4wg200 Servicio Informacion Tecnica

SEM SERVICE 4WG200 Transmission Training
4WG200 变速箱原理及使用指南
4WG-200 DESCRIPTION
OPERATION
MAINTENANCE
SHANDONG SEM MACHINERY CO., LTD (SEM)
1
I General performance of 4WG200
 The power-shift transmission 4WG200 consists of a hydro-dynamic torque converter and a rear mounted rever
sing transmission of countershaft design and hydraulically actuated disc clutches. The multi-speed reversing tr
ansmission in countershaft design is engageable under load by hydraulically controlled multi-disk clutches.
 All gear wheels are constantly meshed and running in antifriction bearings.
 The gear wheels, bearings and clutches are lubricated with cooled oil.
 The 4-speed Reversing transmission is equipped with 6 multi-disk clutches.
 At the shifting, the corresponding plate pack is compressed by a piston, movable in axial direction, which is pressurized wit
h pressure oil.
 A compression spring is pushing back the piston, thus releasing the plate pack. As to the Layout of the transmission as well
as the indication of the closed clutches in the single speeds, see the enclosed oil circuit table.
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Note Pad
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 4WG200 consists a welded-integrated Torque Converter ZFD340
 The power-shift transmission 4WG200 consists 4 forward and 3 reverse gears.

The semi-automatic EST-17T (24V),
The Fully-automatic EST-25 (24V)
 The operator is relieved of routine manual gearshifts and the transmission gears being engaged automatically
increasing transmission efficiency and service life especially during reversing operation. Pressure cut-off
system can switch full engine power to shovel for improved working characteristics particular for wheel loader
application.
 For ZF range selector DW-3 switch has 2 control direction “Forward-Neutral-Reverse” by pull (or push) the shift
lever; and different gears can be set by turning the shift level. There is gears lock for neutral position.
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II Important information to user

 Carry out transmission oil level check at engine idling (about 1000min -1) and operating temperature of the tra
nsmission.
 For temperature of oil about 400C, the lower mark on the oil dipstick is valid.
 For temperature of oil about 800C, the upper mark on the oil dipstick is valid.
 ATTENTION: at stopped engine, the oil level in the transmission can rise essentially according to the installa
tion condition!
 Observe the oil change intervals with simultaneous filter to the Neutral position.
 Release the parking brake every time before driving off.
 Avoid the converter to be fallen off when the transmission is lifted up during its being mounted /dismounted t
o /from the engine.
 The engaged speed has no effect at stopped engine.
 Before leaving the vehicle, secure it additionally before brake blocks.
 The towing speed must under no condition higher than 10Km/h, the towing distance no longer than 10KM (w
ithout secondary pump).
 Operating temperature 800C--1100C, a short -time increase up to Max. 1200C is permitted.
 In case of irregularities on transmission, immobilize the vehicle, ask for trained person!
 Pay attention to the control pressure.
 In case the vehicle needs to be repair with welding, must disconnect the cable plug from the socket of the Mic
roprocessor Control Unit EST(cut off the circuit form the Microprocessor Control Units). Otherwise, the Micr
oprocessor Control Unit EST might be damaged due to the impulse current while welding.
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6
III Principle and structure of 4WG200 Transmission box

A: Installation View
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Rear view
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Side view
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B: Pressure Check Point
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Valve measuring
B: Pressure Check Point
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Shifting valveControlling
C: Pressure
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C: Pressure Controlling
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D: Principle of pressure controlling

