CPower Product Training.09.2016.En

cPower training
Walter Rehberger
MAVG 73
ZF Friedrichshafen AG
1 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

cPower Training – Course of action
1. Introduction
2. Why cPower?
3. What is cPower?
4. Advantages / Challenge
5. Physical Design
6. Theory of operation
7. Maintainance
8. Software Functions

Introduction

1. Introduction
2. Why cPower?
3. What is cPower?
5. Physical Design
7. Maintainance

Why cPower?
 A common 44000 lbs

Market demand machine has an
estimated fuel
 The increasing fuel price
consumption of 18
requires better
transmission concepts
 The government If a machine would have an

estimated operation time of
regulations concerning 10000h cPower would save
emmissions requires less 36000 liters of fuel.
CO² emmisions
Thats similar to 209000 lbs
of CO² emissions
ZF cPower

1. Introduction
2. Why cPower?
3. What is cPower?
5. Physical Design
7. Maintainance

What is cPower?
 Continously variable transmission for construction

machinery
 Fully powersplit CVT technology in all driving ranges
 Reduction of diesel engine speed independent of driving

speed (constant speed possible)
 Consistent high efficiency
 Smooth acceleration through hydraulic powersplit

technology
 Up to 25% less fuel consumption

1. Introduction
2. Why cPower?
3. What is cPower?
5. Physical Design
7. Maintainance

Advantages
 Wide angle hydrostatics in double yoke
 High tractive effort at low engine power
 High efficiency
 On-board electronic
 Reduced vehicle wiring harness
 Two integrated PTO
 Higher PTO performance at lower speeds
 Double filtering guarantees highest clarity of oil
 No external tubes or wiring
 Roboust and very compact gear set
 Long-time, well proven ERGOPOWER design concept
 Low drag tourque through reduced number of couplings

Challenge
 Highly oil clarity needed
 Highly cleanliness required
 Vehicle communication between interfaces

1. Introduction
2. Why cPower?
3. What is cPower?
5. Physical Design
7. Maintainance

Physical design
PTO 1 PTO 2 Input
Hydrostatic Unit
Transmission-oil
line
Output shaft
TCU + Control
Unit
Physical design
Drive
direction
clutches
Planetary
gear
Hydrostatic
unit
Driving
range
clutches

cPower - Transmission system z15
PTO2
KR
PTO1
z3 z4
KV
An
z1 z2
z6
z5
zP1
zP2
z7
zS2
zS1
P1-M2
zH
z9
z8
M1-P2
z10
z11
K1
z12
K2
z13
z14
Ab Ab

cPower - Transmission system
z15
PTO2
Input (diesel engine, KR

PTO1
vibration absorber) z3 z4
KV
An
z1 z2
z6
z5
zP1
zP2
z7
zS2
zS1
P1-M2
zH
z9
z8
M1-P2
z10
z11
K1
z12
K2
z13
z14
Ab Ab

z15
PTO2
Reverse unit KR
PTO1
z3 z4
KV
An
z1 z2
z6
z5
zP1
zP2
z7
zS2
zS1
P1-M2
zH
z9
z8
M1-P2
z10
z11
K1
z12
K2
z13
z14
Ab Ab

z15
PTO2
Power Take Offs KR

PTO1
(rotating faster than z3 z4
input speed) An
KV
z1 z2
z6
z5
zP1
zP2
z7
zS2
zS1
P1-M2
zH
z9
z8
M1-P2
z10
z11
K1
z12
K2
z13
z14
Ab Ab

z15
PTO2
Planetary gear for KR

PTO1
synchronous rangeshift z3 z4
KV
An
z1 z2
z6
z5
zP1
zP2
z7
zS2
zS1
P1-M2
zH
z9
z8
M1-P2
z10
z11
K1
z12
K2
z13
z14
Ab Ab

z15
PTO2
Hydromodul with KR
PTO1
double yoke z3 z4
KV
An
z1 z2
z6
z5
zP1
zP2
z7
zS2
zS1
P1-M2
zH
z9
z8
M1-P2
z10
z11
K1
z12
K2
z13
z14
Ab Ab

z15
PTO2
Range clutches KR
PTO1
z3 z4
KV
An
z1 z2
z6
z5
zP1
zP2
z7
zS2
zS1
P1-M2
zH
z9
z8
M1-P2
z10
z11
K1
z12
K2
z13
z14
Ab Ab

z15
PTO2
Output KR
PTO1
z3 z4
KV
An
z1 z2
z6
z5
zP1
zP2
z7
zS2
zS1
P1-M2
zH
z9
z8
M1-P2
z10
z11
K1
z12
K2
z13
z14
Ab Ab

