manual transmissions in commercial vehicles

TRANSMISSION INSTALLATION

Guidelines for the Installation of Manual Transmissions in Commercial Vehicles

1203 765 110h

Subject to alterations in design

Copyright by ZF

This documentation is protected by copyright. Any reproduction or dissemination in whatever formwhich does not comply fully with the intended pur-pose of this documentation is prohibited without theconsent of ZF Friedrichshafen AG.

Printed in Germany

ZF Friedrichshafen AG / 2001-07

Edition: 2006-10

1203 765 110h

Preface

31203 765 110 - 2005-05

Preface

Proper installation in accordance with the instruc-tions given is essential to optimum operating qualityand function. These guidelines must be observed toavoid all functional risks, transmission damage,transmission failure, and restrictions to operations.

When first installing, we would also recommendrequesting that ZF undertake an installation check.

Liability

Liability for the recommendations contained in theguidelines provided below focuses on our General conditions for the delivery of vehicle transmissions,steering systems, axles, and components (valid as ofAugust 1994). No more far-reaching liability isaccepted.

In particular, the recommendations do not guarantee characteristics.

All the values specified in these guidelines are approximate values.

If you have any questions, please contact ZF DesignEngineering, department:LPE1, for Ecolite and Ecomid transmissionsLPE2, for Ecosplit transmissions

ZF Friedrichshafen AGCommercial Vehicle and Special Driveline TechnologyPhone +49 (0) 7541 77-0Fax +49 (0)7541 77-908000Internet: www.zf.com

Safety Instructions

The following safety instructions appear in this man-ual:

NOTERefers to special processes, techniques, information,etc.

CAUTIONThis is used when incorrect, unprofessional working practices could damage the product.

DANGER!This is used when lack of care could lead to personalinjury or material damage.

THREATS TO THE ENVIRONMENT!Lubricants and cleaning agents must not be allowedto enter the soil, ground water, or sewage system. Ask your local environment agency

for safety information on the relevant products and adhere to their requirements.

Collect used oil in a suitably large container. Dispose of used oil, dirty filters, lubricants, and

cleaning agents in accordance with environmental protection guidelines.

When working with lubricants and cleaning agentsalways refer to the manufacturers instructions.

!

!

Transmission Installation Overview of Amendments: 1203 765 110

Index Date of issue Chapter Initiator Comment

h 2006-10 11 LVA2-N Resonance speed NMV 221

41203 765 110 - 2006-10

1 Transmission Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11.1 Engine Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11.2 5 Transmission Installation Angle Exceeded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21.3 Clutch Bell Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21.4 Separating Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31.4.1 Driver Disc with Torsion Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41.5 Propshaft Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51.5.1 Permissible Uniformity of Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51.5.2 Permissible Resultant Deflection Angle per Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51.5.3 Permissible Resultant Deflection Angle for all Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61.5.4 Simple Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81.5.5 Bending Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-91.5.6 More Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9

2 Transmission Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.1 Input torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.1.1 Coasting Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.2 Vehicle Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.3 Torsional Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.3.1 Permissible Vibrations on Transmission Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.3.2 Rotational Irregularity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22.4 Bending Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32.4.1 Vertical Vibrations Caused by Irregularities in the Road Surface . . . . . . . . . . . . . . . . . . . . . . . . . 2-32.4.2 Bending Vibrations Caused by Propshaft and/or Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

3 Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13.1 Mechanical Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13.1.1 Gearshift Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13.1.2 Remote Control Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13.1.3 Shift and Selector Strokes on Shift Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23.2 Cable Control Shifts (Remote Control Block and Control Cable) . . . . . . . . . . . . . . . . . . . . . . . . . 3-23.2.1 Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33.2.2 Selecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33.2.3 Shift and Selector Strokes on Shift Lever without Clearance in the Cab . . . . . . . . . . . . . . . . . . . 3-33.3 Hydraulic Gear Change System (HGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43.3.1 Lines for Hydraulic Gear Change System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43.3.2 Remote Control Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43.3.3 Shift and Selector Strokes on Shift Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43.4 Shift and Selector Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53.5 Selector Forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73.5.1 Recommended Selector Forces per Gate on Shift Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73.6 Failsafe to Prevent Incorrect Shifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-83.7 Integrated Pneumatic Servo Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-93.7.1 SERVO - Air Deactivation with Closed Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-93.7.2 Design of the Shift System in Conjunction With the Pneumatic Servo Shift System . . . . . . . . . . 3-9

4 Transmission Input Speed, Direction of Rotation, and Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14.1 Input Speed (Engine Speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14.2 Direction of Rotation of Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

Table of ContentsTransmission Installation

51203 765 110 - 2005-05

4.3 Noises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14.4 Rattling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

5 Transmission Oil Temperature, Transmission Cooling, and Use in Sub-Zero Temperatures . . 5-15.1 Permissible Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.2 Causes of Excessive Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.3 Measures for Transmission Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.3.1 Connecting to Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.4 Use in Sub-Zero Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25.5 Storing the Transmission at Low Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

6 Transmission Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

7 Transmission Support and/or Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17.1 Transmission Flange-Mounted on Engine Installation Arrangement . . . . . . . . . . . . . . . . . . . . . 7-1

8 Auxiliary Power Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18.1 Installing Transmissions with ZF Auxiliary Power Units Fitted . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18.2 Retrofitting ZF Auxiliary Power Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18.3 Fitting Third Party Units (e.g. Secondary Retarders and PTOs) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

9 Connections on Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19.1 Electrical Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19.2 Pneumatic Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29.2.1 Air Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29.3 Hydraulic Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29.4 Speedo Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2

10 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.1 Ambient Transmission Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.2 Subsequent Paintwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.3 Fording Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.4 Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.4.1 Bleeding using a Simple Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.4.2 Bleeding by Means of Hose Line in Dry Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.5 Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-210.6 Transmission Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-210.7 Additional Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-210.8 Transmission Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-210.9 Operating and Warning Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-310.10 Vehicle Handover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3

11 Selection Criteria for ZF PTOs (engine and clutch dependent) . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1

12 Additional Instructions for Body Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-112.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-112.2 Function Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-112.3 Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-112.4 Transmission Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

Table of ContentsTransmission Installation

61203 765 110 - 2005-05

Transmission Installation

1-11203 765 110 - 2005-05

016 855

016 856

016 857

Magnetic stand

Flywheel

Dial gage

Crank-shaft

Engine housing

A

Magnetic stand

Flywheel

Dial gage

Crank-shaft

Engine housing B

Magnetic stand

Flywheel

Dial gage

Crank-shaft

Engine housingC

1 Transmission Installation

1.1 Engine Connection

To ensure that the engine/transmission combina-tion functions perfectly,

the position of the center of the pilot bearing (usually the center of the crankshaft) in relationto the center of the transmission input shaft

and

the connection area on the engine

may only deviate from the geometrically ideal position within certain limits.

The following tolerances relating to the crankshaftaxes are permitted:

0.1 mm concentricity tolerance A for thecrankshaft bore (for the roller bearing whichguides the transmission input shaft).

0.2 mm concentricity tolerance B for the centering bore (for supporting the transmis-sions) in the flywheel housing.

0.1 mm run-out tolerance C for transmissionconnection face on flywheel housing.

We would also like to point out the dimensionsand tolerances defined in ISO 7649.


1-21203 765 110 - 2005-05

1.2 5 Transmission Installation Angle Exceeded

The longitudinal transmission inclination should notexceed 5.Transmissions with range change groups and combinations with splitter groups (GV) can endure atotal inclination (vehicle inclination incl. transmis-sion inclination) of 14 without any damage. This corresponds to a gradient of: 16 % at 5 transmission inclination 25 % at 0 transmission inclination

Vehicle operation on greater gradients is only permitted for brief intervals.

ZF should be contacted if the vehicle application is associated with frequently occurring, greater gradients and with other transmission combinations.

The transverse transmission inclination may be up to3. ZF should be contacted if this value is exceeded.

1.3 Clutch Bell Housing

Mounting on transmission

The number of screws, screw qualities, screw-inlengths, and tightening torques specified in the relevant transmission installation drawing must be observed.

The correct screw length should be selecteddepending on the clutch bell housing wall thickness and thread depth in the transmissionhousing.

Fastening to flywheel housing

Use ISO 4017 hex screws of a high strength class (8.8 or 10.9) .

Use shims as defined in ISO 7089/7090. Screw-in depth in gray cast or light alloy in

accordance with VDI guideline 2230. Tightening torque:

M10 46 5 NmM12 79 8 Nm

Note additional thermal load (e.g. using 10.9 boltwith tightening torque for a 8.8 bolt).

CAUTIONDo not use lock-head bolts and/or washers!

