zf – hydrostatic powershift transmissions 2 hl ......zf is not liable for faulty installation,...

Order No.: 5872 014 002

ZF – HYDROSTATIC POWERSHIFT TRANSMISSIONS

2 HL 250/270/290

TECHNICAL DATA DESCRIPTION INSTALLATION OF THE TRANSMISSION INSTALLATION OF THE VALVE BLOCK COMMISSIONING OF PRODUCTION VEHICLES OPERATION MAINTENANCE

ZF Passau GmbH Donaustr. 25 - 71D - 94034 Passau

Subject to modifications!

2 HL 250/270/290

Off-Road Transmissions

and Axle Systems

Division

2

1st Edition 2004/11

2nd

Edition 2005/03

3rd

Edition 2006/05

4th

Edition 2007/02

2 HL 250/270/290Off-Road Transmissions and Axle Systems Division

3

Preface

This documentation was issued for specialists trained by ZF for maintenance and repair work on ZF units. Due to further technical developments of the product a repair of the existing unit may require varying processes as well as different setting and test data.

This manual is based on the technical status at printing date. It was most carefully prepared to avoid mistakes. However, we are not liable for possible errors in representation or description.

We reserve us the right to modifications without prior notice.

The owner and the user are liable for observing the safety instructions and to perform the maintenance work in accordance with the specifications.

ZF is not liable for faulty installation, inadequate handling, insufficient maintenance, improp-erly as well as incompetently performed work and the resulting consequential damages.

It is mandatory to observe the respective instructions and manuals of the vehicle manufac-turer.

Important information with reference to technical reliability and operational safety are out-lined by the following symbols:

Is applicable for instructions which have especially to be observed for mainte-nance, execution of work or handling of the vehicle!

Is indicated for working- and operating processes which must strictly be ob-served to avoid a damage or destruction of the unit, or to avoid risks for per-sons!

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TABLE OF CONTENTS

Page:

Summary of the TECHNICAL DATA 6

Model identification plates

Version A 7

Version B 8

IMPORTANT NOTES 9

I. DESCRIPTION 11

II. INSTALLATION OF THE TRANSMISSION 13

III. INSTALLATION OF THE VALVE BLOCK 15

3.1 Direct mounting to the transmission 3.2 Separate installation in the upper chassis 3.3 Mounting to the control block 3.4 Prop shafts

3.4.1 Prop shaft connection

3.4.2 Joint angle limits

3.4.3 Permitted joint angle ß per joint

3.4.4 Limit because of acoustic reasons

3.4.5 Max. permitted theoretical joint angle with more than one joint

3.4.6 Critical speed

3.4.7 Single arrangement

3.4.8 Multiple-arrangement

3.4.9 Miscellaneous

IV. COMMISSIONING OF PRODUCTION VEHICLES 27

V. OPERATION 29 5.1 General 5.2 Commissioning 5.3 Driving and shifting 5.4 Parking brake 5.4.1 General

5.4.2 Function

5.4.3 Emergency braking

5.5 Towing

VI. MAINTENANCE 35 6.1 Oil grade 6.2 Oil level check 6.3 Oil change

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APPENDIX 2 HL 250/270/290, consisting of:

Tables:

1 Layout – Axle attachment

2 Layout – Separate Installation

3 Installation view – Separate Installation – Installation Position Vertical

- with hydraulic downshift interlock –

4 Installation view – Separate Installation – Installation Position Vertical - with electric downshift interlock –

5 Installation view – Separate Installation – Installation Position Vertical - with electric downshift interlock and mounted valve block –

6 Installation view – Separate Installation – Installation Position Horizontal

- with electric downshift interlock –

7 Installation view – Separate Installation – Installation Position Horizontal

- with hydraulic downshift interlock –

8 Installation view – Axle attachment with hydraulic downshift interlock

9 Installation view – Axle attachment with electric downshift interlock

10 Oil circuit diagram with hydraulic downshift interlock

- Off-road speed –

11 Oil circuit diagram with electric downshift interlock

- Road speed –

12 Oil circuit diagram with electric downshift interlock and valve block attached

to the transmission

- Road speed –

13 Power flow

14 Trouble shooting

15 Data sheet speed Sensor


6

Summary of the TECHNICAL DATA:

2 HL 250 2 HL 270 2 HL 290

Input power: P max. kW 60 110 110

Input torque: T max. Nm 550 770 950

Output speed: n max. rpm 3 500 3 500 3 500

Hydro-motor max. q max. cm3/rev. 110 140 165

Transmission ratio: Off-road speed i = 4.51 Road speed i = 1.11

Off-road speed i = 4.87 Road speed i = 1.20

Transmission control:

Use the ZF Valve block for transmission control

Control Pressure on Port P p min. = 30 bar at lower/upper Diesel idling speed p max. = 50 bar

Residual pressure in the tank line T p max. = 1.0 bar

Oil capacity Transmission control Q min. = 5.5 l/min for oil viscosity 110 cSt Q max. = 25 l /min Downshift interlock:

Downshifting realized at transmission input speed of approx. 800 rpmLubrication pressure 6,5+1,5 bar at transmission input speed > 1500 rpm

Transmission mass:

Separate mounting approx. 135 kg


7

INSCRIPTIONS ON THE MODEL IDENTIFICATION PLATE “A” FOR ZF POWERSHIFT TRANSMISSIONS

1 = Model (Transmission Type) 2 = Serial No. 3 = ZF Parts List No. 4 = Total ratio of the transmission 5 = Oil filling – Oil specification (For HL Transmissions this field is not completed) 6 = ZF List of Lubricants 7 = Oil capacity (For HL Transmissions this field is not completed) 8 = Customer Code (Vehicle – Ident-No.)

NOTES TO SPARE PARTS ORDERS:

When ordering genuine ZF Spare Parts please indicate as follows:

1. = Transmission Type 2. = Serial No. 3. = ZF Parts List No. 4. = Trade Mark and Type of the Spare Part5. = Denomination of the Spare Part 6. = Spare Part No. 7. = Way of delivery

Please complete the above mentioned details in order to avoid mistakes in the delivery of the ordered spare parts!

This data is indicated on the model identification plate!

1 2

7

3

6

4

5

8


8

INSCRIPTIONS ON THE MODEL IDENTIFICATION PLATE “B” FOR ZF POWERSHIFT TRANSMISSIONS

1 = Customer Name (Vehicle Manufacturer) 2 = Type3 = ZF Parts List No. 4 = Vehicle manufacturer Parts List Number 5 = Current Serial Number 6 = Oil filling (Oil specification)

KUNDE / CUSTOMERTYPE SERIAL - NO.

NO.

PART NO.

LIST OFLUBRICANTS

TE-ML

MANUFACTURED BYZAHNRADFABRIK PASSAU GMBH

MADE IN GERMANY

NOTES TO SPARE PARTS ORDERS:

When ordering genuine ZF Spare Parts please indicate as follows:

1. = Transmission type 2. = Serial No. 3. = ZF Parts List No. 4. = Trade Mark and Type of the Spare Part5. = Denomination of the Spare Part 6. = Spare Part No. 7. = Way of delivery

Please complete the above mentioned details in order to avoid mistakes in the delivery of the ordered spare parts!

This data is indicated on the model identification plate!

1

2

3

4

5

6

2 HL 250/270/290 Off-Road Transmissions and Axle Systems Division

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IMPORTANT INSTRUCTIONS

Carry out the oil level check in the transmission only 5 minutes after stopping of the vehicle.

Use transmission oils to ZF List of lubricants TE-ML 07. Current lists of lubricants can be obtained on ZF’s Website in the Internet.

Keep the oil change intervals (see Chapter VI).

When leaving the vehicle on a gradient or a slope the service brake has addition-ally to be arrested, besides the application of the parking brake.

At vehicle drive with a ZF Transmission and ZF Axles must be ensured that the vehicle will be braked during an excavator operation only with the service brake.In this operating condition, the transmission brake (parking brake) must not be engaged.

Towing speed max. 10 km/h.

Since there is no transmission lubrication, the vehicle is not allowed to be towed over a distance of more than 5 km.

No braking effect of the parking brake, when the emergency actuating device is activated.

No gear must be selected if the emergency control is activated - apply parking brake.

If the emergency actuation device is deactivated incorrectly, the transmission will be damaged during operation.

No regreasing must be effected on the grease nipple of the emergency control.

In case of irregularities on the transmission, arrest the vehicle and ask for specialists.


11

I. DESCRIPTION

The transmission is composed of a 2-speed powershift transmission in planetary design, a spur gear drive in double-shaft arrangement with output flanges to the front and rear axle resp. a rear-mounted bevel gear set at direct mounting on a ZF Axle. Easy removal of the ZF Axle is ensured by a separate cover.

The powershift device for the planetary drive is composed of a rotating multi-disk clutch and a case-stationary multi-disk brake, fitted upon it. Both are closed by spring force and hydraulically released.

In off-road speed, the internal gear of the planetary drive is backing upon the closed, caserigid brake. In this speed the piston chamber of the brake is unpressurized, so that the elastic force and additionally the hydraulic pressure of the clutch piston is acting upon the disk pack. At this time the clutch is open, i.e. hydraulically released. In the road speed, the clutch is closed by elastic force and the brake is hydraulically released.

