of driving direction, retarded or jerky, possible. At the next workshop stay, eliminate the defect and clear fault storage ! 21 ‘Normal driving (customized) ‘Driving speed too high Reduce tractor speed until error code extinguishes, If the error cannot be eliminated by speed reduction, you must go to a workshop ! 22 Normal driving (customized) Gearbox oil temperature too high. Reduce tractor load until error code extinguishes. If the error cannot be eliminated by load reduction, you must go to a workshop ! 27-41 Restricted driving Powershiftings are locked The work can be continued ! However, it is recommended to go to a workshop as soon as possible! 47-58 Limp Home (Default drive program) Powershiftings are locked Conditions for start off and change of driving direction: ~ Directional switch at tractor standstill at least 1 second in Neutral position, ATTENTION: At the error code numbers 47, 48 and 49 (failure speed sensor driving speed) a change of driving direction is also possible at speeds beyond 12,5 km/h - Danger of accident ! Started works can be finished, and after that you must go to al workshop ! 64-70 Emergency drive program Powershiftings are locked. No function of the drive clutch - driving only via directional switch possible. Conditions for start off and change of driving direction: - Directional switch at tractor standstill at least 1 second in Neutral position, ATTENTIO? At the driving in the emergency drive program, the powerflow can ‘not be interrupted by the clutch pedal ! ‘A power flow interruption is only possible by the directional switch - Danger of accident ! Let the defect immediately eliminate in a workshop. With the emergency drive program, working must not be continued ! It serves only to go to the next workshop ! 76-99 No driving possible Inform the After-Sales Service ! 222.15 Towing: ‘Towing instruction: ‘The following shifting positions are imperative: - Crawler speed shift lever Normal NO“ Position ~ Range preselector in Road ,,ST* - Main transmission shift lever in ,Neutral position“ ‘Towing at running engine Transmission system pressure 18 bar must exist; Hydraulic system for implement operation must function. Engine speed 1200 - 1300 min” Towing speed max. 30 kmv/h Towing time max. 2 hours wing at stationary engine: Towing speed max. 10 knv/h Towing time max. 2 hours In case of disregard, transmission defects have to be expected !!!= = = ee 3.__ MAINTENANCE 3.1__ Oil grade: For the Manual transmission T-7100 Power-Shuttle, inclusive bevel drive in the rear axle central part (differential lock, pto-shaft and brakes), Super Tractor Oils (STOU), according to ZE-Lift of lubricants TE-ML 06 (see Table - 17) are prescribed, resp. approved. In the rear axle final drives (planetary drive), gearbox oils according to ZF-List of lubricants TE-ML 05 (see Table - 18) are prescribed, resp. approved. Decisive for the exact oil filling capacity and the oil level check is the oil level on the oil level sight glass (at engine standstill) ‘The vehicle must stand exactly in a horizontal position, to avoid measuring errors. At a new filling, let the engine run for a short moment, and after that carry out another oil level check once again, Grease nipple lifting shaft Oil level sight glass manual trans- mission and rear axle central part 3 = Oil filler and oil level check plug for rear axle final drive - RH side M22x1,5 4 = Oil filler and oil level check plug for rear axle final drive - LH side M22x1,5 5 = Oil filling for manual transmission and rear axle central part (optional accordring to the Version) 25Geschifuhersich ‘Afbeitsmaschine-Antricbe fund Acheysteme (5) ion with Rear axle central part: The oil filling is located on the upper side of the rear axle central part. Basic oil level 55 mm below the main shaft center. Oil filling up to the Mark , NORMAL¥ on the oil level sight glass = about 42 liters Increased oil level Black line on the oil level