Axial piston pump / engine
Hydropump Hydroengine Hydropump Hydroengine
nPump nengine nPump nengine
• Small angle • wide angle • wide angle • Small angle

• Small displacement vol. • Big displacement vol. • Big displacement vol. • Small displacement vol.
• High rot. speed • low rot. speed • low rot. speed • High rot. speed
nHydropumpe nHydropumpe
iHydro   very high iHydro   very low
nHydromotor nHydromotor
The variation of the yoke angle allows to

continously adjust the variator ratio
Funcionality hydromodule
HP Position neu: CVT 210 (160ccm) CNH PL18 V8-V11C 44°

180
Fördervolumen, Druck
displacement - pressure
500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
HE
60
Dp2 150
40
100
20 50
0 0
0 5 10 15 20 25 30 35 40 45
v [km/h]

HP 180
Position
neu: CVT 210 (160ccm) CNH PL18 V8-V11C 44°
500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
HE
60
Dp2 150
40
100
20 50
0 0
0 5 10 15 20 25 30 35 40 45
v [km/h]

HP 180
Position
500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
HE
60
Dp2 150
40
100
20 50
0 0
0 5 10 15 20 25 30 35 40 45
v [km/h]

HP 180
Position
500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
HE
60
Dp2 150
40
100
20 50
0 0
0 5 10 15 20 25 30 35 40 45
v [km/h]

Synchronus rangeshift
Position
180 500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
60
Dp2 150
40
100
Pump and 20 50
Engine 0 0
0 5 10 15 20 25 30 35 40 45
changes v [km/h]

HE 180
Position
500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
HP
60
Dp2 150
40
100
20 50
0 0
0 5 10 15 20 25 30 35 40 45
v [km/h]

HE 180
Position
500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
HP
60
Dp2 150
40
100
20 50
0 0
0 5 10 15 20 25 30 35 40 45
v [km/h]

HE 180
Position
500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
HP
60
Dp2 150
40
100
20 50
0 0
0 5 10 15 20 25 30 35 40 45
v [km/h]

HE 180
Position
500
160 450
400
140
350
120
VgP1
300
V g [c m 3 ]
VgM2
D p [b a r ]
100
VgM1 250
80 VgP2
200
Dp1
HP
60
Dp2 150
40
100
20 50
0 0
0 5 10 15 20 25 30 35 40 45
v [km/h]

Hydromodul
 Pump starts in 0°
Motor starts in 44°
 combined movement until
pump is in 44° and motor in 0°
 Combination of two kits in one
double yoke

Hydraulic oil flow at Hydrostat
Hydrostat KitC HP-Channel A
Hydrostat KitP
Lubrication Adjustment cylinder
1,5 bar
feeler
Lubrication
5 bar PRV
HP-Channel B  adjustment Hydrostat
Leakage Shuttle valve HP-channel „AB“
(routes HP )
2 high pressure sensor
• 1 sensor always at HP-Channel
• 1 sensor always at A-Channel
Hydraulic plan
PRV-Magnet

High pressure signals
This Sensor shows:

Range1 Range2
Forw_load AB/A AB
Forw_coast AB AB/A
Rev_load AB AB/A
Rev_coast AB/A AB
By validating these information

you are able to distinguish if it‘s load or coast
p_HP_Sensor_A p_HP_Sensor_AB

Pressure channels
Oil feed channel

Long Channel A
Short Channel B
AB Channel
Kit P -> 0°
Kit P -> 44°
Oil Sump

Pressure channels
Oil feed channel

Long Channel A
Short Channel B
AB Channel
Kit P -> 0°
Kit P -> 44°
Oil Sump

Sectional view

Structure of Sauer-Danfoss 45° kit

High pressure valves
Function: feed
- opens at 1,6 bar feed pressure if there is no high pressure
Oil feed HP-Saefty - If the channel is put by pressure the oil feed channel will be closed
Funktion: HP-Saefty
- opens at 500bar.
Oil feed
Long channel A
Short channel B
HP-Spring
Feed-Spring

Double yoke
feeler
spring
PRV-Cartridge
Adjusting arm
adjust cylinder

Adjustment
Double
yoke
Oil feed channel

Long channel A
Short channel B
AB channel
Kit P -> 0°
Kit P -> 44°
Oil sump

PRV
F Magnet F spring
AB channel
Kit P -> 0°
Kit P -> 44°
Oil sump

Main pressure
valve 20bar
Pressure reduce
Lubrication valve 9bar
pressure valve
4,5 bar
Filterbypass
valve
Sump temp.
sensor

4x clutch pressure – below duct plate
K2
KV
KR
20bar – system pressure

K1
>20bar – pump pressure
Option
<4,5bar – lubrication press.
9bar – red. syst. pressure
od. K3
pressureless
Measurement opportunities
Measuring point clutch K2

Measuring point clutch KV
Measuring point clutch KR
Measuring point clutch K1
Measuring point clutch opt.