 For the monitoring of the control pressure, a manometer or a pressure monitor has to be
installed. If this pressure is dropping at engaging clutch below the prescribed minimum
pressure (at shifting time itself, the pressure will drop for a short time), the reason for the
pressure drop must be eliminated. The consequences of a too low control pressure are
damaged of the clutches what are constantly slipping because of a too low contact
force, and are therefore damaged by overheating.
 The converter charge and the control pressure pump which is necessary for the oil
supply of the converter and the transmission control is fitted in the transmission on the
engine-dependent drive shaft.
 The feel rate o f the pump is Q=80L/min, at N engine =2000min -1
 This pump is sucking the oil through the coarse filter out of the sump and delivers it
through the ZF-Fine filter to the control pressure valve.
 Grade of the filtration: β30>20 β10>1.5
 Filter area: 3500cm2
 The oil which is pressurized by the control pressure valve is directed through the 2-
staged pressure control valve with bleeder valve by the shift calves 1, 2, 3, 4 and 5 to
the multi-disc clutches.
 The pressure control valve regulates during the shifting procedure the pressure built-up
in the clutches. At the change over, the pressure is short-time dropping and is
increasing after the completed shifting procedure to 16+2 bar again.
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Soft Shifting
 At the shifting in the 1st and 2nd speed of Forward and Reverse, the reduced system
pressure (10bar) is fed forward by the solenoid valve M4 to the shift valve and to the
reversing valve.
 In this way, the control pressure to the 2-stage pressure control valve is interrupted, and
the pressure built-up is realized without the 2-stage pressure control valve.
 This is resulting an a “soft shifting”
 In this position, the gear change is realized at low control pressure.
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Soft shift- filling
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Soft shift- control
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Soft shift- final
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Fast shifting
 At all other gear changes, the reversing valve will be reset by the elastic force. In this
way, the system pressure becomes quickly effective behind the 2-stage pressure control
valve, and the gear change is realized at a higher-pressure level.
 This is resulting in a “fast shifting”
 The bleeder valve has the task to ventilate the pressure chamber behind the pressure
control valve for a long time.
 The reset valve resets the pressure control valve into its starting position as soon as the
speed has been changed so that the piston is ready for the next gear change.
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Hard shift-filling
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Hard shift-control
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Hard shift- final
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Pressure Controlling
 The pilot pressure for the control of the shift valves is reduced by the reducing valve to
10bar, and is directed to them through the solenoid valves M1, M2, M3, M4, and M5.
 The control pressure valve is limiting the maximum control pressure and releases the
main flow to the converter and lubricating circuit.
 A safety valve is installed in the inlet to the converter which protects the converter
against high internal pressure (opening pressure 8.5 bar).
 Within the converter, the oil serves as transfer of the power according to the well-known
hydrodynamic principle.
 To avoid cavitation, the converter must be always completely filled with oil. This is
achieved by a converter pressure holding valve, following the converter, with an opening
pressure of about 5 bar.
 The oil which is escaping from the converter is directed to a heat exchanger (oil-water
exchanger). At water-cooled engine, the heat exchanger has to be arranged in the
cooling-water stream which is delivered to the engine.
 From oil cooler, the oil is delivered to the transmission and there to lubricating-oil circuit
so that all lubricating points are supplied with cooled lubricating oil.
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Technical Information of the Shift Control
a): The control pressure vale adjust the main oil pressure in 1.6—1.8Mpa. Checking
Cleaning of this valve pole is necessary when repairing or maintenance of the Shift
Control every time. If a Shift Control has not a normal pressure because of long-term
service, put a washer not exceeding 1mm in pole chamber under the spring is useful.
b): Between the valve block and the oil-distributor plate is a steel-washer with a small hole
of 1mm diameter which always be blocked, this can result in shifting time too long. In
addition there is another hole on this plate what is the position of oil intake, if this hole is
not clean, the oil-distributor plate must be check because there are more dirties under
this plate. Here the dirty comes from the filter.
c): The orifice which mounted on shift control and with the inner hole 0.6mm blocks also
cause shifting time too long.
d): When install the paper-washer of the shift control, the surface with words marks must be
towards up. Anyway this washer should be renewed every time.
e): The solenoid valve was fixed up by a curve plate. The concave was downward to hold
the solenoid. The torque of bolts was 7—8Nm.
f): The resistance of the solenoid is 90+5Ω. The solenoid always was damaged by water in
oil. So make sure don’t make any water in to transmission box. In this case, the solenoid
M1 which is in charge reversing can be damaged early.
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E: Microprocessor Control Unit EST –17T

General
 The microprocessor control unit has two types: semi-automatic control and fully-
automatic control. SEM wheel loader adopts semiautomatic control. The difference
between semi- and fully automatic control primarily lies in the load- and speed-
dependent automatic gearshifts with the fully automatic control.
 Installation of the short-circuit proof and over-voltage protected electronic control
has to be made at a protected place in the driver’s cabin and by means of the
supplied rubber buffers. The housing bust be connected to the chassis mass.
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Technical data
Control unit version EST-17T
Nominal voltage 24V, reverse polarity protection
Continuous operating voltage 21V to 30V
Operating voltage <1h Up to 32V
< 5 min Up to 45V
Over-voltage protection < 2.0 ms + 200V
< 150 ms + 122V
Reverse polarity protection - 48V
Current consumption Up to 4 A including solenoid valves
Storage temperature -400C to + 850C
Operating temperature -300C to +700C
Perm. air humidity 95% at + 400C
Perm. Stress caused by vibration 5g at 10 to 100 Hz-DIN40046p.8
Impact strength 10g acc. To DIN40046 p.7
Protection style Without plug IP 64, DIN 40050 p.7/8
With plug IP 65, DIN 40050 p.7/8
Mass Approx. I kg
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Rotary switch DW-2