sight glass Attention: This oil filling is only allowed after consultation with the Vehicle Manufacturer !!! Rear axle final drives: Fill in oil on the oil filler holes, resp. oil level check plugs, up to the overflow (about 6 liters per planetary gear train). Permitted ithdrawal quantity: Basic oil level: At standstill and on the plane At the drive and 14° longitudinal and transverse inclination 20 liters 15 liters Oillevel check: ‘Manual transmission with rear axle central part every 250 operating hours. Oil level up to the Mark , NORMAL" on the oil level sight glass!!! Rear axle final drives every 250 operating hours. Oil level up to the lower edge of the oil filler plug !!! 3.3 Oil change intervals: The oil shall be drained only at operating temperature. Manual transmission, rear axle central part and rear axle final drives [>LI9| The oil drain plugs are located on the underside of the transmission (open all drain plugs). 1 = Oil drain plug manual transm, M42x1,5 Oil drain plug M22x1,5 Rear axle final drives - planetary drives LH-side and RH-side Oil drain plug pto-shaft M30x1,5 Oil drain plug rear axle central part ‘M30x1,5. First oil change after 500 operating hours. Further oil change after 1000 operating hours each time, however at least once a year. 263.4 Grease lubrication: Lubricate the grease nipples weekly or every 50 operating hours as well as after the washing, 35 r ti The pressure fine filter is scope of supply of the Vehicle Manufacturer. The coarse filter - see Table - 4 is located in the intake line for the transmission pump in the manual transmission, and must be cleaned at every oil change. 27= aes = ie a Sa 4. ZF-DIAGNOSTIC SYSTEMS The electronic control unit EST-45 for the Transmissions T-7100 POWER-SHUTTLE is equipped with a diagnostic packet, which makes the trouble shooting and the execution of repairs easier for the Service. The electronics can monitor the status of determined inputs and outputs. If at this occasion, the electronics recognizes an error, it stores an error code in the fault storage (EEPROM), For this diagnostic interface, there are the following systems Laptop- Version - see Table - 20 ZE- Diagnostic system MOBIDIG 2001 - see Table - 21 These two systems will be needed at the following applications: Diagnosis = Actual errors - Read fault storage = Clear fault storage ‘New transmission electronics - Replacement of the electronic control unit EST-45 End-of-tape programming - Programming of the vehicle configuration ~ Drive clutch pedal adjustment - Determination of feeding pressure Check of inputs and outputs - Outputs (select components) ~ Check inputs ~ Check systems - Standstill = System test - Drive Combined with these two diagnostic systems, the following ZF-Disagnostic system can be used with the corresponding sensor system for the test of pressure, temperature, speed, through- flow etc ZE-Multi-System 5000 - see Table - 22 29LAYOUT MANUAL TRANSMISSION T-7100 TABLE - 1 1 = FLY-WHEEL AND TORSION DAMPER, - NOT SCOPE OF SUPPLY-ZF - INPUT SHAFT POWERSHIFT GROUP = CLUTCH ,A“ (= FORWARD SPEED ,L“- LOW INTERMEDIATE SHAFT - POWERSHIFT GROUP CLUTCH ,B* (= FORWARD SPEED ,M“- MEDIUM) DRIVE CLUTCH 2x4-SPEED MAIN TRANSMISSION SYNCHRONIZER 4th AND 3rd SPEED = SYNCHRONIZER 2nd AND Ist SPEED = SYNCHRONIZER ,ST“ AND , FE“ (ROAD / FIELD) 12 = PTO-SHAFT 13 = MAIN SHAFT / BEVEL GEAR DRIVE 14 = ATTACHMENT POSSIBILITY FOR TRAVEL PTO-SHAFT 15 = FRONT AXLE DRIVE 16 = RANGE SHAFT FOR FIELD AND CRAWLER SPEED GROUP 17 = SYNCHRONIZER CRAWLER SPEED KR = CRAWLER SPEED NO = NORMAL SPEED CRAWLER SPEED CLUTCH ,,C“ (= FORWARD SPEED ,,C*- HIGH) 20 = CLUTCH ,D“(= REVERSE SPEED M“- MEDIUM) 21 = UNIVERSAL SHAFT TO THE FRONT AXLE 22 = CLUTCH SHAFT ,C* AND ,D“ POWER-SHUTTLE INSTALLATION POSITION OF THE SHAFTS by E“en | NOT RR | 2 21 20 19 - 18 17 16 15 14LAYOUT REAR AXLE T-7100 POWER-SHUTTLE TABLE - 2 REAR AXLE FINAL DRIVE WET MULTI-DISK BRAKE (SERVICE AND PARKING