Circuit diagram
Circut diagram

Sensor locations
Breather
KR
Sun 2
Out

1. Introduction
2. Why cPower?
3. What is cPower?
5. Physical Design
7. Maintainance

Power flow z15
PTO2
z15
PTO2
z15 z15
Forwards Reverse
KR KR
PTO2
PTO1 PTO2
PTO1
z3 z4 z3 z4
KR
KV KR
KV
An PTO1 An PTO1
z1
z3 z4
z2 z1
z3 z4
z2
z6 z6
z5 z5
zP1
zP1
zP2
zP2
z7 z7
KV KV
zS2
zS2
An An
P1-M2
zS1
zS1
P1-M2
z1 z2 z1 z2
z6 z6
z5 zH z5 zH
zP1
zP1
zP2
zP2
z7 z7
z9 z9
Planetary
z8
/ Kit C shaft Planetary
z8
/ Kit C shaft
zS2
zS2
P1-M2 P1-M2
zS1
zS1
M1-P2 M1-P2
z10 zH z10 zH
z11 z11
1. Range z8
K1
z9
2. Range z8
K1
z9
M1-P2 M1-P2
z10 z10
z12 z11 z12 z11
K1 K2 K1 K2
z13 z13
z12 z12
K2 z14 K2 z14
Ab Ab Ab Ab
z13 z13
z14 z14
53 MAVG 73, cPower Ab Ab Ab Ab

© ZF Friedrichshafen AG, 2016
Load / coast cycle
FB1 FB1
load coast
Pump Motor
Motor Pump

1. Introduction
2. Why cPower?
3. What is cPower?
5. Physical Design
7. Maintainance

Maintainance
Oil grade:
Approved oils for cPower transmissions see ZF List of Lubricants TE-ML 03:
For more details see online under http://www.zf.com (use google search TE-ML 03)
Oil level check:
Strict observance of the prescribed safety directives acc. to

§ 6 of the Accident Prevention Regulations for Transmissions
in Germany, or acc. to the relevant national regulations in all
other countries is imperative.
For example, the vehicle has to be secured against rolling
away by means of wheel chocks, articulated vehicles must be
additionally secured against unintentional turning-in.

Maintainance
 Oil level check (weekly)
 Vehicle in horizontal position
 At engine idling, (approx. 800-1000 rpm)
 Transmission in neutral position „N“
 In the cold start phase, the engine must be running for about 2 – 3 minutes at idling
speed, and the marking on the oil sight glass must then be above the cold-start mark
“COLD-MIN“
 At operating temperature of the transmission (70°-80°C / 158°F-176°F)
the oil level must be within the „HOT“ range
The oil level can be checked with an oil sight glass which is located on the PTO
side. The oil level must be within the cold/hot marks.

Oil Filter
First oil change after 2000 operating hours.

Oil filter must be replaced at each oil change !!!!!
Start the Calibrations after each oil change.
The Transmission has a filter bypass valve. With the „SPN523305 FMI0“(oil filter
contaminated) error code the transmission shows the operator a contaminated
filter. After this message at the display the filter needs to be replaced.
The second filter (hydrostatic filter) needs to be replaced every 4000h

Filterhead
Bypass
Baypassventil – Differenzdruck +1,5

5,7 -0,5 bar
Bypass Valve Pressure Difference
Filter
1. Introduction
2. Why cPower?
3. What is cPower?
5. Physical Design
7. Maintainance

Software Funcitons
Some Software Functions are able to limit the functionality of the transmission!
Especially „ZF Test Service“ employees should keep this in mind for customer claims!
furthermore these functions are designed to protect the transmission in certain cases:
- Cold Start Function:
- Clutch Calibration:
- Hydrostat Calibration:
- Cooler Support Function:
- Limp Home

Cold Start Function: Gerneral Information
 Cold start is triggered by TCU itself at startup