Transmission type nengine_nom [rpm]* max. clutch JK [kgm2]**ZF-Ecolite 5 S 200 / 5 S 270 4300 240 0.007

6 S 300 / 6 S 380 4300 280 0.0175S 5-42 2600 362 0.0586 S 850 2600 395 0.08

ZF-Ecomid 9 S 75 2400 395 0.08All other Ecomid types 2400 430 0.12

ZF-Ecosplit all Ecosplit types 2300 430 0.12BUS 6 S 890 / 6 S 700 2600 395 0.08

S 6-85 / 6 S 1000 / 6 S 1200 2500 430 0.126 S 1600 / 6 S 1700 / 6 S 1900 2500 430 0.128 S 180 / 8 S 2100 2400 430 0.12


1-31203 765 110 - 2005-05

1.4 Separating Clutch

Only torsion-dampened clutches and clutches forthe relevant engine-transmission combination maybe used for this purpose.

The permissible slipping torque of the clutch (TK)is 1.7 0.4 x TNominal transmission torque peaks in incursion up to max. 2.2 x TNominal transmission torqueare permitted.

The maximum permissible inertia torque of the clutch disc (JK) depends on the transmission type and clutch used.Approximate values for 1-disc clutches can be seenfrom the following table.If the mass inertia torque values specified in thetable are exceeded or when using 2-disc clutches, ZFDesign Engineering must be contacted.

Clutch separating characteristics

To prevent increased wear on synchronizer unitsand shift elements, clean clutch separating characteristics must be ensured by the vehicle manufacturer.The clutch fully separates at 70 % of the pedalstroke.

The following places must be greased for this pur-pose (following details provided by clutch/vehicle manufacturer):

Spline of input shaft and/or clutch hub.

CAUTIONThe relevant manufacturer specifications apply togreasing nickel-coated clutch hubs. If grease isused, ZF Sachs recommends only applying smallvolumes and using Shell Olysta Longtime 3EP.

Contact point between release fork / release mechanism.

Contact point for release mechanism and releaseflange.

NOTEWhen working with release mechanisms with apolyamide bush, this contact point must not begreased.

The point between the release bearing anddiaphragm spring lugs should also not be greased.

* Higher speeds following agreement with ZF Design Engineering.** Approximate values for single-disc clutch.


1-41203 765 110 - 2005-05

1.4.1 Driver Disc with Torsion Damper

The torsion damper in the driver disc of the separat-ing clutch should be configured along with theclutch manufacturer so that the combustion enginestorsional vibrations are sufficiently decoupled forthe transmission. The limit values given in Sections 2.3.1 and 2.3.2should be observed in particular.

The stop torque for the springs must be 1.3 x nominal engine torque.

Approximate values for the torsional rigidity of thesprings are given in the diagram provided below.

Best efforts must be taken to ensure the smallestrigidity possible. Values of the upper limit curveare permitted for engines with 6 or more cylinders inexceptional circumstances.

If these recommended values cannot be observed,ZF Design Engineering and the clutch manufacturermust be contacted.

0

100

500 1000 1500 2000 2500 3000

200

300

400

500

600

700

Perm

issi

ble

tors

ion

dam

pers

Rig

idity

[Nm

/]

Engine torque [Nm]

Upper l

imit cur

ve

Design

optimu

m

017716


1-51203 765 110 - 2005-05

1.5 Propshaft Connection

A propshaft may be the cause of torsional and bend-ing vibrations in the driveline. The following values should therefore be observed.The vehicle manufacturer is responsible for doingthis.Exceptions from the specified values must beapproved on a case-by-case basis.

1.5.1 Permissible Uniformity of Rotation

The maximum permissible angle acceleration amplitudes () in the driveline are 1500 rad/s2 (seeSection 2.3.2). Smaller values do not cause vibrationdamage.

Rotary acceleration in the driveline can be checkedby means of calculation or measurement. Alterna-tively, the rotary angle error () can be used.

Relationship between and :

perm. 1 500 rad = [] n2 [rpm 2]s2 1 306

Limit values are displayed for the permissibledeflection angles in the following sub-sections. If these are observed, the vibration amplitudes created by the propshaft will not exceed the abovevalue.

The limit values for the deflection angle are used in particular if there are no calculations or measure-ment of the vibration amplitudes.

1.5.2 Permissible Resultant Deflection Angle per Joint

The resultant angle R must first be determined for spatial propshaft layouts using the followingformula:

tan R = tan2 H + tan2 V

with H -deflection angle in horizontal view (outline view level),

with V -deflection angle in vertical view (elevation view level).

Here, the deflection angle is defined as the anglebetween the rotary axles in front of and behind thejoint in the relevant level.

As a rough estimate, the angle R can also be determined from the diagram at the top of page 1-6.

0.2

+0.1

00.1

0.2

S 0013

1.2

1.8

1.6

1.4

1.0

0.8

0.6

0.4

0.2

1000 2000 3000

Propshaft speed n (rpm)

Rota

ry a

ngle

Limit curve for measurementsperm. 1 500 rads2

S 0014

007927

1 rotation

1 rotation


1-61203 765 110 - 2005-05

Fig. 1.1 Resultant deflection angle R for spatial propshaft arrangement

Examples of calculations:

Outline view level Elevation view level

tan R = 0.162 + 0.232 = 0.28 R = 15.6

Acc. to diagram: R 15

The reliability of R depends on the type, size,and speed of the propshaft.

CAUTIONFor PTOs, the permissible spatial deflection angleR must not exceed 7.

Fig. 1.2 Permissible propshaft deflection angle R

1.5.3 Permissible Resultant Deflection Angle forall Joints

The resultant deflection angle E is determined fromthe resultant angles of the individual joints with thefollowing formula:

E = R12 R22 R32 . . .

The following applies as the prefix rule for the individual angles :

+ if the spider is vertical Input Outputto the output fork

if the spider is vertical Input Outputto the input fork

Limit value: E < 3

NOTEPropshaft calculation programs (graphic depictions)can be ordered from the Printing and Logisticsdepartment ([email protected]) by specifying the following numbers: CD-ROM - 0000 766 707, diskette - 0000 766 708. Basis: Windows 3.11, 95, 98, NT

500 1000 1500 2000 2500 3000 3500 4000

18

20

16

14

12

10max. 7 at PTO

8

6

4

2

0

Defle

ctio

n an

lgle

R

Product range


R

Flange 165/180/225

Flange 150

90

90

S 0010

10

15

20

25

13

9 10 15 5

0

5

20 25 H

R

V

5

10

15

20

25

30

021847

007098_en

V =13 H =9

021846


1-71203 765 110 - 2005-05

1 = 12 1 = 12

1 = 51 = 5

1 = 15 1 = 15

2 = 142 = 14

2 = 42 = 4

2 = 12 2 = 12

Z-arrangement W-arrangement Angle error Res. defl. angle

= 1 2 E = 12 + 22

0 0

1 3

1 5.4

Example 3 shows that with larger deflection angles, even an angle error of 1 results in excessively high joint deflection angles.

Example 3(large bendingangle withangle error)

021848

Application examples for the influence of the deflection angle parameters 1 and 2 on the resultantdeflection angle E

Example 1(exact Zand/or Warrangement)

Example 2(small bendingangle withangle error)


1-81203 765 110 - 2005-05

1.5.4 Simple Configurations

The axles should be mounted appropriately for all vehicle load statuses so that a precise propshaft Z configuration (1 = 2) is produced.Information on this subject can be seen in Fig. 1.3.

12

Transmission

Axle

4139 S 0015

Leaf spring suspension results from unfavorable Zarrangements caused by parallel axle arrangements.Condition 1 = 2 is maintained to some extent evenwhen the suspension bottoms out.

An oscillating axle results from unfavorable Zarrangements caused by axle oscillation movements.Condition 1 = 2 is only satisfied in the centralposition. When the suspension bottoms out, theseangles cease to be the same.

21

-0+

12

Unfavorable arrangement

E = 12 + 22 32 = 13.6

Optimized arrangement(by changing the spider position)

E = 12 22 + 32 = 2.4

3

= 5

= 9.5

= 11

h

1

2

Spring travel

laden

empty

Axle movement

Oscillation travel

laden

central position

Axle movement

Transmission

4139 S 0016

4139 S 0016

4139 S 0017

4139 S 0017

= 11 3

= 5h

2

= 9.51

Transmission

Fig. 1.3 Influence of axle alignment on propshaft defection angle

Fig. 1.4 Optimization of propshaft drive by changing spider position


1-91203 765 110 - 2005-05

1.5.5 Bending Vibrations(see Section 2.4)

Vibrations may occur on propshafts with a length of> 1 500 mm and these may result in unauthorized bending vibrations. The configuration should be agreed on with the propshaft manufacturer or with ZF Design Engineering.