The powershift devices have also the function of a praking brake. At the braking, the brake piston is pushing with aid of the spring on the brake disks and is thus clamping the planetary drive. The dynamically stressed and large-capacity brake absorbs the braking energy, since the clutch remains closed at the braking and is only subject to the static friction conditions. When braking the hydrostatics and transmission brake are acting in common.

The hydraulic downshift interlock avoids the downshifting at high driving speed and therefore the overspeed of the hydro-motor. If the off-road speed is selected at a high driving speed, this speed remains locked and will be automatically shifted resp. released only after the downshifting point has been reached. The downshifting is realized at about 75% of the maximum speed in the off-road speed. Upshiftings are independent from the driving speed. The downshift interlock is effective in both directions. The downshift interlock does not avoid the possible overspeed at coasting of the vehicle. For this purpose, a brake valve is to be provided on the hydro-motor. As alternative to the hydraulic downshift interlock an electric version by means of a speed sensor and an electronic unit is possible. These signals can be also used for the driving speed display.

The emergency actuating device is to interrupt the power flow between input and output in case of a control pressure failure or a hydro-motor defect and thus allows an emergency tow-ing of the vehicle. For this purpose grease is pumped by means of a commercial grease gun (in the tool kit) into the grease nipple of the emergency actuation on the transmission until it comes visibly out of the pressure relief valve. Thus it is ensured that both pistons in the trans-mission are sufficiently released for towing of the vehicle. Observe the towing distance and speed since there is no transmission lubrication. In order to deactivate the emergency actuating device again, the bleeder of the emergency actuation has to be opened and then the road speed to be shifted (apply control pressure 30 to 35 bar to the connection at the brake). Then close the bleeder again.


12

The protection of the transmission against an insufficient control pressure is realized by the pressure valve on the ZF Valve block. No pressure lower than 26 bar is applied to the gear-shift valve, so that the parking brake is always effective.In case of a control pressure exceeding 32 bar at the ZF valve block, it is reduced to 32 bar by means of an integrated pressure reducing function.

Depending on the current application the gearshift valve of the ZF Valve block shifts into the road speed or the off-road speed. If no current is applied to the solenoids the parking brake is engaged.

The vehicle manufacturer must ensure that with the engaged parking brake the drive valve of the hydro-motor is in Neutral. Thus, it cannot be driven when the parking brake is closed.

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II. INSTALLATION OF THE TRANSMISSION

1. For the transmission suspension (separate mounting), three fixing bolts M20,

property class 8.8. have to be used.

Thread screw-in length min. 26 max. 30 mm. Torque limit of screws 430 Nm.

Minimum material length for screw head seat 750 N/mm2.

Fixing plate must be torsion-free.

Deformations of the vehicle frame must not influence the transmission fixing.

Admissible flatness tolerance over the total transmission mounting face max. 0.3 mm.

In case of separate transmission installation, pay attention to the highest possible ground

clearance to protect the transmission against external damages. If necessary, provide a

guard.

2. Mount the enclosed O-Ring sealing on the mounting face of the hydro-motor.

Fixing of the hydro-motor with screws of the property class 8.8.

If hydro-motors with 2-hole flange pattern are used please consult the responsible Ap-

plication Engineering Dept.

The bolted sealing cap on the input housing may only be removed when mounting the

hydrostatic motor. In order to avoid oil loss when removing the transport cover, the

transmission must be tilted in such a way that the hydrostatic motor connection face is

showing upwards and the shift protection and the lubrication pump are showing down

wards. Make sure that shift protection and lubrication pump are not damaged.

3. It might be necessary for universal shaft assembly to rotate the output . Since the park

ing brake is effective in immobilized condition, a clutch must be released hydraulically.

For this purpose use an oil pump to apply a pressure of min 16; max 35 bar to connec

tion B of the hydraulic shift protection, or connection B of the transmission housing if

the lubrication pump is used. The road speed is selected in this condition, and the drive

line can be rotated on a threaded flange connection by means of a wrench. The transmis

sion is in its initial condition upon releasing the pressure.

Do not exceed the max. permitted pressure in order to avoid the risk that the

transmission is damaged.

4. Pay attention to easy accessibility of the bleeders, oil filling and oil drain, measuring

connections, pressure ports and emergency actuating device.

5. In the whole transmission control system, exclusively commercial oil lines and fittings

of the standard hydraulics have to be used.

6. For all hydraulic and measuring connections on the transmissions, threaded pins

according to DIN 3852, Shape A with O-Ring have to be used.

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7. Because of the aluminium material of the shift interlock, the torque limit of 30 Nm for

the screw-in sleeve B and K is mandatory to be met.