BRAKE) CONNECTION LUBRICATING LINE DIFFERENTIAL 4 DIFFERENTIAL LOCK CONNECTION PRESSURE LINE DIFFERENTIAL LOCK. PLANETARY DRIVE. FLANGE SHAFTLAYOUT 2 AND 4-STEP PTO-SHAFT T-7100 POWER-SHUTTLE TABLE - 3 CLUTCH SHAFT PTO-SHAFT CLUTCH FLANGE SHAFT DOG CLUTCH PTO-SHAFT STUB waune vung 4-STEP VERSION 2-STEP VERSIONINSTALLATION VIEW T-7100 POWER-SHUTTLE SIDE VIEW TABLE - 4 1 = LUBRICATING LINE FROM HEAT EXCHANGER TO PTO-SHAFT CLUTCH AND DIFFERENTIAL 2. = PRESSURE LINE TO PTO-SHAFT CLUTCH 3. = SHIFT LEVER FOR PTO-SHAFT 4 = POWERLIFT 5 = CONTROL UNIT FOR PTO-SHAFT WITH SOLENOID VALVE 6 = BRAKE CONTROL WITH BLEEDER 7 = PRESSURE LINE TO CONTROL UNIT PTO-SHAFT CLUTCH AND DIFFERENTIAL LOCK 8 = PRESSURE LINE TO DIFFERENTIAL LOCK FRONT AXLE. COARSE FILTER INTAKE CONNECTION FOR SHIFT AND LUBE OIL PUMP (M33x2) 11 = GEAR SHIFT LEVER 2x4-SPEED MAIN TRANSMISSION 12 = ELECTRO-HYDRAULIC SHIFT CONTROL LUBRICATING PRESSURE VALVE CONNECTION FROM HEAT EXCHANGER TO LUBRICATION PTO-SHAFT CLUTCH AND DIFFERENTIAL CRAWLER SPEED CONTROL SHAFT MODEL IDENTIFICATION PLATE INTAKE CONNECTION FOR HYDR. SYSTEM FOR IMPLEMENT OPERATION (M42x2) RETURN STEERING (M26x1,5) REAR AXLE FINAL DRIVE CONTROL SHAFT FOR TRAVEL PTO-SHAFT. LIFT CYLINDER - POWER LIFT TRAVEL PTO-SHAFT PTO-SHAFT a) vounoenened14 15 17 16 22. «21 20° «1918 23INSTALLATION VIEW T-7100 POWER-SHUTTLE TOP VIEW TABLE - 5 LUBRICATING LINE FROM HEAT EXCHANGER TO PTO-SHAFT CLUTCH AND DIFFERENTIAL Es) LUBRICATING CONNECTION FROM HEAT EXCHANGER TO MANUAL TRANSMISSION CONNECTION FROM HEAT EXCHANGER TO LUBRICATION PTO-SHAFT CLUTCH AND DIFFERENTIAL = PRESSURE PORT FROM THE PUMP ELECTRO-HYDRAULIC SHIFT CONTROL GEAR SHIFT LEVER 2x4-SPEED MAIN TRANSMISSION PRESSURE LINE TO CONTROL UNIT PTO-SHAFT CLUTCH AND DIFFERENTIAL LOCK = CONNECTION OF THE PRESSURE LINE TO THE DIFFERENTIAL LOCK FRONT AXLE REAR AXLE FINAL DRIVES LH AND RH BRAKE CONTROL WITH BLEEDER CONTROL UNIT FOR PTO-SHAFT CLUTCH WITH SOLENOID VALVE 12 = CONTROL UNIT FOR DIFFERENTIAL LOCK WITH SOLENOID VALVE PRESSURE LINE TO PTO-SHAFT CLUTCH EE] PTO-SHAFT POWER LIFTINSTALLATION VIEW T-7100 POWER SHUTTLE REAR VIEW TABLE - 6 REAR AXLE FINAL DRIVES LH AND RH. LIFT CYLINDER - POWER LIFT (NOT SCOPE OF SUPPLY-ZF) BRAKE CONTROL WITH BLEEDER = LIFTING SHAFT FOR POWER LIFT = LUBRICATING LINE TO PTO-SHAFT CLUTCH BEHIND THE T-JOINT FROM THE LUBRICATING LINE OF THE HEAT EXCHANGER 6 = LUBRICATING LINE FROM HEAT EXCHANGER UP TO THE T-JOINT TO THE DIFFERENTIAL - REAR AXLE 7 = PRESSURE LINE BEHIND THE T-JOINT FROM THE PRESSURE LINE TO THE PTO-SHAFT CLUTCH TO THE BUBBLE-TYPE ACCUMULATOR BUBBLE-TYPE ACCUMULATOR FOR PTO-SHAFT CLUTCH CONNECTION OF THE PRESSURE LINE FROM THE PUMP ON THE CONTROL UNIT OF THE DIFFERENTIAL LOCK CONTROL UNIT PTO-SHAFT CLUTCH WITH SOLENOID VALVE CONTROL UNIT DIFFERENTIAL LOCK WITH SOLENOID VALVE PRESSURE LINE FROM CONTROL UNIT OF THE PTO-SHAFT CLUTCH TO THE PTO-SHAFT CLUTCH PTO-SHAFT ATTACHMENT POSSIBILITY FOR SPEED OUTPUT PTO-SHAFT SIGHT GLASS FOR OIL LEVEL waene15 14 13 12 11 10 9GENERAL DIAGRAM WITH MEASURING POINTS, CONNECTIONS, SENSORS, SOLENOID VALVES, SWITCHES AND PROPORTIONAL VALVE TABLE - 7 ASURING POINT PTO-SHAFT CLUTCH. 18 bar IM10x1 SPEED OUTPUT PTO-SHAFT SPEED OUTPUT DRIVING SPEED [SOLENOID VALVE ENGAGEMENT FRONT AXLE [TEMPERATURE TRANSMISSION OIL. SPEED OUTPUT DRIVE CLUTCH OUTPUT SPEED. |CONNECTION TO HEAT EXCHANGER, 2x15 TRANSMI: ED. SPEED OUTPUT POWERSHIFT TRANSMISSION OUTPUT SPEED JUBRICATION FROM HEAT EXCHANGER TO. '0-SHAFT CLUTCH AND DIFFERENTIAL 16x15 :ASURING POINT SYSTEM PRESSURE 18 bar [M10x! [PROPORTIONALVALVEFOR DRIVE CLUTCH. ICONNE! OM PUMP_"ERMETO-SC! TION" [LUBRICATION FROM HEAT EXCHANGER TO MANUAL TRANSMISSION IM26x1,5 IM22x1,5 SOLENOID VALVE DIFFERENTIAL LOCK. [SOLENOID VALVE PTO-SHAFT. WITCH FOR DISPLAY "FIELD/ROAD" [TAPPET SWITCH FOR NEUTRAL POSITION AND STARTER INTERLOCK OCKING MAGNET FOR RANGE PRESELECTOR SWITCH "ROAD/FIELD"* 12x Y MEASURING POINTS SEE TABLE-8 11 12 13 