1.5.6 More Information

Balancing:The propshaft must be dynamically balancedusing quality level 16 as defined in VDI Guideline2060 (Fig. 3).

Fig. 1.5 Balancing quality Q 16in accordance with VDI Guideline 2060

Installation information:The propshafts should be arranged so that thespline profile is protected as much as possiblefrom dirt and dampness. This generally meansinstallation in accordance with the sketch inwhich the profile seal faces downwards so thatany splash runs off the spline profile.

Permissible concentricity and runout errors ofconnection flange:

Lubrication: The specifications issued by the propshaftmanufacturer should be noted for lubrication.The sliding piece must be able to move easilywhen under load.

Q16

300 500 700 900 1500 3000 400030

40

60

80

100

150

200

250

Perm

issib

le re

sidua

l im

bala

nce

per

bala

nce

body

mas

s [gm

m/k

g]


4139

S 0

018

017671

Max.speed(rpm)

500

1500

3000

Concentricity and runoutvariance (mm)

0.10

0.07

0.06

Centeringfit

h8

h7

h7

Transmission Loading

2-11203 765 110 - 2005-05

2 Transmission Loading

2.1 Input Torque

The permissible approximate value for the relevanttransmission can be seen in the corresponding typesheet or the overview for ZF manual transmissions.

2.1.1 Coasting Torque

The permissible coasting torque for the relevant transmission can be seen in the corresponding typesheet or inquired at the responsible ZF Design Engineering department.

2.2 Vehicle Weight

Approximate values for various vehicle weights are listed in the following table. If exceeded, details ofthe precise vehicle data and vehicle application willbe required when making inquiries.

The values in the table depend on: The vehicle application, The engine torque, The vehicle speed, The transmission ratio.

2.3 Torsional Vibrations

The configuration and coordination of the drivelineshould be such that no resonance points arise in theoperating speed range.

2.3.1 Permissible Vibrations on TransmissionInput (input shaft)

Vollastkurve

zulssigeSchwingungs-berhhungen

TMot.

100%

0nMot.

+15%+15%

007099

Full load curve

Permissiblepeak vibrations


2-21203 765 110 - 2005-05

2.3.2 Rotational Irregularity

Permissible amplitude of rotary angle acceleration() on input shaft and output .

perm. 1 500 rads2

(also refer to Section 1.5.1)

Max. permissible total weight (GCW) in tduring on-road applications (ON ROAD) for

mechanical and automated ZF transmissions.

Field of applicationTransfer case and ZF Scheduled & manual transmission long-distance

transport CoachEcolite model range5 S 200 / 5 S 270 46 S 300 / 6 S 380 7S 5-42 106 S 850 196 S 1200 26

Ecomid model range9 S 75 359 S 109 * 40

16 S 109 * 40

Ecosplit model range16 S 151 * 4016 S 1620 * 4016 S 1820 * 4016 S 181 * 4016 S 1920 * 4016 S 221 5016 S 2220 * 5016 S 2320 * 5016 S 2520 * 5016 S 251 * 5016 S 2723 * 50

6 S 700 / 6 S 890 19S 6-85 246 S 1000 246 S 1200 246 S 1600 246 S 1700 246 S 1900 248 S 180 * 288 S 2100 28

Truc

ksB

uses

* with integrated lub. oil pump


2-31203 765 110 - 2005-05

2.4 Bending Vibrations

2.4.1 Vertical Vibrations Caused by Irregularities in the Road Surface

The supports we recommend guarantee the follow-ing vibration resistance (refer to Section 7):

Permanent loading: 5g (< 30 Hz) Max. peak loading: 7 g (< 30 Hz)

2.4.2 Bending Vibrations Caused by Propshaft and/or Engine

The vehicle manufacturer is responsible for configuration and coordination.

The recommended max. propshaft length without intermediate mounting is 1 500 mm.

If greater lengths are used, the vehicle manufacturermust ensure that no resonance can arise over theentire speed range as a result of bending vibrations.

Shift System

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3 Shift System

The following types of shift system are possible in current vehicle construction:

Mechanical shift system Cable control shift system Hydraulic gear change system Pneumatic shift system

3.1 Mechanical Shift System

3.1.1 Gear Shift Linkage

The following conditions must be satisfied in order toreach a high degree of gear shift linkage efficiency:

Route linkage between remote control unit andtransmission in as straight a line as possible (example in Section 3.4).

Check twist of gear shift linkage in direction of selection and shifting.ZF recommendation: When exerting a force of200 N on the shift lever against the fixed stop, the elasticity must not exceed 40 mm in the selectiondirection and 20 mm in the shift direction.

Fit interim mounting on long linkage (buses ofmore than 3 m). The linkage must have such goodease of movement that the gate engagement isensured. Cross joints should be used to connectseveral shift rods.

The linkage should have a low weight and bedesigned as a stable unit (e.g. pipe of 50x1.5)

We recommend the ZF tumbler yoke with its goodease of movement and the cardan-type ZF remote control block for the gear shift linkage configura-tion. A ZF remote control block with selector ratio isrequired for buses.

Linkage shift systems should be laid out so that theeffective force applied on the transmissions rotaryshaft is as small as possible.The vehicle manufacturer must ensure that theinfluence of the shift system does not result in anygears being jumped under any drive conditions (e.g.poor road surface).

During the initial installation check, tests must be conducted in all gears during travel to establishwhether load changes result in shift lever move-ments.

Should these movements cause the shift system topress into the gear engaged direction (through theaction of its own weight), one of the following measures should be initiated.

1. Modification to the design of the shift system toreduce the effective force applied in the directionof the linkage.

2. Decoupling of transmission from shift systemthrough appropriate spring / damping elements.

3.1.2 Remote Control Block

The remote control block must be very efficient, i.e.the amount of power lost over the entire shift systemshould be less than 10 %.The mounting should be positioned on the engine/transmission block to avoid relative movements inthe gear shift linkage and therefore any risk of gearsbeing jumped.

Shift System

3-21203 765 110 - 2005-05

3.1.3 Shift and Selector Strokes on Shift Lever

Depending on the transmission type and version, werecommend:

Shift travel without excess shift travel in trucks.

Types integr. servo no servo

S 5-42 100 mm

EcoliteEcomid see Section 3.7 120 mmEcosplit

Shift travel without excess shift travel in buses.

Types integr. servo no servo

S 5-42 120 mm

EcoliteEcomid see Section 3.7 150 - 170 mm

Selector travel per gate in buses and trucks.

Types Truck / Bus

5, 6-speed transmission 40 - 60 mm

Transmission with double H shift mechanism 35 - 50 mm

Transmission with superimposed H 50 - 70 mm

3.2 Cable Control Shifts (Remote Control Block and Control Cable)

The following conditions must be satisfied in orderto reach a high degree of control cable efficiency:

The cable should be routed in as straight a line aspossible (no unnecessary loops, no tight bendingradii).

Exposed cable ends must be protected from theingress of water (freezing/corrosion) e.g. with collars.

We would recommend fitting an additionalweight on the rotary shaft (max. 0.02 kgm2) toimprove shift comfort. The mass and its force ofgravity must not be oriented in the direction ofengagement or disengagement (results in gearsbeing jumped).

To keep elasticity and clearance at low levels, theremote control block ratio iF should be adapted tothe cable strokes (refer to Section 3.7.4).

For mounting recommendation, see next sketch.

The cable should be protected from heat (e.g.near the exhaust pipes, third party retarder, and heat exchanger).

Note the installation guidelines provided by thecable control system manufacturer.

Correct Incorrect

Shift System

3-31203 765 110 - 2005-05

3.2.1 Shifting

Overall efficiency must be greater than 0.75 at amanual shift force of 100 N.We would recommend fitting a shift detent in theremote control block which locks in the Neutral andgear engaged positions for precise and zero-clear-ance shifts.With double H shift patterns, a split spring bias isnot possible or is only possible with a greater degreeof effort.

3.2.2 Selecting

The selector cable should be loaded when selectingreverse gear.

Efficiency for the selector cable in the direction of selection is defined as follows for the forwards travelgears:

select =return force on shift lever 0.4selector force on shift lever

A split spring bias is recommended when using conventional selector cables with anti-friction bear-ings. If this is not the case, a 40% return force cannotbe attained.ZF recommends installation at which 80% of the selector force is gained on the remote control blockand 20% on the transmission shift turret.

3.2.3 Shift and Selector Strokes on Shift Leverwithout Clearance in the Cab

Ensure symmetrical shift and selector strokes on theshift lever.