 The switch is designed for mounting on steering column left. The positions (speeds) 1 to
4 are selected by turning grip, the driving direction by swiveling grip (forward F-neutral
N- reverse R). With transmission having only 3 reverse speeds, the speed 3R is
engaged in position 4R.
 How to check the connection of gear selector:

a): Prepare a electrical digital-multi-purpose meter,
b): Separate the selector connection from the power system.
c): Be sure according to diagram 11.3, the red-wire is power-supply wire
d): Shift the selector in F1 gear position, continuous connecting the red-pole of the
meter to the red-wire of the selector, and use the other pole to touch AD1,AD3 and AD4,
meanwhile, read the display on the meter, the normal resistance should be 0 Ω.
Following this method, check all the gears position.
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Technical data
Operating Voltage
 19V-30V
Testing Voltage:
 28+0.5V
Output Current:
 I Min= 10mA
 I Max=0.6A
Storage temperature
 -400C to +800C
Operating temperature
 -200C to +700C
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Direct control of solenoid valves
 The solenoid valves of the electro-hydraulic control block are directly controlled by
the electronic control unit without using relays. This means that normally only the
Out-put for starter interlock and Reversing Lights have to be actuated by relays.
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Engaging gears
 When ignition is turned on, the electronic control remains in standby condition; it
becomes ready for operation by the NEUTRAL position of the gears selector. Then
a speed can be engaged. In general, the following applies for the speed
engagement from NEUTRAL:
 If the road speed is too high for the pre-selected gear (risk of over-speed) the
lowest permissible gear is engaged and then is shifted down depending on speed.
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Passive reversing interlock
 The gear selector DW-2 have no active reversing interlock, the driver can reverse at any time.
 Depending on the current road speed, the following results:
 4.1: In the speed 1 and 2, reversing can be performed directly at any time
(1F 1 R and 2F 2 R).
 4.2: Reversing in the speed 3 and 4 is made speed –dependent according to the following
algorithm:
– Beyond a programmable speed limit (normally the Max. speed of the 2nd gear)
down-shifting is made into the 2nd gear of the current driving direction. After a short
holding time (2 seconds), the 2nd gear of the opposite direction of the travel is
engaged, and finally it is shifted up into the pre-selected gear.
– When passing under the speed limit during this procedure this is interrupted and
direct reversing into the pre-selected gear is made.
– Below this speed reversing is made immediately.
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Shifting gears (N/A)
 Up-shifts
 If the pre-selected gear is by at least 2 gear steps higher than the currently engaged gear
, up-shifts are made at 2 seconds intervals
 Down-shifts
 Down-shifts are only released if after the down-shift the turbine speed does not
exceed 2.0 times the max. per. engine speed and currently engaged speed has
been engaged longer than the so-called minimum holding time(2 seconds). On
customer’s request other speed sequences, e.g. 4 to 2 to 1, may also be progr
ammed.
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Special kick-down function:
Function (only available at 1st and 2nd gears) on ZF range selector offer an easy and comfortable operati
on system for wheel loader drivers, during the operation.
 The wheel loader is moving for staring point with 1st forward gear (1F), then 2F, and will be in th
e 1st gear again when wheel loader is closer to the sand stone material. During shoveling the mate
rial, the gear will be automatic shifted from 2F→1F, just pressing the kick-down button rather tha
n turning the shifting lever.
 Pull the shift level to reverse position after the shoveling. The transmission can be shifted automat
ically from 1F to 2R. To unload the material on the trucks, push the shifting level to forward posit
ion 2R→2F; And back 2F→2R to start point again. It is absolutely not necessary to set the gear w
ith turning the shifting lever during the shoveling: 2F(KD) →1F→2R(pull lever)→2F.
 Kick-down function is release after the turning the level, the 1st gear can be selected at any time i
n the speeds if 2F and 2R;
 ZF transmission can be shifted 1F→1R and 2F→2R directly without stopping the vehicle.
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Pressure cut-off
 Primarily with wheel loader, pressure cut-off can be activated via an external plus signal in
the speeds 1 and 2 forward and reverse. It interrupts the power flow in the transmission as
long as this signal is given. In SEM products, this signal is supplied by Brake Switch which
mounted on the Main Braking Valve and this pressure cut off function be activated by the
relay which mounted in the microprocessor control unit housing.
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Solenoid valve control in neutral position
 For the wheel loader, definite transmission-specific solenoid valve combinations, for pre-filling
of the speed clutches, are signaled in the positions 1 and 2 in the neutral position of the gear
selector. These signals will be eliminated as soon as a specified maximum speed is exceeded
(for wheel loader: 2nd gear).
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Detection of inductive sensor failure
 The road speed is determined by an inductive sensor at the output side. Its failure
during travel is detected by the electronic control. Max. available speed is 2nd
speed. A failure will also be assumed when the vehicle has already refersed at least
once and then stands still for longer than 10 sec. with the 3rd or 4th gear engaged.
 When the electronic control has determined an inductive sensor failure, up-shift
beyond the 2nd gear can’t be made, and from the 3rd and 4th gear downshifts can
be performed only. Furthermore reverse shifts from the 3rd and the 4th are only
possible to the 2nd gear of the reverse direction of travel. In case of gear
engagement from neutral the highest available gear will be selected and then
downshifts will be made step by step to the pre-selected (lower) gear.
 The status “inductive sensor failure” will be deleted as soon as the inductive sensor
signal can be sensed again. In this case, there is no automatic up-shifting to a
possible pre-selected higher gear.
 Installation: There is a clearance about 0.50—0.80mm between the gear and the
top of the speed sensor. To obtain this clearance make sure use the former washer
when you change this new sensor. Use glue on the screw of the new sensor in
case of oil leakage.
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System behavior in case of faults
 The control unit continuously controls all inputs of the gear selector and outputs to
the solenoid valves as well as the speed sensor. In case of inadmissible
combinations (e.g. by cable break, stray signals) the electronic control immediately
shifts to neutral condition and locks all outputs. The same applies when the power
supply exceeds specific limits or in case of short-circuit. This lock can be eliminated
by shifting the gearshift lever through the NEUTRAL position. The same applies for
the up-shift interlock after an former inductive sensor failure. In this case, the
interlock will also be canceled as soon as pre-selected and engaged gear are
identical.
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Diagnosis System
 An error readout is possible by connection of a display unit on the diagnostic connector. This unit can be
a LED with dropping resistor (flash code) or the ZF-Display (Wrench symbol plus error number). Also t
he different ZF-Control units can be tested with the Testers PR-68.
 Due to the SEM adopts EST-17 control unit and DW-3 range selector which are with limited function, w
e can use multi-meter to analyze most of components and system failure.
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Transmission Electric Components Testing Chart
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Electric
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IV OPERATION
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4.1: Driving preparation and Maintenance:

 Before the transmission is put into service, take care the correct quantity of the prescribed oil type is
filled in. at the initial filling of the transmission has to be consider that the oil cooler, the pressure
filter as well as tubing must get filled with oil.
 According to these cavities, the oil capacity to filled in is greater than the later oil fillings in the
course of the usual maintenance program.
 Since the converter and also the oil cooler installed in the vehicle as well as the tubing can
discharge themselves at standstill into the transmission, the oil-level must be carried out at parking
in Neutral position, engine idling and operating temperature of the transmission.
 Permitted Transmission oils, see ZF—List of lubricants TE—ML03.
 At the oil –level check, the prescribed Safety Regulation according to ~6 of the Rulers for Accident
prevention for power plants in Germany and the corresponding National Regulations in all other
Countries must be absolutely respected.
 For example, the vehicle must be secured against rolling away with blocks, articulated vehicles must
be additionally secured against inadvertent turning in.
 The test has to be carried out at NEUTUAL POSITION of the Controller.
 The oil level must be at 800C an upper mark, up to 400C on the lower mark of the oil dipstick. At the
oil-level check,, the oil dipstick has to be inserted into the oil level pipe until contact is obtained.
 At the cleaning of the pressure filter in main oil stream, pay attention that no dirt or oil sludge can
enter into the oil circuit. Besides, a cover plate has to be planned to protect the parking brake
against oil wetting.
 At the insertion of the filter, any kind of force has to be avoided.
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4.2: Driving and shifting:

 The starting of the engine has to be always carried out in the NEUTUAL 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 starting of the engine and the pre-selection of the driving direction and the speed, the
vehicle can be put into motion by acceleration.
 At the drive off, the converter takes over the function of a main clutch.
 On a level road, it is possible to drive off also in higher gears.
 If the vehicle has been stopped and is standing with running engine and engaged transmission, the
engine can not be stalled. On a level and horizontal roadway it is possible that the vehicle begin to
creep, because the idling is creating through the converter a slight drag torque.
 It is advisable to brake the vehicle at every stop securely in position with the parking brake.
 At longer standstills, the converter must be shifted to the NEUTRAL POSITION.
 At the drive off, the parking brake must be released. We know from experience that you don’t
immediately note, at a converter transmission, to have forgotten this quite normal operation, 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 to be
fount out later.
 We want to point out that the downshifting of speeds, especially at the skipping of one speed, the
engine speed can be increased, due to the braking effect of the converter. Thus if the condition is
permitted, the vehicle must be braked down first with the foot brake at the downshifting of speeds to
gradually slow down the speed and then shift the speed.
 When vehicle is driving at the high speed, if we want to reverse the driving direction, the engine
speed should be decreased.
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4.3: Stopping and Parking

 Since due to the converter there is no rigid connection existing from engine to axle, we recomme
nd to secure the vehicle on upgrades. Downgrades against inadvertent rolling away not only by a
pplication of the parking brake but additionally by a brake block on the wheel, if the driver has th
e intention to leave the
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4.4: Towing
 The towing speed at Transmission Versions without secondary pump must be maximally 10
km/h, and the towing distance not longer than 10 km
 If Transmission Version with secondary pump, a towing at max. 30km/h up to a distance of
50 km is possible.
 These Instructions must be absolutely respected because otherwise the Transmission become
s defective because of the insufficient oil supply!
 In case of a longer distance, the defective vehicle must be transported.
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4.5: Oil temperature

 The oil temperature of the transmission must be monitored by a temperature sensor.
 A max. temperature of 1200C on the converter exit must not be exceeded.
 At a trouble-free unit and an adequate driving style, a higher temperature will not
appear. If the temperature is increasing above 120 0C, the vehicle has to be stopped and
must be controlled for external oil loss, whilst the engine should be running with a speed
of 1200-1500 min-1 at the NEUTUAL POSITION of the transmission.
 Now, the temperature must drop quickly (in about 2—3minutes) to normal values.
 If there is not the case, a trouble is existing which must be eliminated prior to continue
working.
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4.6 Control pressure

 The range of the normal oil pressure for gear shifting is about 1.6—1.8Mpa(16-18bar).
 For the monitoring of the control pressure, a manometer or a pressure monitor has to be
installed. If this pressure is dropping at engaged clutch below the prescribed minimum
pressure (at the shifting itself, the pressure will drop for a short time), the reason for the
pressure drop must be eliminated. The consequences of a too low control pressure are
damages of the clutches which are constantly slipping because of a too low contact
force, and are therefore damaged by overheating. On the schedule of measuring points
and the oil circulation diagrams, the measuring points of the single speeds, the
converter pressures and the lubricating pressure can be seen.
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V MAINTENANCE
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5.1 Torque converter transmission oil requirement

List of Lubricants TE-ML03
 Approved Lubricants for service fills

 Engine oils
  API CD/CE/CF/SF/SG
  MIL-L-2104C//D/E
  MIL-L-46152C/D/E
  SAE10W/10W-30/10W-40/15W-40/20W-20

 Automatic Transmission Fluid (ATF)
  Dexron®-IID/-III
  Mercon®-M
 Automatic Transmission Fluids (ATF) only at ambient temperatures below –10 0C (+140F)
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5.2 Oil –Level check
 At horizontally standing vehicle