VIEW _Z ¢ Oe. 3 4 5 6 7 8 #9MEASURING POINTS ELECTRO-HYDRAULIC SHIFT CONTROL TABLE - 8 CANNON BAYONET SOCKET MEASURING POINTS, {SYSTEM PRESSURE 18 bar [MlOx1 2 [PILOT PRESSURE 10 bar [M10x1 B_|CLUTCH B 18 bar__|MIOx1 4 |CLUTCH C 18 bar__|M10x1 Is [CLUTCH A, 18 bar |M10x1 J6_ [MODULATED PRESSURE 18a [M1&x1,5, 7_|CLUTCH D_ 18 bar__[M10x1 [s_ [HOLDING PRESSURE/BLEEDINGI8 bar_|MIOx1 COORDINATION OF THE SOLENOID VALVES: UPSHIFTING NL [MW aps [cts LA D s>3 >+>3 Ts 7 MAGNET UNDER VOLTAGE N ‘NEUTRAL MAGNET ONLY DURING CHANGE-OVER L FORWARD SPEED - LOW V <> R SHORT-TIME CURRENTLESS| M = FORWARD SPEED - MEDIUM. TROLLED CURRENT WILL BE APPLIED H FORWARD SPEED - HIGH ON THE MAGNET BY THE EST-45 M= REVERSE SPEED OTHERWISE, ALWAYS UNDER CURRENT Y SOLENOID VALVES (Y1; Y2; Y3; Y4; Y8)GEARBOX DIAGRAM T-7100 POWER-SHUTTLE WITH 4-STEP PTO-SHAFT TRAVEL PTO-SHAFT AND CRAWLER SPEED TABLE - 9 LEGEND [PTO-SHAFT DRIVE INTERMEDIATE SHAFT FOR POWER- [SHIFT SPLITTER AND SHUTTLE TRANSMISSION | [POT-SHAFT CLUTCH [3-SPEED POWERSHIFT SPLITTER AND SHUTTLE TRANSMISSION = FORWARD - LOW - = FORWARD - MEDIUM - = FORWARD - HIGH - = REVERSE = CLUTCH FOR L |= CLUTCH FOR M |= CLUTCH FOR REVERSE |= CLUTCH FOR H [DRIVE CLUTCH [2x4 SPEED MAIN TRANSMISSION 4, <> 3. ISYNCHRONIZER 4th and 3rd SPEED 2. > 1 ISYNCHRONIZER 2nd and 1st SPEED ST. FE ISYNCHRONIZER ROAD / FIELD DIFFERENTIAL - REAR AXLE WITH IMULTI-DISK LOCK [FRONT AXLE DRIVE, [TRAVEL PTO-SHAFT WITH DOG |CLUTCH [4-STEP PTO-SHAFT WITH DOG |CLUTCH [CRAWLER SPEED GROUP WITH DOG _|KR= CRAWLER SPEED [CLUTCH IORMAL PLANETARY DRIVE - REAR AXLE [BRAKE - REAR AXLE IWHEEL - REAR ALXETABLE OF DRIVING SPEED T-7100 POWER-SHUTTLE - 30 UND 40 KM/H - VERSION e.g. T-7113 TABLE - 10 2x4-SPEED TRANSMISSIO} GEARSHIFT_LEVER DIRI SEARETLEVER SERED TRANSMISSION GEARSIET LEE ee une >) i> q “F) (g—x) Ld (Ey) (2—3) . ss Ny, ds es 7A aa : cousin \ aes cr r 8 \ T-1113 40 kwh TIRES, (CRAWLER SPEEDS (KR) "NORMAT SPERDS RWINDEX ROAD GT 169RI4 [FOR [L [ost ]oso Joss | 117] 187 [253] a19 | 590] 742] 120] 199 [aro o7asm WARD | 037 | a0 | 100 | 141 | 18s | 3.08 | sos | 708 | eo | 144 | 238 |335 Js Jos | 072 | 120 364 | cos | eae | 107 | 17 02 svenseIM f037 [oso [1.001140] ves [3031503 1707 bas ise |a3e [33sELECTRO-HYDRAULIC SHIFT CONTROL T-7100 POWER-SHUTTLE TABLE - 11 CANNON BAYONET HYDRAULIC HOLDING SOCKET PRESSURE VALVE MAIN PRESSURE VALVE 18 bar REDUCING VALVE 10 bar OT O90 PRESSURE CONTROL VALVE v4 RESET VALVE 3 v2 ‘COORDINATION OF THE SOLENOID VALVES REVERSE vi SHIFT VALVE My : SHUTTLE VALVE FORWARD/NEUTRAL/REVERSE MAGNET UNDER VOLTAGE, MAGNET ONLY DURING CHANGE-OVER ‘Ve R SHORT-TIME CURRENTLESS FOR REVERSING AND START OFF, ‘CONTROLLED CURRENT WILL BE APPLIED ‘ON THE MAGNET BY THE FST-45 (OTHERWISE, ALWAYS UNDER CURRENT MEmErZ [REVERSE SPEED = SOLENOID VALVES (YI; ¥2; ¥3; ¥4; Y8)HYDRAULIC DIAGRAM T-7100 POWER-SHUTTLE - COMMON OIL SUPPLY - TABLE - 12 AULIUAL THANNMSION LUBRICATING CRRCUTT PRESSURE COMITING VALVE bar ‘COOLER BYPASS VALVE SHIFT BLOCK WITH 18 bar PRESSURE BACK-UP VALVE (SEE HYDRAULIC CONTROL TABLE 1) cue rOwERSHIFT DIFFERENTIAL cust ELE, RENTAL sig eofowTONAL / Sou oD VALVE, “ PRESSURE FINE FILTER. \WUTH BYPASS VALVE, PRESSURE RELIES VALVE ae ee ‘COLD START PRESSURE LDAITING PUMP ON ENGINE MAX DELIVERY RATE 62sUminAT a mm PUMP ON EOI DELIVERY RATE Simin AT ate cons LTB N CNIMTRAL CIRCUIT — > 2 CeTWAow Toner = THESE COMPONENTS ARE.NOTSOOPE. OF SUPPLYZE On SUMPHYDRAULIC DIAGRAM T- 7100 POWER SHUTTLE - NEUTRAL - TABLE - 13 - THE POSITIONS e.g. (2) CORRESPOND TO THE POSITIONS ON THE TABLE - 12 - NEUTRAL COORDINATION OF THE SOLENOID VALVES FORWARD SPEED. aN = 18 @ =~ MAGNET UNDER VOLTAGE, x = MAGNET ONLY AT CHANGEROVER (ON THE MAGNET BY THE EST. ‘OTHERWISE ALWAY UNDER CURRENT REVERSE SPEED M = REVERSE SI Y= SOLENOID VALVES (¥1, ¥2,Y3, ¥4, 8)LUBRICATING PRESSURE [RETURN FLOW INTO THE SUMP SUTTER VALE cuureit a eure © aren a,POWER FLOW 3-SPEED POWERSHIFT SPLITTER AND SHUTTLE TRANSMISSION