Shift travel without excess shift travel in trucks

Types no servo Staticengagement forces

5 S 200 / 5 S 2706 S 300 / 6 S 380 70 - 80 mm 80 N

All other manual transmissions 120 mm 80 N

Selector strokes per gate (refer to Section 3.1.3)

The lengths of the shift and selector lever on thetransmission and external shift system should besuch that a cable selector stroke from one gate toanother produces a net (no clearance) minimum distance of 12 mm and a minimum net cable shiftstroke from Neutral to gear engaged is 23 mm.

Shift System

3-41203 765 110 - 2005-05

3.3 Hydraulic Gear Change System (HGS)

3.3.1 Lines for Hydraulic Gear Change System

The following conditions must be satisfied for better efficiency and accurate shift characteristics,especially in the cold. The inner line cross-section should be between

8 mm and 10 mm. Wherever possible, the lines should be steel lines.

ZF recommendation: When exerting a force of200 N on the shift lever against the fixed stop, the elasticity must not exceed 40 mm in the selectiondirection and 20 mm in the shift direction.

Brake fluid or Pentosin (with a mineral oil base)should be used as the hydraulic medium.

CAUTIONWhen using the integrated servoshift (PSE), use ofbrake fluid is however not permitted!

Starting from the slave cylinder (lowest point),line routing should continuously rise to the mas-ter cylinder in the vehicle cab (simple bleeding).

3.3.2 Remote Control Block

The remote control block contains the master cylinder for selecting and shifting and a connectionfor the compensation tank.The detent in the control block for Neutral fixingdepends on the shift pattern.The control block is mounted on the vehicle cab. Relative movements, such as mech. gear shift linkage and therefore jumping gears, do not arise.

3.3.3 Shift and Selector Strokes on Shift Lever (see Section 3.1.3)

013390

Shift System

3-51203 765 110 - 2005-05

3.4 Shift and Selector Pattern

The following rules should be taken into considera-tion to prevent distorting the shift and selection patterns:

Route linkage for remote control in as straight aline as possible.

Lateral offset should be kept as low as possible fortransmissions with horizontal rotary shafts.

Plan viewcorrect incorrect

Max. permissible variance from angular shift pattern

in shift direction: in selector direction:50 % of selector stroke 10 % of shift strokeper gate per gear

004690

R 2

1 3 5

4

50%

50%

004 691

R 24

531

100%

10%

004 692004691 004692

Shift System

3-61203 765 110 - 2005-05

Example of straight line routing of gear shift linkage in a truck and bus.

Trucks

Bus (with ZF swivel mount)

004 694

007 926

Shift System

3-71203 765 110 - 2005-05

3.5 Selector Forces

When co-ordinating the selector forces, ensure that: The shift lever automatically engages in the

Neutral position required (gate engagement, atleast 50% of the selector force).

There is a clearly noticeable increase in force F tothe lower gears.

A stop can be clearly felt when passing intoreverse gear (not on 5-speed transmissions).

Fig. 3.1 Example of distribution of selector force(gray area) 6-speed

Fig. 3.2 Example of distribution of selector force(gray area) superimposed H

Fig. 3.3 Example of distribution of selector force(gray area) HH shift pattern

3.5.1 Recommended Selector Forces per Gate onShift Knob

With 5, 6-speed transmissionsGate 1/2 30 - 50 NGate 5/6 30 - 40 NR gear gate > 150 N

With double H shift mechanismGate 1/2 30 - 50 NGate 7/8 30 - 40 NGPS 70 NGPL 90 NR gear gate > 150 N

With superimposed H shift mechanismGate 1/2; 5/6 30 - 50 NR gear gate > 150 N

R 1 3 5

NF

2 4 6

013386

1 3

5 7

NF

2 4

013387

R

6 8

1 3

N NF

2 4

5

6

7

8

013388

R

Shift System

3-81203 765 110 - 2005-05

3.6 Failsafe to Prevent Incorrect Shifts

A gate inhibit and a range inhibit must be fitted onrange change group transmissions with superim-posed H shift mechanisms.

The gate inhibit prevents erroneous shifts from gear4 to 1 rather than from gear 4 to 5 if the driver hasforgotten to preselect the high range change group(GPS). The range inhibit prevents downshifts fromthe high range change group (GPS) to the low range

change group (GPL) when above a certain vehiclespeed.

Both inhibits should be activated when above theoutput speeds shown in the following table to be calculated on the transmission.

A warning buzzer should if necessary be fitted onrange change group transmission to protect againstengine speed damage.

Output speeds (rpm)

noutput_gate inhibit ninhibiti2(S)

noutput_range inhibit ninhibiti4(S)

Pulse / Revolution [1/sec]

foutput_gate inhibit = noutput_gate inhibit z60

foutput_range inhibit = noutput_range inhibit z60

nnom: Nominal engine speed [rpm]ninhibit: Limit for inhibit speed (see table) [rpm]noutput_gate inhibit: Output speed of gate inhibit [rpm]noutput_range inhibit:Output speed of range inhibit [rpm]i2(S): Transmission ratio in 2nd gear

(high splitter group) [-]i4(S): Transmission ratio in 4th gear

(high splitter group) [-]z: Speedo sensor - pulse / revolution (see table)foutput_gate inhibit: Frequency of gate inhibit on transmission output

[1/sec]foutput_range inhibit: Frequency of range inhibit on transmission output

[1/sec]

TransmissionLimit for

inhibit speed (Ninhibit)

Speedo sensor - pulse / revolution(z)

standalone with Intarder

EcosplitNew Ecosplit

nNom x 1.1(max. 2300 rpm)

6.0 8.138

EcomidNew Ecomid

nNom x 1.1(max. 2500 rpm)

6.0 8.0

9 S 75nNom x 1.1

(max. 2500 rpm)8.0 _

Shift System

3-91203 765 110 - 2005-05

3.7 Integrated Pneumatic Servo Shift System(ZF-Servoshift)

3.7.1 SERVO - Air Deactivation With ClosedClutch

In order to prevent synchronizer damage which mayoccur as a result of shifts being effected by the driverwith a closed and/or not completely opened clutch,the supply of reserve air to the SERVO must be interrupted when the clutch is not completely opened (also refer to Guideline no. 1315 754 718).

3.7.2 Design of the Shift System in CombinationWith the Pneumatic Servo Shift System

NOTEThe service live of the synchronizers is mostly deter-mined by the shift ratio from the shift knob in thecabin up to the clamping lever on the transmissionsselector shaft. Therefore, the shift ratio must beadapted to the admissible synchronizer loads via theclamping lever radius.

1) We recommend to adhere to the minimum cable strokes stated for selecting and/or shifting the gears in order to attain a good level of efficiencyand high shift comfort.

2) Real shift travel may considerable exceed the stated values because of excess shift travel, resiliences, and clearances.3) In the case of no separate selector toggle function available (also refer to sketch on pages 3-11), then the selector ratio must be chosen analog

to the selector lever.4) 0501 213 195 should be used as the preferred option.5) This Weff. item relates to the 35-50 mm for transmissions with double H control and the 50-70 mm for transmissions with superimposed H (also

refer to section 3.1.3).

Transmissions

Ecolite

Ecomid

Ecosplit

6 S 850 0501 213 19535 - 458 / 48.5

0.02

Weight

2.0 kg

23 mm 12 mm

80 - - -

6 S 16006 S 17006 S 1900

0501 211 290

0501 213 1954)

40 - 508.5 / 52.5

- 105 95 90

- 90 83 73

8 S 21000501 211 290

0501 213 1954)

30 - 458 / 40

- 85 80 75

All Ecosplittypes

0501 210 732

0501 211 290

35 - 705)

6.6 / 40- - 80 77

- 82 77 72

recom-mended

50

ServoType / No.

Cable control

Effectiveselec. travel3)Weff. and

hD / rD[mm]

Moment ofinertia at

the clamp-ing lever [kgm2]

Min. cable stroke1)without clearance [mm]when shifting

into the N gear

when selecting

gate - gate

All shifts

max. permissible eff. selectortravel2) Seff.admiss. [mm]

4 bar 6 bar 8 bar 10 bar

Static into gear

force [N]

Shift System

3-101203 765 110 - 2005-05

Determining the clamping lever radius R duringshifting.

The maximum admissible clamping lever radius Rfor linkage shift systems and cable shift systemsmust be checked by means of the following calcula-tion table and the values in the table (pages 3-9).