 During cold start the TCU must control the engine via TSC1 control command
 After the cold start procedure is finished successfully
– the machine operates only within first gear. Reversals are possible only with intermediate neutral
shift
– the first „get into gear“ can occur at 1800rpm
 When cold start aborts in some cases (e.g. high pressure too low) the TCU goes to TCU Shutdown
forcing the operator to switch off/on ignition. At TCU startup the cold start procedure is triggered once
again
 Reasons for cold start abort are communicated in ZFCST message
 While engine and ignition are on: if sump temperature falls below a cold start threshold, TCU goes to
„TCU Shutdown“ forcing the operator to switch off/on ignition. At TCU startup the cold start procedure
62 is triggered once again

MAVG 73, cPower © ZF Friedrichshafen AG, 2016
Cold Start Function: Start/Break conditions
 Engine running
 Engine has to honor TSC1 control request from the TCU
 Vehicle standstill
 Neutral request
 Parking brake engaged
TCU
TCU triggers cold

start itself temperature
based. No external
trigger possible.

Clutch Calibration
 Clutch calibration must be performed at the end of the customer production line
 Until clutch calibration was carried out by the customer for the first time the failure code 360.9
„Calibration data lost“ will be sent on CAN
 Successful end of clutch calibration at the end of the customer production line will be indicated by the
status information on CAN: 0x01 „clutch cal. successful“
 If the clutch calibration must be aborted, the reason will be broadcasted on CAN in message ZFCC
(Byte 2: Break condition)
 When commanding „clutch calibration“, the start conditions have to be fulfilled. Otherwise, after a
timeout period, the transmission will go to TCU shutdown and broadcast the failure „Operation Mode
command invalid“
 During clutch calibration the TCU must be able to control the engine by means of TSC1

Clutch Calibration: Start/Break Conditions
Signals values for clutch calibration start condition: Signals values for clutch calibration break condition:
• 0x00 "All conditions fulfilled" • 0x00 "All conditions fulfilled"

• 0x01 "false command for clutchcalibration" • 0x01 "aborted by user"
• 0x02 "eng. speed too high"
• 0x02 "eng. speed too high“(>2000rpm) • 0x03 "eng. speed too low"
• 0x04 "trm oil sump temp. too high"
• 0x03 "eng. speed too low“ (<700rpm) • 0x05 "trm oil sump temp. too low"
• 0x06 "no neutral request"
• 0x04 "trm oil sump temp. too high“ (>80 °C)
• 0x07 "trm output speed not zero"
• 0x05 "trm oil sump temp. too low" (<50 °C) • 0x08 "trm op. mode not NORMAL"
• 0x09 "park brake not applied"
• 0x06 "no neutral request" • 0x0A "pressure too high"
• 0x0B "reference time determination for clutch drain failed"
• 0x07 "trm output speed not zero"
• 0x0C "no value found"
• 0x08 “driver presence condition not fulfilled“ • 0x0D "no clutch selected"
• 0x0E "calibration not active"
• 0x09 "park brake not applied" • 0x0F "clutch slipping time too long"
• 0x10 "internal calibration timeout"
• 0x0A "actual transmission operation mode not NORMAL"

• 0x0B “Calibration alread started within current ignition cycle“

Hydrostat Calibration: General information
 Hydrostat calibration must be performed at the end of the customer production line
 Until hydrostat calibration was carried out by the customer for the first time the failure code 360.9
„Calibration data lost“ will be sent on CAN
 Successful end of hydrostat calibration at the end of the customer production line will be indicated by
the status information on CAN: 0x01 „hydrostat cal. successful“
 If the Clutch calibration must be aborted, the reason will be broadcasted on CAN in message ZFHC
(Byte 2: Break condition)
 When commanding „hydrostat calibration“, the start conditions have to be fulfilled. Otherwise, after a
timeout period, the transmission will go to TCU shutdown and broadcast the failure „Operation Mode
command invalid“
 During hydrostat calibration the TCU must be able to control the engine by means of TSC1