T-7100 POWER-SHUTTLE TABLE - 14 DRIVING DIRECTION FORWARD aN I i I 4] pre ae = H Ayal i t as a | in an Lr a Lh iil] LF] ele Le pil (ul Til DRIVING DIRECTION REVERSE NEUTRAL 1 els | * tl Ta [hl BI L N rN FORWARD, REVERSE [NEUTRAL uy ‘SPEED fm Tr M N i Atstc D (ih AN = INPUT AB = OUTPUTCIRCUIT DIAGRAM (6029 700 963) T-7100 POWER-SHUTTLE - SEE TRANSMISSION CONTROL TABLE -16 - TABLE -15 LEGEND LEGEND |__| ELECTR. CONTROL UNIT EST-45. {CONTROLLER FUNCTION: UP / DOWN. CONTROLLER FUNCTION: FORWARD / REVERSE AUTOMATED Hi WARNING BUZZER AQ | SPEEDOMETER KI ‘A10 [ENGINE ELECTRONICS CUSTOMER (ENGINE LOAD RELAIS STARTER INTERLOCK 70 A IGNAL - OPTION, i_| DRIVE CLUTCH PROPORTIONAL VALVE. S4 wri |Al2__| INFOCENTER CUSTOMER (OPTION) S6 SWITCH PRESSURE 18 BAR S7 PUSH IN DRIVE-OFF INTERLOCK Bi __ | SPEED SENSOR POWERSHIFT INPUT (ENGINE) B3__ | SPEED SENSOR POWERSHIFT OUTPUT B4 | SPEED SENSOR OUTPUT PEED SIGNAL DRIVE CLUTCH AN [TEMPERATURE SENSOR PRH3 2 us las_[2o [oe Is $7 ‘ h, ied EDS VPI VPEI VPED ADM yma? EFS ERs val x autos AUTON, aU 7 Aza} | He TPP VMGAL at ra QP Kiso KLSO STARTER EDI2 ED9 EDIT sop}TRANSMISSION CONTROL ELECTRIC T- 7100 POWER SHUTTLE TABLE - 16TABLE-19 List of error codes T-7100 Power-Shuttle EST-45 General In case of a multiple error, the error with the highest external error number will be shown each time on the display. At the same time, the error symbol ,,Spanner appears on the display. The external error numbers are arranged according to the weight of response to an error. Subdivision of the external error number Error code | Driving program 0 = 9 [Reserved to operational status display 10-22 [Normal driving 27 41 _[Restricted driving 47-58 | Limp Home (Default drive program) 64__- 70 | Emergency drive program 76-99 [no driving possible Abkiirzungen Lu Line interruption KM Short circuit to ground K+ Short circuit to power supply-positive general nMOT Speed on powershift transmission input nLSA Speed on powershift transmission output nNH Speed on drive clutch output nAB Speed on output, driving speed HK Master clutch HKPedMaster clutch pedal ED Input digital EU Analog input Voltage (U) ER Analog input Resistance (R) EF Input Frequency (F) AU Output Voltage (U) (supply positive sensor sytem) vMG Supply ground sensor (sensor system) VMGA Supply ground sensor analog (sensor system) ADM Output digital ground AIP OutputCurrent (1) Proportional vps Supply positive (actuator system)= Permanent beep as long as overspeeding is pei mode Ie) ation / Fanlt cause) We ee ee eee Tl | EEPROM end-oftape data = Operating mode NORMAL — Carry out/repeat HK-adjustment invalid (feeding pressure) ~ Default-feeding pressure 12 | Temperature sensor LU, K+ - Default value: cold '- Check wiring (HkPedal-hold time, splitter-hold times, slipping = Check temperature sensor times) = Check sensor supply = No change of operating mode. = Check power supply voltage 13 | Temperature sensor KM. ~ Default value: cold /- Check wiring (HK-Pedal hold time, splitter-hold times, slipping = Check temperature sensor thes) ~ Check sensor snl = No change of operating mode = Check power supply voltage 4 ‘Synchronous Neutral switch ~ No change of operating mode '- Check wiring Plausibility : = Check neutral switch ~ Check speed sensor/wiring Nab, Nhk 15 | Warming lamp LU ~ No change of operating mode > Check wiring (oil pressure- / HK-overspeed. ~ Check lamp ~ Check supply warning la 6 | Waring lamp KM ~ No change of operating mode > Check wiring (oil pressure- / HK-overspeed.) = Check supply waming la 17 _ | Warning lamp K+ No change of operating mode = Check wiring (cil pressure- / HK-overspeed.!) = Check supply warning la T8 | System pressure Plausibility = Waming lamp lighting = Check oil pressure switch ~ No change of operating mode = Check wiring = Check system pressure ~ Check speed sensor Nmot 19 _ | Signal line Display KM = On Display "EE", permanent beep = Check wiring =_No change of operating mode = Check Display 20 | Signal line Display K+ = On Display "EE", permanent beep = Check wiring = No change of operating mode = Check Display 21 | Limit speed exceeding ding _|- Reduce driving speed (o change of operaT are vs see aT ea = Ss ees 22 | Temperature exceeding ~ At exceeding 5x beep, then every 2 minutes Ixbeep _ ]- Reduce load | = No change of operating mode = Stop engine 27 _ | Characteristic fine valve LU > Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) = Check valve = Check valve supply (VPS2) 28 |Characteristicline valve KM |- Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) Check valve = Check valve supply (VPS2) 29 | Characteristic Tine valve K+ > Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) Check valve = Check valve supply (VPS2) 30 | Holding valve 2LU > Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) = Check valve = Check valve supply (VPS2) 31__ | Holding valve 2 KM > Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) - Check valve |= Check valve supply (VPS2) 32 [Holding valve 2 K+ = Operating mode DEFAULT STRATEGY > Check wiring (Powershiftings locked) + Check valve = Check vatve supply (VPS2) 33 | Holding valve 1 LU = Operating mode DEFAULT STRATEGY > Check wiring (Powershiftings locked) = Check valve = Check valve supply (VPS2) 34 | Holding valve 1 KM = Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) = Check valve = Check valve supply (VPS2) 35 |Holding valve 1 K+ = Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) = Check valve ~ Check valve supply (VPS2) 36 | Gearshift valve 2 LU = Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) - Check valve theck valve supply (VPS2)[737 | Gearshift valve 2 KM = Operating mode DEFAULT STRATEGY > Check wiring (Powershiftings locked) - Check valve = Check valve supply (VPS2) 38 | Gearshift valve 2 K+ > Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) = Check valve - Check valve supply (VPS2) 39 | Gearshift valve 1 LU > Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) = Check valve = Check valve supply (VPS2) 40 | Gearshift valve 1 KM = Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) ~ Check valve - = Check valve supply (VPS2) 41 | Gearshift valve 1 K+ = Operating mode DEFAULT STRATEGY = Check wiring (Powershiftings locked) = Check valve - Check valve supply (VPS2) 47 __ |RAB Speed sensor LU, K+ > Operating mode LIMP-HOME = Check wiring - Check speed sensor 48 |nAB Speed sensor KM > Operating mode LIMP-HOME = Check wiring = Check speed sensor 49 |nAB Speed sensor Gradient = Operating mode LIMP-HOME = Ignition OFF / ON (Plausibility) = Check wiring - Check speed sensor 30 | FIK Speed sensor LU, K+ = Operating mode LIMP-HOME = Check wiring = Check speed sensor 31 |aFIK Speed sensor KM = Operating mode LIMP-HOME = Check wiring = Check speed sensor 32 |nHIK Speed sensor Gradient > Operating mode LIMP-HOME = Ignition OFF / ON (Plausibility) ~ Check wiring = Check speed sensor 33 |aLSA Speed sensor LU, K+ |- Operating mode LIMP-HOME = Check wiring Check speed sensor34 ]aLSA Speed sensor KM = Operating mode LIMP-HOME Check wiring 1 Check speed sensor 35 |nLSA Speed sensor Gradient __|- Operating mode LIMP-HOME Ignition OFF / ON (Plausibility) = Check wiring = Check speed sensor 36 |nMOT Speed sensor LU, Kt |= Operating mode LIMP-HOME = Check wiring = Check speed sensor 37 |nMOT Speed sensor KM - Operating mode LIMP-HOME = Check wiring = Check speed sensor 38 | Mot Speed sensor Gradient __|- Operating mode LIMP-HOME = Ignition OFF / ON (Plausibility) + Check wiring - = Check speed sensor 64 | Clutch pedal sensor system = Neutral shifting, Operating mode = Ignition OFF / ON Plausibility EMERGENCY DRIVE PROGRAM = Carry out/repeat end-of-tape program- Sensor / Switch ming HK-Pedal adjustment. = Check/adjust mechanical tolerance of the HK-Pedal sensor system. + Check wiring = Check HK-Switch ~ Check HK-Sensor = Check sensor supply = Check sensor/switch LU .KM K+ 65 Clutch