RK Seff.admiss.iS x sin15

RK : Selected clamping lever radius [mm]Seff.admiss.: Admissible effective shift travel [mm] (also refer to table)iS: Gear change bracket shift ratio [-]

The following additional recommendation is to beconsidered for cable shift systems (so to improveefficiency and shift comfort):

RK x sin15 23 mm => RK 90 mm

23 mm: Minimum cable stroke [mm] (also refer to table)

In the case that this recommendation cannot be fulfilled it is only a decrease of the gear change bracket shift ratio which may help to attain this goal.

iS = a (refer to sketch)b

iS Seff.admiss.23

Exemplary calculation for shifting

iS = 4.4 Seff. = 80 mm (also refer to table at 8 bar)

RK Seff.admiss. 80 mmiS x sin15 4.4 x sin15

RK 70 mm

=> RK x sin15 23 mm70 mm x sin15 23 mm

18.2 mm 23 mm=> The minimum cable stroke was not adhered to.

=> Re-determine iS and RK:

RK 23 mmsin15

RK 88.9=> RK = 90 mm as determined!

=> iS = Seff.admiss. = 80 mmR x sin15 90 mm x sin15

iS = 3.4

=> Shift lever ratio is to be changed from iS = 4.4 to iS = 3.4 !

The following should be noted in this context:- Shift lever in the drivers cabin must not collide.- Gear change bracket and the cable must be

capable of implementing the changed cablestroke.

Seff.admiss. Seff.admiss.

a

b

023911

Shift System

3-111203 765 110 - 2005-05

Determination of the selector lever radius (RW) for selections made with the cable shift system andintegrated ZF selector toggle function (refer to sketches). 5)

Values for the calculation can be taken from thetable (pages 3-9).

RW = Weff rDhD iW

iW = x (refer to sketch)y

RW: Selector lever radius at the shift turretWeff: Effective selector travelhD: Stroke of the rotary shaft from gate to gaterD: Selector finger radius at the rotary shaftiW: Gear change bracket selector ratio

For the improvement of the shift comfort, the following formula must be considered:

RW hD 12 mmrD

5) All remaining selector cable connections must be designed in linewith the table (refer to section 3.1.3 Selector Travel per Gate in Busand Truck).

Exemplary calculation for selecting

iW = 3.1 Weff = 50 mm (selected and/or customer request) rD = 40 mm (also refer to table) hD = 6.6 mm (also refer to table)

RW = Weff x rDhD x iW

RW = 50 mm x 40 mm6.6 mm x 3.1

RW = 97.8 mm

=> RW x hD 12mmrD

97.8 mm x 6.6 mm 12 mm40 mm

16.13 mm 12 mm=> Minimum cable stroke is OK.

Weff.admiss. Weff.admiss.

x

y

023912

RK

RW

rD

hD

023913

SelectorToggle

Selector Lever

Transmission Input

4-11203 765 110 - 2005-05

4 Transmission Input Speed, Direction ofRotation, and Noise

4.1 Input Speed (Engine Speed)

For max. perm. values, refer to table in Section1.4 (if using higher input speeds, ZF Design Engineering will have to be contacted).

Min. perm.: When running at extremely lowspeed, particular attention must be paid to thefact there may possibly be zero-torsional vibra-tion operations.

4.2 Direction of Rotation of Input

The standard direction of rotation is to the right when looking at the transmissions input shaft i.e.clockwise (like the engine).ZF Design Engineering will have to be contacted fordirections of rotation to the left (i.e. anti-clockwise).

4.3 Noise

The transmission noises are defined for the overall vehicle noise level and are laid down in EC Directive1999/101/EC. The total noise consists of variousnoise components, caused by supply air, engine,exhaust, transmission, propshaft, axle, tires etc. TheZF transmission is a partial source of noise.

The noise characteristics of the ZF transmission canbe influenced considerably by fitting it correctly inthe vehicle (rotational irregularity, clutch, trans-mission suspension, propshaft, axle, etc.). The vehi-cle manufacturer must therefore initiate appropriate measures to ensure that the noise characteristics ofthe transmission are not made any worse when fitted in the vehicle system.

4.4 Rattling

If there are any components on the driveline whichhave excess clearance, i.e. which are not positivelyengaged (especially all gear teeth of the non-selectedgears), these may cause noise. This is known as rattling.

CauseCauses are rotational irregularities which are introduced to the transmission from outside. This is especially the case, if these irregularities areamplified like resonance.

Causes of vibration: Combustion engine, refer to Sections 2.3.1 + 2.3.2 Incorrectly routed propshaft, refer to Section 1.5

IMPORTANTThe rattling noise may even occur when the limitvalues stated in Section 2.3 are observed!

RemedyExtensive investigations involving technical measurements and computers have shown thatmeasures undertaken in the transmission produce virtually no results. Varying gear backlash within a feasible range in particular brings no improvement.

The only known solution is to reduce the rotationalirregularity of the driveline to a minimum.

This can be achieved e.g. by decoupling the vibra-tions of the engine and transmission with the aid of an appropriately designed flexible coupling(multi-stage to prevent rattling when idling), refer to Section 1.4.

Temperatures for Transmission Applications

5-11203 765 110 - 2005-05

5 Transmission Oil Temperature, Transmission Cooling, and Use in Sub-Zero Temperatures

5.1 Permissible Oil Temperatures

The permissible permanent temperature measured in the transmission oil sump (e.g. duringhigh-speed travel on motorways with high ambient temperatures) for commercial vehicle applicationsis 110 C. Short (max. 30 min.) peaks in temperatureof up to 130 C are permitted. These peak valuesmay represent a total of max. 10 % of the mileagewithin the relevant oil change interval.

For bus applications, ZF recommends under-taking temperature measuring runs since theinstallation conditions and maximum speed ofsuch applications sometimes vary considerationfrom other commercial vehicle applications.At e.g. an outside temperature of 20 C, the transmission oil temperature should not exceed90 C during a journey lasting around 2 hours at maximum speed.

For special vehicles (cranes, fire service vehiclesetc.), ZF also recommends temperature measur-ing runs. The same permissible temperatures asthose for normal commercial vehicle applicationsapply.

The permissible temperatures specified in the relevant manual apply to transmissions withintegrated secondary retarders and for the ZF-Transmatic (WSK).

5.2 Causes of Excess Oil Temperatures

The following points may cause the permissible permanent temperature (for permissible ambient temperature for transmission, refer to 10.1) to beexceeded:

Encapsulated and noise-insulated transmissioninstallation.

Insufficient distance between exhaust and transmission (min. 100 mm).

Air cannot be exchanged with the transmission surroundings (measures on vehicle)

Influence of heat from fitting third party retarder.

Very high and/or very low driving speed.

Oil level too high.

5.3 Measures for Transmission Cooling

If the permissible permanent temperature is beingexceeded, additional cooling is essential. Thisalways applies when used in heavy-duty transporters , areas with outside temperatures above 40 C.

5.3.1 Connecting a Heat Exchanger

When using a heat exchanger (oil/air or oil/water) tocool the transmission oil, a lub.oil pump is needed.

With most manual transmissions, this can be fittedto the PTO point on the countershaft.This can also be used on transmissions with an integrated lub. oil pump (e.g. Ecomid, Ecosplit) if thetransmission housing is equipped with the necessaryconnections for the pipelines (specify when orderingthe transmission).

When connecting up a heat exchanger, the followingshould be noted: An interchangeable filter must be fitted in the

pipeline between the transmission and pumpwhen using an external oil pump.

There must be a short-circuit line (by-pass valve,0.5 bar) upstream of the heat exchanger betweenintake and pressure sides.

The transmission may only be operated while theheat exchanger is connected up.

The relevant operating manual and installationdrawing as well as the Transmission cooling ZFbrochure (order no. 1203 765 120) should be notedwith regard to filling oil and the oil level check inconjunction with a heat exchanger.

Temperatures for Transmission Applications

5-21203 765 110 - 2005-05

5.4 Use in Sub-Zero Temperatures

Use in sub-zero temperatures depends on the lubri-cant class used.For permissible oil sump temperatures, refer to Listof Lubricants TE-ML 02. Please refer to the relevant operating manual for measures relating to changingoils or transmission heating.

5.5 Storing the Transmission at Low Temperatures

The transmissions may be stored at temperatures ofbetween -40 C and 80 C. Standard corrosion protection remains effective for 6 months.

Transmission Lubrication

6-11203 765 110 - 2005-05

6 Transmission Lubrication

Only oils according to the relevant valid ZF List of Lubricants TE-ML 02. The current List of Lubricantscan be found at www.zf.com.

More information:

Only fill with the specified quantity of oil (detailson type plate). Undertake oil fill and oil levelcheck in accordance with instructions providedin relevant ZF operating manual.

Free access must be guaranteed to the screws foroil filling, the oil level check, and oil draining.