Hydrostat Calibration: Start/Break Conditions
Signals values for hydrostat calibration start condition: Signals values for hydrostat calibration break condition:
• Signals values for hydrostat calibration start condition: • 0x00 "All conditions fulfilled"
• 0x01 "aborted by user"
• 0x00 "All conditions fulfilled"
• 0x02 "eng. speed too high"
• 0x01 "false command for hydrocalibration" • 0x03 "eng. speed too low"
• 0x04 "trm oil sump temp. too high"
• 0x02 "eng. speed too high" (>2000rpm) • 0x05 "trm oil sump temp. too low"
• 0x06 "no neutral request"
• 0x03 "eng. speed too low“(<700rpm) • 0x07 "trm output speed not zero"
• 0x08 “driver presence condition not fulfilled"
• 0x04 "trm oil sump temp. too high“ (>80°C) • 0x09 "park brake not applied"
• 0x05 "trm oil sump temp. too low" (<50°C) • 0x0A "aborted by internal failure (see DTC)”
• 0x0B “max value for hydrostat angle could not be reached”
• 0x06 "no neutral request" • 0x0C “HYK timeout – max. calibration time exceeded“
• 0x0D „current value when hydrostat pump starts turning is too high“
• 0x07 "trm output speed not zero" • 0x0E „current value when hydrostat pump starts turning is too low“
• 0x0F „negative hydostat angles could not be reached“
• 0x08 “driver presence condition not fulfilled“ • 0x10 „current too high for max value of hydrostat angle"
• 0x09 "park brake not applied" • 0x11 „Direction clutch could not be closed“
• 0x0A "actual transmission operation mode not NORMAL"

• 0x0B “Calibration already started within this ignition cycle“

Cooler Support Funtion
Sump temperature
C_Sump /[°C] High pressure:
AccPedPos/[%] p_HD
90
Range1 Range2
t_active
85
83
100
Lim_Reset_Thd
t Trm Output
Speed: n_out
t0 t1= t2 t3 t4 t5= High pressure
tReset reduction corresponding
tSet to a 25kW power loss
Activation: Deactivation:
If the transmission sump oil temperature The transmission sump oil temperature C_Sump
C_Sump exceeds the 85° threshold while the falls below a value of 83 °C
machine is running in range 1, the limitation to the Accelerator Pedal Position signal received
range 1 becomes active immediately and the rim from the CAN bus falls below threshold
pull limitation as described above becomes Lim_Reset_Thd (e.g. 5%).
68 active MAVG 73, cPower © ZF Friedrichshafen AG, 2016
Limp Home
 Intention:
• limited operation of the transmission
• Intended to allow operator to leave area of work or
area of danger
• Not intended to further continuing productive work
 Functionality
• Limited to first range, Limited to forward/reverse in Normal Limp
case of a problem with the clutches Home
• Reversals over neutral

• With high pressure limitation unless no failure of
high pressure sensors Calibration
 Error Situation
• In case a LH error occurs: neutral shift, neutral
acknowledgement at standstill required
• When failure no more valid: returns to normal TCU Transmission
operation automatically
…
Shutdown Shutdown

Thank you for your attention
ZF Friedrichshafen AG behält sich sämtliche Rechte an den gezeigten technischen Informationen einschließlich der Rechte zur Hinterlegung von Schutzrechtsanmeldungen und an daraus entstehenden Schutzrechten im In- und Ausland vor.
ZF Friedrichshafen AG reserves all rights regarding the shown technical information including the right to file industrial property right applications and the industrial property rights resulting from these in Germany and abroad.

CPower Product Training.09.2016.En

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CPower Product Training.09.2016.En

Uploaded by

Copyright:

Available Formats

cPower training

1 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

2 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

3 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

4 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

 A common 44000 lbs

 The government If a machine would have an

5 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

6 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

 Continously variable transmission for construction

 Reduction of diesel engine speed independent of driving

 Smooth acceleration through hydraulic powersplit

7 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

8 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

 High tractive effort at low engine power

 Reduced vehicle wiring harness

 Two integrated PTO

 Higher PTO performance at lower speeds

 Double filtering guarantees highest clarity of oil

 No external tubes or wiring

 Roboust and very compact gear set

 Long-time, well proven ERGOPOWER design concept

 Low drag tourque through reduced number of couplings

9 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

 Highly oil clarity needed

 Highly cleanliness required

 Vehicle communication between interfaces

10 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

11 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

13 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

14 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

Input (diesel engine, KR

15 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

16 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

Power Take Offs KR

(rotating faster than z3 z4

17 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

Planetary gear for KR

18 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

19 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

20 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

21 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

Hydropump Hydroengine Hydropump Hydroengine

nPump nengine nPump nengine

• Small angle • wide angle • wide angle • Small angle

The variation of the yoke angle allows to

HP Position neu: CVT 210 (160ccm) CNH PL18 V8-V11C 44°

23 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

24 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

25 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

26 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

27 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

28 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

29 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

30 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

31 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

32 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

Hydrostat KitC HP-Channel A

33 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

This Sensor shows:

By validating these information

34 MAVG 73, cPower © ZF Friedrichshafen AG, 2016

Oil feed channel

35 MAVG 73, cPower © ZF Friedrichshafen AG, 2016