pedal sensor system LU, KM = Neutral shifting, Operating mode EMERGENCY DRIVE PROGRAM Check wiring Check sensor installation Check sensor Check sensor supply 66 Clutch pedal sensor system K+ = Neutral shifting, Operating mode EMERGENCY DRIVE PROGRAM Check wiring Check sensor installation Check sensor Check sensor supplyraul codesNo. | [Falelocation /Waale cause ee a aryl sens he Tene _ 67 _ | Sensor supply undervoltage > Neut ig, Oper: Check EMERGENCY DRIVE PROGRAM = Check wiring on temperature sensor/clutch sensor = Check sensor supply 68 | Sensor supply overvoltage ~ Neutral shifting, Operating mode = Check wiring EMERGENCY DRIVE PROGRAM - Check wiring on temperature sensor/clutch sensor - Check sensor supply 69 | Clutch pedal sensor system ~ Neutral shifting, Operating mode = Ignition OFF / ON Plausibility end-of-tape data EMERGENCY DRIVE PROGRAM - Carry out/repeat end-of-tape program- ming HK-Pedal adjustment 70 | EEPROM End-of tape data ~ Neutral shifting, Operating mode = Ignition OFF / ON invalid (clutch pedal sensor EMERGENCY DRIVE PROGRAM ~ Carry out/repeat end-of-tape program- system) ming HK-Pedal adjustment 76 _ | Proportional valve LU > Neutral shifting, Operating mode = Check wiring IMMOBILIZE VEHICLE ~ Check valve = Check valve supply (VPS1) 77 _ [Proportional valve KM - Neutral shifting, Operating mode = Check wiring IMMOBILIZE VEHICLE = Check valve = Check valve supply (VPS1) 79 |Directional valve Forward LU |- Neutral shifting, Operating mode = Check wiring IMMOBILIZE VEHICLE - Check valve = Check valve supply (VPS1) 80 [Directional valve Forward KM |- Neutral shifting, Operating mode = Check wiring IMMOBILIZE VEHICLE - Check valve = Check valve supply (VPS1) 82 | Directional valve Reverse LU __|- Neutral shifting, Operating mode = Check wiring IMMOBILIZE VEHICLE ~ Check valve = Check valve supply (VPS1) 83 _ | Directional valve Reverse KM |- Neutral shifting, Operating mode = Check wiring , IMMOBILIZE VEHICLE = Check valve Check valve SIacne jmp LLL ae ee Pe eee Vs le Controller error Neutral shifting, Operating mode ‘Check (LU, KM, K+) IMMOBILIZE VEHICLE |-_ Check controller Pincoding not appropriate for the |- Operating mode PERMANENT NEUTRAL = Check pincoding vehicle type '- Ignition OFF / ON (T-7100/T-7200) = Check end-of-tape data, carry out end- of tape programming Check wiring ‘VPSI Plausibility (KM,K*) = Neutral shifting, Operating mode T Check wiring (KM, K+) IMMOBILIZE VEHICLE - Check voltage on VPS 1 = Check voltage on terminal 30 = Check wiring V/R-valves (K+) ‘VPS2 Plausibility (KM, K+) '- Operating mode PERMANENT NEUTRAL ~ Check wiring (KM, K+) = Check voltage on VPS 2 = Check voltage on terminal 30 ~ Check wiring GV/HV/MV Terminal (K+) HiK-Plausibilty circuit > Neutral shifting, Operating mode = Engage resp. disengage crawler speed IMMOBILIZE VEHICLE lever ~ Plugs on speed sensors mixed up: Nhk/Nab = Check wiring on prop-valve(K+) = Check prop-valve - Check HK = Check speed sensor system Nisa, Nhk = Verify hydraulic system Power supply overvoltage Neutral shifting, Operating mode ~ Ignition OFF /ON IMMOBILIZE VEHICLE = Check power supply = Check wiring Power supply undervoltage = Neutral shifting, Operating mode = Ignition OFF ON IMMOBILIZE VEHICLE = Check power supply = Check wiring ‘Proportional valve K+ '- Neutral shifting, Operating mode - Check wiring IMMOBILIZE VEHICLE. = Check valve -6-(Directional valve Forward K+ = Neutral shifting, Operating mode IMMOBILIZE VEHICLE 96 [Directional valve Reverse K+ |- Neutral shifting, Operating mode IMMOBILIZE VEHICLE 97__[Application error = Operating mode PERMANENT NEUTRAL = Check application data ‘98 | Configuration error (end-oFtape |- Operating mode PERMANENT NEUTRAL > Ignition OFF / ON Customer-programming) = Check/carry out end-of-tape program- ming (Customer, Variant) 99 |EEPROM End-oftape data = Operating mode PERMANENT NEUTRAL = Ignition OFF / ON defective le configuration) - Repeat