The bearing points on ZF clutch bell housings forthe rotary shaft release should be lubricated fromtime to time (e.g. Shells Alvania grease).

Transmission Support

7-11203 765 110 - 2005-05

7 Transmission Support and/or Suspension

Only the screw surfaces on the transmission housingand/or on the attachment unit intended for the purpose may be used for the transmission supportand/or suspension.Ensure that all the threads intended for this purposeare used.The position and dimensions of the screw surfacescan be found in the installation drawing for the relevant transmission.

The screw qualities, screw-in lengths and tighteningtorques specified in the relevant transmission installation drawing must be observed for themounting.

Use the correct screw length depending on thethread depth in the transmission housing.

In aluminum housings, the screw-in depth must be at least 2x the thread diameter.

CAUTIONZF Design Engineering must be contacted withregard to 3-point suspension (central suspensionpoint) in area A.

7.1 Transmission Flange-Mounted on EngineInstallation Arrangement (Fig. 7.1)

Normal transmissions with a coaxial output (with noauxiliary power units fitted) up to a weight of 400 kgrequire no support or suspension.

Support and/or suspension, namely flexible oneswith rubber or spring elements, is required for transmissions weighing more than 400 kg, attachedauxiliary power units and transmissions with integrated all-wheel distributor.

Fig. 7.1 Transmission Flange-Mounted on EngineInstallation Arrangement A + B or A + C

B: Flywheel housingC: Clutch bell housing

* Depending on the transmission type, suspension in area D may bepossible. ZF must be contacted in such cases.

A B C *D

023914

Auxiliary Power Units

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8 Auxiliary Power Units

8.1 Installing Transmissions with ZF Auxiliary Power Units Fitted

Depending on the auxiliary power unit fitted, the following should be noted when installing the transmission:

The auxiliary power units must be connected upin accordance with the instructions provided inthe ZF installation drawing and/or the connec-tion diagram in the corresponding ZF type sheet.This applies to

- upstream and integrated splitter group (GV . . )- clutch bell housing- transfer cases- PTO (N . . . )- torque converter clutch (WSK . . . )- ZF-Intarder- ZF shift system

For PTOs, the selection criteria (refer to Section10.11) and ISO standards - 7653 for direct pump connection and - 7706 for the space required in the vehicle - 7804 for connecting up lateral PTOsmust be taken into account.

For the WSK, the ZF manual for installation(order no. 4130 765 101) should also be takeninto account.

Fitted drive-dependent ZF steering pumps (N . . . PL) must not run dry, i.e. as soon as thepump is connected up, an oil circuit must also be guaranteed.

The pumps pressurized oil connection must be atthe top (above the intake duct).In order to prevent noise, we recommend usingan appropriate piece of flexible hosing betweenthe pump and rigid pipeline.

For the ZF-Intarder, the ZF manual for installa-tion (order no. 6085 765 104) should also betaken into account.

8.2 Retrofitting ZF Auxiliary Power Units

ZF only accepts liability in accordance with their General conditions for the delivery of vehicle transmissions and steering systems if the attach-ment and/or assembly work has been undertaken by

a ZF Customer Service workshop or

third parties who have been trained in this work by ZF or a place authorized for this by ZFand who have observed the corresponding ZFassembly and fitting/installation instructions.

When using PTOs, the selection criteria listed inSection 10.11 must be taken into account.

The points listed under 8.1 apply to connecting up auxiliary power unit.

Auxiliary Power Units

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8.3 Fitting Third Party Units (e.g. SecondaryRetarders and PTOs)

Fitting a third party unit, e.g. secondary retarder tothe transmissions output end may result in seriouschanges to the vibration characteristics of the drivesystem. Loading for the transmission housing, clutchbell housing, flywheel housing, reverse of engine,and for the engine suspension and screw connec-tions may thereby exceed the permissible limit. This applies in particular if critical vibration loadingarises as a result of rotational engine irregularities,insufficiently balanced propshafts or extremeimpacts from the road surface.

The vehicle manufacturer must therefore initiate appropriate measures to ensure that harmful vibrations do not result from fitting such units. We recommend fitting an additional flexible supportfor the third party unit which is statically free fromany force in the vehicle frame.

Support is essential if a corresponding measure-ment or calculation indicate a critical vibrationinfluence. This applies in particular to transmissionswith light alloy housings and/or if the additionalweight (third party retarder filled with oil, connec-tion plate, water pipes are filled etc.) exceeds 100 kg.The support should be fitted directly on the thirdparty unit.

When fitting a secondary retarder, the assembly instructions for the adapter kit and the fittinginstructions provided by the retarder manufacturermust be noted.

When installing a transmission-retarder combina-tion, the approval of the vehicle manufacturer mustalso have been issued for the relevant vehicle type.

Proper installation is only ensured is undertaken byZF or workshops authorized by ZF.

NOTEZF assumes no liability for damage in the trans-mission caused by fitting and third party PTO.

Connections on the Transmission

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9 Connections on the Transmission

9.1 Electrical Connections

The connections of electric components are produced with water protection. The positions of the components is defined by ZF and must not bechanged.

If modifications are undertaken in the direct vicinityof the components, detrimental effects, such as thebuildup of heat must not occur.

The following points should be taken into considera-tion when routing and connecting the cables:

Route electric cables in the vehicle so that theyare protected from the effects of heat and chafingpoints.

Connect up connectors so the cable output is notfacing upwards.

Position diagnosis connector so that it can be easily accessed.

When fitted, it must be possible for the connec-tors to be removed for service purposes.

Do not connect a ground/earth cable to transmission.

If shift systems have ZF electronic modules, connections may only be undertaken when de-energized.

During electric welding work, electricity must notflow through the transmission (the plug connec-tion must be removed if electronic modules arepresent).

The permissible ambient conditions for the installa-tion of electrical devices (switches, solenoid valves, electronic modules etc.) in the chassis and/or drivers cab can be seen in the table provided here.

Electrical Connections (ambient conditions for devicesin commercial vehicles)

Operating temperature C

Storage temperature C

Resistance to climate

Test climate acc. to DIN 50017

Salt spray mist acc. to DIN 50021

Resistance to vibration

acc. to DIN 40046, p. 8 and/or IEC 68-2-6, < 57 Hz

Acceleration constants (m/s2) > 57 Hz

Resistance to shock

acc. to DIN 40046,p. 7 and/or IEC 68-2-27, A (m/s2)

D (ms)

Type of protection

acc. to DIN 40050, p. 9 and/or IEC 144, withattached connection partsacc. to Fig. 13

Media

Operating voltage V

acc. to DIN 75001

Chassis

-30 to +105

-40 to +105

KFW

SS

0.75 mm

100

500

11

IP 66

Drivers cab

-30 to +80

-40 to +80;

KFW

0.35 mm

50

150

11

IP 54

Oils acc. to ZF List of Lubricants

Air with water and oil parts Cleaning agent Fuel

21.5 to 30

32; 1h

Connections on the Transmission

9-21203 765 110 - 2005-05

9.2 Pneumatic Connections

Pneumatic shifts (valves, pneumatic cylinders etc.)should be designed for an operation pressure ofbetween 6.2 and maximum 10 bar including allpeaks in pressure. A pressure reducing valve mustbe fitted at high levels of pressure.

When producing the shift system in accordance withZF connection diagrams, ensure that

the pneumatic tanks and lines have internal protection against corrosion;

the pneumatic air reservoir functions indepen-dently of the brake air reservoir and has a failsafeto protect against return flows;

the pneumatic system can be drained (tank withdrainage valve, pneumatic cleaner with water separator);

the screw connections are airtight;

the cross-sections of the air lines correspond to the details given in the relevant installationdrawings.

9.2.1 Air Quality

The compressed air made available to the vehiclemust be cleaned, dried and free of condensate. Air particle filter: 40 microns mesh width

CAUTIONAir dryers which emit alcohol or other substancesinto the air system which may have a negativeimpact on sealing materials are not authorized.

Maximum permissible water content of compressedair:15 % (relative air humidity).

Ambient Water content temperature [C] [g/m3]

-20 0.136

-10 0.3320 0.726

10 1.4120 2.630 4.5540 7.66

9.3 Hydraulic Connections

The light width of the lines and their connectionsshould be at least 6 mm.

9.4 Speedo Connection

For a mechanical speedo, the connection to the transmission is undertaken in accordance with DIN 75532.The speedo shaft should be routed in as straight aline as possible and/or in large radii so that the max. permissible output torque of 0.4 Nm is not exceeded.

For an electronic speedo, the transmission eithercontains a multi-pin plug connection or is preparedfor this. The points listed under 9.1 should be notedfor connecting up cables.