 Transmission in Neutral position N
 Operating temperature of the transmission
 At engine idling, about 1000min-1
 Loosen oil dipstick by anticlockwise rotation, remove and clean it
 Insert oil dipstick into the oil level pipe until contact is obtained and take it out(at least
2x)
 Oil level at 400C on the lower mark “COLD”
 Oil level at 800C on the upper mark “HOT”
 The purpose of the cold oil-level check is only to ensure the adequate flow-rate of the
recycling oil for the transmission and the converter. The final decisive standard for the
oil –level is to meet the requirement of the hot oil –level check.
ATTENTION:
 IF the oil level has dropped, in relation to its condition, below the Min—zone, it is
absolutely necessary to top up oil according to ZF List of lubricants, until the oil level is
lying between the corresponding temperature marking
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5.3 Oil change and oil filling capacity

 First oil change after 100 operating hours on duty
 Every further oil change after 1000 operating hours on duty, however at least once a year!
 The oil change must be carried out as follows:
 At operating temperature of the transmission, horizontally standing vehicle, open the oil drain plug
along with sealing ring and drain the used oil.
 Note: during the oil draining drains the oil thoroughly not only from the transmission, but also from
the converter and the cooler.
 Clean the oil drain plug and the sealing surface on the housing, and install it again along with new O-
ring
 Fill in oil according to the ZF-List of lubricants, (about 28 liters, sump capacity, external oil quantities,
e.g. in the cooler, in the lines etc. are dependent on the vehicle)
 The indicated value is a guide value.
 It is absolutely necessary to pay attention to a perfect cleanliness of oil and filter!
 Binding is at any rate the marking on the oil dipstick!
 Start the engine, idle speed
 Transmission in Neutral position N
 Top up oil up to the upper marking of the zone “COLD”
 Brake the vehicle securely in position
 Shift all selector switch positions through
 Check oil level again, and top up oil again if necessary
 Oil level at 800C on the upper marking “HOLT”
 Oil level at 400C on the lower marking “COLD”, on the oil dipstick.
52
5.4 Filter replacement
 The ZF –Fine filter (pressure filter )has to be replaced at every oil change.
 Handle the filter with care at the installation, the transport and the storage!2
 Damaged filter must no more be installed!
 The installation 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
subsequently by hand about 1/3 to 1/2 turn.
 Fill in oil
 Start the engine
 Carry out the transmission oil level check at engine idling (about 1000 min-1) and at
operating temperature of the transmission
 Oil level at 400C on the lower marking “COLD”
 Oil level at 800C on the upper marking “HOT”, on the oil dipstick
 Check tightness, if necessary tighten by hand again
53
VI TROUBLESHOOTING
54
Engine can not start

 Cause and solution
1, Main starting electric circuit has problem. (power voltage, starting switch, starting relay, st
arter)
 Check loader electric circuit
2, Gear selector isn’t on neutral position

 Shift gear selector to Neutral position
3, The 5 A fuse from loader to ZF control unit is burned

 Change fuse
4, Gear selector is broken-down or its connector doesn’t touch well.

 Check the Gray wire of selector harness, reset the connector
5, Control Unit is broken-down or its connector doesn’t touch well.

 Check Control Unit connector or change new Control Unit
55
Skills: How to check Control Unit without PR68 tester!
 SMELL: Take off the connector from control unit then smell this control unit, if there is a
smell of electric components burn means this control unit is damaged.
 LISTEN: If the starting electric circuit, power supply and ZF other components are norm
al, shift gear to Neutral position then turn the switch to “ON” position (without starting en
gine), the Control Unit will sound “tick-- tick ” twice noise, immediately following the Cont
rol Unit will detect all solenoids while each solenoid momently sounds.
 LOOK: Turn switch to ON position without starting engine, shift gear selector to Neutral
position, use multimeter test the solenoids connection poles. Shift gear selector to F1, F
2, F3 & F4 respectively, and the voltage of each solenoid should accord with requiremen
t of Transmission Electric Components Testing Chart. For example, when shift to F1
, the solenoids M2, M3 & M4 should show 24V while M1 & M5 should show 0V.
 ESTIMATE: If the test result can’t meet Transmission Electric Components Testing
Chart, we should check the gear selector, every solenoid, speed sensor, ZF harness, p
ower supply harness, loader electric system and battery voltage individually. After we co
nfirm all these components are normal we can estimate this Control Unit is damaged.
56
Control pressure too low in all speeds

1, Pressure sensor or gauge are broken-down
 Change with new sensor or gauge
2, Screw torque of Control Valve Assembly is low

 Check torque limit of Control Valve Assembly screws M8-10.9 Max. 23Nm
3, Spring of Control Pressure Valve is broken

 Change
4, Fragment goes into Control Valve or the valve is blocked.