end-of-tape programming “7+Other Informations Fault-Consequence / System response No display selection, resp. display possible error cause EST-45 "does not run up Check fuse (terminal 15, terminal 30) "EE" }- Communication line defective : = Voltage supply defective ~ Check communication line (LU) Diagnostic-Tool cannot set up a connection |- EST-45 “does not run up* = Repeat Ignition OFF / ON - Communication line defective + Check supply buses, LU, KM = Voltage supply defective = Check fise (terminal 15, terminal 30) + Check communication line (LU) [LS-Transmission shifts at Start off /Rever- _|- At end-of-tape programming, incorrect = Verify/correct end-of-tape programmed sing to Neutral (jerk noticeable) vehicle variant selected vehicle variant Display: "N*, VR-Arrows are flashing, no _|- Speed sensor Nmot and Nisa defective = Check wiring speed sensors Nmot and error code, permanent beep + Defect in the hydraulic system Nisa ~ (Neutral by reversing monitoring) = Check speed sensors Nmot and Nisa = Verify hydraulic system Tndependent Up-/Downshifting in the = At end-of tape programming, incorrect = Verify/correct end-of tape programmed Splitter, shifting noises about every vehicle variant selected vehicle variant 1 - 2 seconds = Speed sensor Nmot and Nisa defective, mixed up |- Check wiring speed sensors Nmot and = Gearshift valves GVI/GV2 mixed up, Nisa + Defect in the hydraulic system (pressure - Check wiring gearshift valves GVI/GV2 modulation by GV-toggling) Shes speed snes Not and Nisa - aulic system Short traction force interruption during the _|- At end-oF tape programming, incorrect = Veena end-of tape programmed drive at closed drive line (LS-pressure vehicle variant selected vehicle variant modulation) = Speed sensor Nmot and Nisa defective = Check wiring speed sensors Nmot and = Defect in the hydraulic system (pressure Nisa = modulation by GV-toggling) ~ Check speed sensors Nmot and Nisa ‘Automated start off not possible, [vehicle will stay in Neutral ‘Starter interlock signal not existingTABLE - 20 ZF - LAPTOP - DIGNOSTIC SYSTEM Laptop ‘with Pentium 100 MEZz clock pulse 32 MB RAM - Memory 500 MB Hard-disk storage Color-video screen 12 possibly TFT CD-ROM-Drive assembly Operating system Windows 95 Specialized Dealers ZF - Diagnostic Software Test - Man - Software Platform for ZF-Diagnostic Software runs only under Windows 95 Diagnostic Software in German for: T-7100/T-7200 EST-45 (6008 308 001 6008 308 002 Diagnostic Software with operator guidance DPA - 03 Interface adapter as level transducer between the EST-45 with 12 V resp.24 V direct voltage and the Laptop input with 5 VDC 0501 211 102 Adapter cable for the connection of the diagnostic inter- face within the central wiring at KHD-Tractors 5870 221 157 Adapter cable Connection between DPA-02/03 and EST-45 diagnostic interface Read, display and cancel fault storage 6029 017 005 ‘Terminal tester 68 poles for the test of single control signals, line connections etc. 6008 304 038TABLE - 21 ZF - MOBIDIG 2001 - DIAGNOSTIC SYSTEM MOBIDIG 2001 with ZR - Diagnostic-Software Diagnostic-Software with operator ‘guidance 6998 307 001 Adaptereable forthe connection ofthe diagnostic inter- face within the central wiring at KHD-Tractors 5870 221 157 Terminal tester 68 poles for the test of single control signals, Tine connections etc 6008 304 038 NOTE: The ZF-Diagnostic system MOBIDIG 2001 is only reserved for the ZF-Service Stations!TABLE - 22 ZF - MULTI-SYSTEM 5000 System 5000 new with corresponding sensor system for pressure, temperature and speed ‘Accesories: Sensor system for: through-flow, current transformer etc 5870 221 280 + Accessories without Printer Portabel case compl. = 5870 221 281 + Accessories with Printer Multi - System 5000 new = 5870 221 250 Hand measuring instrument without accessories Current transformer : $870 221 284 Turbine Metering tubes: 15 - 300 min = 5870 221 133 25 - 600 Vmin = 5870 221 134