General Information

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10 General Information

10.1 Ambient Transmission Temperature

When installing the transmission, pay particular attention to keeping at a sufficient distance fromsources of heat. The max. permissible transmissionambient temperature is 100 C.The vehicle manufacturer must assure compliancewith permitted ambient temperatures for the trans-mission and must be able to verify this compliancethrough measurements.

10.2 Subsequent Paintwork

Before any subsequent paintwork is undertaken onthe transmission, sliding and connection faces, e.g.input shaft, release mechanism guide pipe, selectorshaft, output flange etc. should be covered. Thesame applies to electrical switches, air connections,vents, and the type plate.

10.3 Fording Capability

CAUTIONThe transmissions are not produced with fordingcapabilities as standard.If this is required, agreement on the matter must bereached when ordering the transmission.

10.4 Bleeding

10.4.1 Bleeding using a Simple Breather

The vent (for position, refer to installation drawing)should be protected from the direct ingress of water.Appropriate measures, e.g. a cover, should be provided. ZF After-Sales Service can provide suggestions on request if required.

10.4.2 Bleeding by Means of Hose Line in DryCompartment

ZF recommends using this type of venting as standard. This provides the best possible protectionfor the transmission against water ingress. Whenusing this form of hose venting, the oil change inter-val for ECOFLUID M transmission oil increases.More information on this can be found in the List ofLubricants TE-ML 02.

Notes on the dry compartment and routing of thehose:

Dry compartment is defined as follows:

protected against spray water

low air humidityExamples: TRUCK: Engine compartment, under engine

coverBUS: Luggage space, battery compartment

The following should be noted when fitting thehose (also refer to sketch):

Ensure that the hose exits the transmission vent horizontally (use angled screw connection if necessary).

Route hose so that it rises continuously. A siphoneffect should be avoided (see sketch).

No bends, chafing points. Route hose in thelargest radius possible.

Max. permissible hose temperature (e.g. nearexhaust pipes, exhaust turbo charger) must not beexceeded.

General Information

10-21203 765 110 - 2005-05

End of hose lowered by approx. 150mm.

Light width of hose of at least 4 mm.

Fording capability according to vehicle specifica-tion must be retained.

The vehicle manufacturer is responsible for the correct fitting and routing of the hose.

Fig. 10.1 Guideline for routing a hose-type vent inthe dry compartment

10.5 Corrosion Protection

Transmissions must be installed in accordance withthe ZF corrosion specification. Bus transmissionsand transmissions used in Scandinavian countriesmust be painted.In special applications involving a high concentra-tion of salt (e.g. snow clearing ), special anti-corro-sion protection measures are needed and can bedefined on request by ZF Design Engineering.

10.6 Transmission Cover

Appropriate cover plates should be fitted for applications in which there is a risk of transmissiondamage caused by e.g. deposits.

10.7 Additional Brackets

Additional brackets may only be fitted to the hous-ing screw connection once agreed to by ZF Design Engineering.

10.8 Transmission Transport

The transmission must not be suspended from itsinput shaft (e.g. during transport). (Consequence:Damage to bearing and/or spline)Recommendation: Use the existing threads for thetransmission mounting in the housing and the corresponding screws.

incorrect

correct

When transporting and installing in the vehicle,ensure that the transmission is not damaged. Thecast on transport logs should be used!

023915

ca. 1

50m

m

correct

incorrect

024448

General Information

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10.9 Operating and Warning Information

The operating and maintenance instructions con-tained in the type-specific ZF installation drawingsand operating manuals must be observed.This applies in particular to oil filling and oil levelchecks.

10.10Vehicle Handover

When handing over the vehicle to the end customer,point out the function, operation and maintenanceof the ZF units.

ZF Power Take Off Units (PTOs)

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11 Selection Criteria for ZF PTOs (engine and clutch dependent)

Requirements

1. Output speed (noutput = nengine x factor) 0.40 to 1.09 0.52 to 1.54 0.76 to 1.09 depends on 0.98 to 1.40 the transmission 0.83 to 1.62 ratio 0.81 to 2.36 0.98 to 1.55

2. Direction of rotation for output as engine

opposite to engine

3. Position of output point top, bottom, or to the right

of the transmission output flange

4. Number of output points 1 output point

several output points

5. Torque for output for intermittent operations

(< 30 min) up to 300 Nm for intermittent operations

(< 1 h) up to 430 Nm for continuous operations more than 300 Nm * Loading by

a) one-off impact torque perm. < 2 x Tnomb) A sequence of impact torques or excess

vibration characteristics > 1.5xTeff(effective torque) is not permitted!

* For limit values, refer to type sheet for ZF PTO.

Corresponding PTO

- N .. 1- N .. 2- N .. 3- N .. 4- N .. 5- N .. 10- NMV (engine-dependent P.T.O.) ...

- N .. 2; N .. 3; N .. 4; N .. 5; N .. 10; NMV (engine-dependent P.T.O.) ...

- N .. 1

- Depending on transmissions installation position and PTO (refer to type sheets)

- N .. 1; N .. 2; N .. 3; N .. 4; N .. 5; N .. 10; NMV (engine-dependent P.T.O.) ...

- Combination of N .. 10 with N .. 1 and/or N .. 2 and/or N .. 4 and additional NMV (engine-dependentP.T.O.) ...

- N .. 2;

- N .. 4; N .. 5- N .. 1; N .. 10; NMV (engine-dependent P.T.O.) ...

- N .. 1; N .. 2; N .. 4; N .. 5; N .. 10; - Overload failsafe required.


11-21203 765 110 - 2005-05

Requirements

6. Speed and shift dependencyEngagement conditions

a) Clutch-dependent PTOs- PTO may only be engaged and disengaged

when the clutch is open. - The clutch should be disengaged when the

engine is at idling speed.

- Only engage PTO once the countershaft hascome to a complete stop. If the countershaft isnot stationary, grating will be heard whenengaging the PTO.NOTEDepending on operating conditions, retardation times will differ and can be shortened by brief initial synchromesh engage-ment, preferably of 1st gear.

- Engage and disengage PTO. Grating is notpermitted when engaging PTO. If necessary,extend waiting period before engagement orinvestigate clutch for separating properties.

- Slowly engage clutch and approach operatingspeed.NOTEDepending on the system, the speed may beincreased automatically.

Corresponding PTO

- N .. 1; N .. 2; N .. 3; N .. 4; N .. 5; N .. 10Operating speed:The PTO ratio should be selected so that the enginespeed during PTO operations under load is at least800 rpm. Engine vibrations or resonances during PTOoperations should be observed in accordance withSection 2.3 Vibrations.

Gear changes during PTO operations:Gear changes during operations are not permitted!


11-31203 765 110 - 2005-05

Requirements

b) Engine-dependent, powershift PTOs- Activation is not dependent on the vehicle

clutch.- Only engage or disengage when the engine is

running at min. speed: 600 rpm max. speed: 2000 rpm

- The engine-dependent PTO can be operatedwhen the vehicle is stationary and in motion.

Permissible engagement speed with max. 3 shifts/min:

NMV 130 E

Corresponding PTO

- NMVOperating speed:The PTO ratio should be selected so that the enginespeed during PTO operations under load is at least800 rpm. Engine vibrations or resonances duringPTO operations should be observed in accordancewith Section 2.3 Vibrations.

Gear changes during NMV operations:A gear change may occur during operations duringtravel.

noutput = 1.03 / 1.46Shiftable torque Ts = 800 NmTransferable torque T = 1400 Nm

at noutput = 1500 rpm

max. 1800

1600

1400

1200

1000

800

min. 6000 2 4 6 8 10 max.

noutput = 1.03

noutput = 1.46

perm

. eng

ine

spee

ds [r

pm]

Mass moment of inertia => J [kgm2] at output flange

0135

67


11-41203 765 110 - 2006-10

Requirements

Permissible engagement speed with max. 3 shifts/min:

NMV 221

Resonance speedInfluence of NMV 221 (engine-dependent P.T.O 221)s rotational mass on the resonancespeed.