 Change new filter and clean Control Valve Assembly
5, Transmission Pump is damaged

 Change new pump
57
Control pressure too low in F1, F2, F3, other speeds are normal
Oil leakage in forward clutch
 Extinguished engine then close the oil tube to KV clutch, restart engine and shift to
F1, F2, F3, the shifting pressure must rise up to prescribed value.
 Repair the transmission.
58
Control pressure too low in R1, R2, R3, other speeds are normal
Oil leakage in reverse clutch
 Extinguished engine then close the oil tube to KR clutch, restart engine and shift to
R1,R2, R3, the shifting pressure must rise up to prescribed value.
59
Control pressure too low in F1&R1, other speeds are normal
Oil leakage in F1 clutch
 Extinguished engine then close the oil tube to K1 clutch, restart engine and shift to
F1&R1, the shifting pressure must rise up to prescribed value.
60
Shifting time too short in all speeds
1, The Orifice O-ring is damaged

 Change new O-ring
2, The screw torque of Control Valve Assembly are not correct

 Check torque limit of Control Valve Assembly screws M8-10.9 Max. 23Nm
61
Shifting time too long in all speeds
1, Orifice valve is blocked

 Clean
2, Pressure Control Valve is blocked
 Clean
62
Temperature too high

1, Temperature sensor or gauge defective
 Change
2, Oil level is not correct
 Check oil level following operation manual
3, There is air in torque converter oil cooler
 Eliminate air in cooling system
4, The oil tube is blocked from torque converter to cooler
 Check cooling tube and oil cooler
5, The radiator cooling ability is not sufficient
 Check radiator cooling ability, check engine fan-belt tension and radiator surface cle
anness
6, The converter pressure holding valve is blocked
 Check the adapter of connection to heat exchange, if this adapter screw into trans
mission too deep, it will against the Torque Converter Pressure Holding Valve.
63
No function in all speeds

1, Insufficient oil capacity
 Check oil level following operation manual
2, The spring plate between flywheel and torque converter is broken or
 Change spring plate or other damaged parts
3, Loader electric circuit is defective
 Check batteries voltage, harness and connectors
4, Shifting pressure too low
 Check as foregoing method
5, Solenoids are damaged
 The resistance of solenoid should be 100+10Ω, if it shows “o” or “∝”, change it
6, Gear selector is damaged
 Check gear selector as foregoing method
7, Control Unit is damaged
 Check as foregoing method or send to ZF Service Center
64
No function in 1st and 2nd speeds

1, Service brake switch or emergency & parking brake switch are damaged
 Open the connection of service brake switch or emergency & parking brake switch,
if loader can work in 1st and 2nd speeds, that switch needs change.
 How to define brake switches function:
 1.1: Service brake switch inner circuit is ever opening. If the resistance of its cir
cuit is “0” means this switch is damaged;
 1.2: Emergency & parking brake switch inner circuit is ever closing. If the resist
ance of its circuit is “∝” means this switch is damaged.
2, Solenoid M4 is defective.
 Change new solenoid. The resistance of solenoid should be 100+10Ω, if it shows
“o” or “∝”, change it
65
When shift loader to 3rd or 4th gear, the loader runs as 2nd gear, or
No function in 3rd and 4th gear
Speed sensor is defective

 The resistance of speed sensor should be 1020+100Ω, if the resistance of speed se
nsor shows “o” or “∝”, change it
66
No function in F1, F2 & F3

1, There is oil leakage in forward clutch
 Follow foregoing method
2, Gear selector is damaged, there is poor contact of yellow wire
 Reset and check gear selector harness or change with new gear selector
3, Solenoid M3 is defective
 The resistance of solenoid should be 100+10Ω, if the resistance of solenoid shows
4, Shift valve 3 is blocked
 Clean Control Valve Assembly
67
No function in reverse

1, There is oil leakage in reverse clutch
 Follow foregoing method
2, Gear selector is damaged, there is poor contact of pink wire
 The resistance of solenoid should be 100+10Ω, if the resistance of solenoid shows
4, Shift valve 1 is blocked
68
When shift gear to Neutral, loader go reverse, No function in F1, F2& F3, But
Reverse speeds are normal
1, Reverse clutch is burned
 Extinguished engine then close the oil tube to KR clutch, restart engine and shift to
reverse speeds, if loader can go reverse means KR clutch is burned, repair transmi
ssion
2, Shift valve1 is blocked
 Change new solenoid
 Change gear selector
69
When shift gear to Neutral, loader go forward, No function in all reverse speeds,
But F1, F2& F3 speeds are normal

1, Forward clutch is burned
 Extinguished engine then close the oil tube to KV clutch, restart engine and shift to
forward speeds, if loader can go forward means KV clutch is burned, repair transmi
ssion
70
There are only F1&R1 speeds, no function in all other speeds

1, F1 clutch is burned
 Extinguished engine then close the oil tube to K1 clutch, restart engine and shift to
F1 and R1, if loader can go forward and reverse means K1 clutch is burned, repair t
ransmission

71
Some speeds sometimes no function

1, The power voltage which supplies to control unit is not stable
 Check loader electric system
2, The circuit connection which supplies to control unit is not normal
 Check wire connection according to loader electric circuit
3, Gear selector doesn’t work stably or there is poor contact in it’s connector
4, Insufficient oil level
 Add oil to correct level
5, Solenoid or Control Unit don’t work stably or there is poor contact in its connect
or.
 Check and reset connectors
6, Valve blocked
72
Noise of transmission

1, The joint bolts between engine and transmission are loose
 Check and fix
2, Oil level in transmission is low
 Add oil to normal level
 3, The driving shafts is damaged
 Check driving shaft
 4, Spring plate between engine and toque converter is damaged
 Change spring plate
 5, There are mechanical failure in transmission
 Firstly take off the driving shafts then check. If transmission still have noise, repair transmis
sion
73
74
75
76

4wg200 Servicio Informacion Tecnica

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4wg200 Servicio Informacion Tecnica

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SEM SERVICE 4WG200 Transmission Training

SHANDONG SEM MACHINERY CO., LTD (SEM)

I General performance of 4WG200

 The 4-speed Reversing transmission is equipped with 6 multi-disk clutches.

 4WG200 consists a welded-integrated Torque Converter ZFD340

 The power-shift transmission 4WG200 consists 4 forward and 3 reverse gears.

II Important information to user

III Principle and structure of 4WG200 Transmission box

B: Pressure Check Point

D: Principle of pressure controlling

Soft shift- filling

Soft shift- control

Soft shift- final

Hard shift- final

Technical Information of the Shift Control

E: Microprocessor Control Unit EST –17T

Control unit version EST-17T

Nominal voltage 24V, reverse polarity protection

Continuous operating voltage 21V to 30V

Operating voltage <1h Up to 32V

< 5 min Up to 45V

Over-voltage protection < 2.0 ms + 200V

< 150 ms + 122V

Reverse polarity protection - 48V

Current consumption Up to 4 A including solenoid valves

Storage temperature -400C to + 850C

Operating temperature -300C to +700C

Perm. air humidity 95% at + 400C

Perm. Stress caused by vibration 5g at 10 to 100 Hz-DIN40046p.8

Impact strength 10g acc. To DIN40046 p.7

Protection style Without plug IP 64, DIN 40050 p.7/8

With plug IP 65, DIN 40050 p.7/8

Rotary switch DW-2

 How to check the connection of gear selector:

Direct control of solenoid valves

Passive reversing interlock

Shifting gears (N/A)

Special kick-down function:

Solenoid valve control in neutral position

Detection of inductive sensor failure

System behavior in case of faults

Transmission Electric Components Testing Chart

4.1: Driving preparation and Maintenance:

4.2: Driving and shifting:

4.3: Stopping and Parking

4.5: Oil temperature

4.6 Control pressure

5.1 Torque converter transmission oil requirement

 Approved Lubricants for service fills

5.2 Oil –Level check

 At horizontally standing vehicle

5.3 Oil change and oil filling capacity

5.4 Filter replacement

Engine can not start

2, Gear selector isn’t on neutral position

3, The 5 A fuse from loader to ZF control unit is burned

4, Gear selector is broken-down or its connector doesn’t touch well.

5, Control Unit is broken-down or its connector doesn’t touch well.

Skills: How to check Control Unit without PR68 tester!

Control pressure too low in all speeds

 Cause and solution

2, Screw torque of Control Valve Assembly is low

3, Spring of Control Pressure Valve is broken

4, Fragment goes into Control Valve or the valve is blocked.