Corresponding PTO

noutput = 0.98 Shiftable torque Ts = 1000 NmTransferable torque T = 2000 Nm

noutput = 1.55Shiftable torque Ts = 1000 NmTransferable torque T = 1500 Nm

at noutput = 1500 rpm

Operating conditions at minimum speedAn operating speed between 800 and 1 000 rpmrequires a units mass moment inertia (mass momentinertia, e.g. pump) > 0.3 Kgm2 on the P.T.O.If the units mass moment inertia is < 0.3 Kgm2, then the engine speed must be set in line with the diagrams. - The speed must always be above the decoupling

limit.- Always avoid the resonance range.

max 2000

1800

1600

1400

1200

1000

600

800

0 2 4 6 8 10 12 14

noutput = 0.98

noutput = 1.55

perm

. eng

ine

spee

ds [r

pm]

Mass moment of inertia => J [kgm2] at output flange

0135

66

0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6

1400

1200

1000

800

600

400

200

0

Unit's moment of inertia [kgm2]

Spe

ed [

rpm

]

J > 0.3 kgm2, standard application

N= 0.98 x Neng

0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6

1400

1200

1000

800

600

400

200

0

Unit's moment of inertia [kgm2]

Spe

ed [

rpm

]

J > 0.3 kgm2, standard application

N= 1.55 x Neng

Resonance range Decoupling limit

027984/027985


11-51203 765 110 - 2005-05

Requirements

7. Attachment specifications for hydraulic pumps fitted on version c ZF PTOs

The hydraulic pump connection must correspond tothe standard ISO 7653 for type D.

a) Additional specification: (for all PTO types)Seal between pump and PTO

The seal between the pump and PTO must take theform of two radial shaft seals (D1 + D2) and a vent(E1) between the radial shaft seals.The vent must ensure that no transmission oil isdrawn off and no hydraulic oil can enter the trans-mission.The sealing rings must be temperature-resistant upto 120 C.the PTO-end sealing ring (D1) must seal the transmission using oil approved by the vehicle manufacturer / ZF.The pump-end sealing ring (D2) must seal thepump with hydraulic oil. The function of the vent hole must be guaranteed atall times (must not be painted over, sealed, soiled).If oil leaks occur at (E1), the compl. system mustbe checked immediately.

b) Additional specification: (for PTO N ../2c)Radial force between PTO and output wheel

The pump mounting must be designed so that theresultant radial force (9700 N) can be transferredby the PTO spline (P1).The value specified corresponds to the max. permissible output torque of 300 Nm (theoreticalservice life 500 h).The toothed wheel must be positioned according toISO 7653.Torque levels on the PTO can be calculated usingthe following formulas.

Corresponding PTO

Example:15.92 x Q x p

Torque T = = [Nm]n x

15.92 x 50 x 350Torque T = = 300 Nm

1000 x 0.95

Q = Displacement volume (l/min)p = Pressure (bar)n = Speed (min-1) = Efficiency

D2

D1

P1

E1014648


11-61203 765 110 - 2005-05

Requirements

c) Loading: Gravity moment MFor version c of the PTOs, the static loading of theflange-mounting face by the pump (gravity momentM) may be 30 Nm.

EXCEPTIONIncreased static loading of max. 50 Nm is only permitted for transmissions which have the PTO N .. 1 or N .. 4 directly flange-mounted on the transmission housing.

8. General information The vehicle manufacturer is responsible for

compliance with all guidelines and instructionscontained in the installation guidelines.

The bodybuilder is responsible (under consideration of the installation guidelines provided by OEM and ZF) for adapting to the PTO and must ensure that appropriate safety precautions and warning instructions are provided.

The relevant ZF fitting instructions for the PTOused should also be noted for fitting.

Corresponding PTO

M = Gravity moment G = Pump weight (incl. fittings)s = Distance between center of gravity of pump

and pumps flange mounting faceX = Center of gravity of pump

s

G

X

Mperm. = s x G [Nm]

003913

Additional Instructions for Body Manufacturer

12-11203 765 110 - 2005-05

12 Additional Instructions for Body Manufacturer

12.1 General Information

Sections 1 to 11 are also binding for the body manufacturer.

12.2 Function Test

If components have been disassembled (as a result ofother parts being assembled), when reassembled particular attention must be paid to ensuring thatthey are set correctly. This applies especially to sen-sors and switches (e.g. GV release valve, gate inhibitetc.).Once the work has been completed, the body manufacturer must undertake a function test.

12.3 Shift System

Modifications to the shift system are only permittedonce agreed on with ZF Design Engineering.

12.4 Transmission Removal

The space required for removing the transmissionmust not be restricted by attachments, auxiliarypower units etc.

ZF Friedrichshafen AG

Commercial Vehicle and Special Driveline Technology

88038 Friedrichshafen, Germany

Phone +49 7541 77-0

Fax +49 7541 77-908000

www.zf.com

Driveline and Chassis Technology

Transmission Installation Ecolite/Ecomid/EcosplitCopyright by ZFPrefaceSafety InstructionsOverview of Amendments: 1203 765 110Table of Contents

1 Transmission Installation1.1 Engine Connection1.2 5 Transmission Installation Angle Exceeded1.3 Clutch Bell Housing1.4 Separating Clutch1.4.1 Driver Disc with Torsion Damper

1.5 Propshaft Connection1.5.1 Permissible Uniformity of Rotation1.5.2 Permissible Resultant Deflection Angle per Joint1.5.3 Permissible Resultant Deflection Angle for all Joints1.5.4 Simple Configurations1.5.5 Bending Vibrations1.5.6 More Information

2 Transmission Loading2.1 Input Torque2.1.1 Coasting Torque

2.2 Vehicle Weight2.3 Torsional Vibrations2.3.1 Permissible Vibrations on Transmission Input2.3.2 Rotational Irregularity

2.4 Bending Vibrations2.4.1 Vertical Vibrations Caused by Irregularities in the Road Surface2.4.2 Bending Vibrations Caused by Propshaft and/or Engine

3 Shift System3.1 Mechanical Shift System3.1.1 Gear Shift Linkage3.1.2 Remote Control Block3.1.3 Shift and Selector Strokes on Shift Lever

3.2 Cable Control Shifts3.2.1 Shifting3.2.2 Selecting3.2.3 Shift and Selector Strokes on Shift Lever without Clearance in the Cab

3.3 Hydraulic Gear Change System (HGS)3.3.1 Lines for Hydraulic Gear Change System3.3.2 Remote Control Block3.3.3 Shift and Selector Strokes on Shift Lever

3.4 Shift and Selector Pattern3.5 Selector Forces3.5.1 Recommended Selector Forces per Gate on Shift Knob

3.6 Failsafe to Prevent Incorrect Shifts3.7 Integrated Pneumatic Servo Shift System (ZF-Servoshift)3.7.1 SERVO - Air Deactivation With Closed Clutch3.7.2 Design of the Shift System in Combination With the Pneumatic Servo Shift System

4 Transmission Input Speed, Direction of Rotation, and Noise4.1 Input Speed (Engine Speed)4.2 Direction of Rotation of Input4.3 Noise4.4 Rattling

5 Transmission Oil Temperature, Transmission Cooling, and Use in Sub-Zero Temperatures5.1 Permissible Oil Temperatures5.2 Causes of Excess Oil Temperatures5.3 Measures for Transmission Cooling5.3.1 Connecting a Heat Exchanger

5.4 Use in Sub-Zero Temperatures5.5 Storing the Transmission at Low Temperatures

6 Transmission Lubrication7 Transmission Support and/or Suspension7.1 Transmission Flange-Mounted on Engine

8 Auxiliary Power Units8.1 Installing Transmissions with ZF Auxiliary Power Units Fitted8.2 Retrofitting ZF Auxiliary Power Units8.3 Fitting Third Party Units

9 Connections on the Transmission9.1 Electrical Connections9.2 Pneumatic Connections9.2.1 Air Quality9.3 Hydraulic Connections9.4 Speedo Connection

10 General Information10.1 Ambient Transmission Temperature10.2 Subsequent Paintwork10.3 Fording Capability10.4 Bleeding10.4.1 Bleeding using a Simple Breather10.4.2 Bleeding by Means of Hose Line in Dry Compartment

10.5 Corrosion Protection10.6 Transmission Cover10.7 Additional Brackets10.8 Transmission Transport10.9 Operating and Warning Information10.10 Vehicle Handover

11 Selection Criteria for ZF PTOs1. Output speed2. Direction of rotation for output3. Position of output point4. Number of output points5. Torque for output6. Speed and shift dependency - Engagement conditionsa) Clutch-dependent PTOsb) Engine-dependent, powershift PTOs

7. Attachment specifications for hydraulic pumps fitted on version c ZF PTOsa) Additional specification: (for all PTO types)b) Additional specification: (for PTO N ../2c)c) Loading: Gravity moment M

8. General information

12 Additional Instructions for Body Manufacturer12.1 General Information12.2 Function Test12.3 Shift System12.4 Transmission Removal

manual transmissions in commercial vehicles

Documents

transmission damage

transmission failure

transmission loading2

permissible vibrations

prefaceproper installation

installation check

used oil

germanyzf friedrichshafen