When mounting the lines to the screw-in sleeves, these must be hold up with a wrench.

8. Rinse hose lines, pipes and screw-in sleeves carefully prior to the installation.

At the installation of all oil-leading parts, also on the connection holes and connection

surfaces, pay attention to utmost cleanliness!

9. At welded pipes must be no welding residues - carry out a 100%-cleaning.

10. The pressure losses in the control lines for the transmission control must be as low as

possible.

For this reason, pay attention to the following:

- Short control lines between control pump, valve block, rotary up to the transmission.

- Control lines with internal diameter of min. 10 mm.

- Rotary with diameter of min. 8 mm.

- Calculate ample dimensions for elbows and screw joints with as low as possible throttle losses.

11. The residual pressure in the tank line must be max. 1 bar.

Measurement is made in the tank-relieved control line B and K on the transmission or

on the shift interlock resp. on Port T on the valve block attached to the transmission.

For this reason, pay attention to the following:

- Short tank line from valve block transmission control to hydraulic tank.

- Do not join this tank line with other tank lines.

- Pass the return oil (transmission control) directly into the hydraulic tank, i.e.

oil flow not via the return flow filter.

- Tank lines with internal diameter of min. 15 mm.

- Calculate ample dimensions for elbows and screw joints, with as low as possible throttle losses.

12. NOTE:

�� The vehicle manufacturer is responsible for the correct installation!

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III. INSTALLATION OF THE ZF VALVE BLOCK

There are 3 installation possibilities for the valve block

3.1 Direct attachment to the transmission ( see Table 5 and 12 )

The valve block is directly bolted to the transmission housing. Only the control line has to be

attached to Port P ( M16x1.5 ) and the tank line to Port T ( M18x1.5 ). For this system the

electric signal for the gear changes must be led through the rotary.

3.2 Separate installation in the upper chassis

The valve block is fastened at an adequate place in the upper chassis by means of 2 screws

M8x50 or M8x55; Property Class 10.9; Tightening torque 23 Nm. Attachment point is to be

selected in a way that the two screw plugs protruding from the mounting face of the valve

block for the Ports P and T ( M10x1 ) are uncovered.

Attach the control line to Port P ( M16x1.5 ) and the tank line to Port T (M18x1.5 ).

Attach the pressure lines to the Ports B and K ( M16x1.5 ) and lead them via the rotary to the

transmission.

3.3 Mounting to the control block

Through the two contact bores P and T ( M10x1 ) the valve block can also be mounted di-

rectly to the control block. In this case remove the two screw plugs M10x1. Put the O-Rings

14x3 ( e.g. to ZF Part number 0634 303 118 ) into the recess on the Ports P and T. Fasten the

valve block with 2 screws M8x50 or M8x55 ; Property class 10.9. Tightening torque 23 Nm.

Use the two screw holes being located next to these contact bores. The sealing surface on the

control block must be carried out to ensure the sealing effect and the contact bores of both

parts must be matching accordingly.

Attach the pressure lines to the Ports B and K ( M16x1.5 ) and lead them via the rotary to the

transmission.

In principle, no installation position is specified for the valve block.

By opening of the locking nut the solenoids can be rotated in its position as requested. For

splash water purposes the plug connecting should always show downwards. Tightening

torque: locking nut 2.5 Nm.

Electrical connections

Rated voltage 24 V.

Deutsch plug DT 06-02S EP06.

With contact bush, female, nickel-plated, according to 0460 201 1641.

Interlock: W2S

Both connections are carried out of the same kind (without coding).

The wiring harness must be fastened as close as possible to both plugs to avoid that the plug

connection gets loosened or damaged due to vibrations.

Function of the gearshift valve

If current is applied to Solenoid M1, it is shifted into the off-road speed.

If current is applied to Solenoid M2, it is shifted into the road speed.

If no current is applied to the solenoids, the parking brake is engaged.

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Function of the pressure valveThe pressure valve protects the transmission from a too low control pressure. It does not al-low a pressure being lower than 26 bar to the gearshift valve, so that the parking brake is al-ways effective.If the control pressure exceeds 32 bar it will be reduced to 32 bar by the integrated pressure reducing function.

The control pressure existing at the gearshift valve can be measured on measuring connection M ( M10x1 ).

Connections Valve block

View from above View from below

P

B K

Fig. No.B 3.3

Legend:

M1 = Solenoid valv.(off-road speed) M2 = Solenoid valve (road speed) DV = Pressure valve P* = System pressure (top) M10x1 K = Clutch (off-road speed) M16x1.5 B = Brake (road speed) M16x1.5 P = System pressure (lateral) M16x1.5 T = Tank (lateral) M18x1.5 M = Measuring point System press. M10x1

M2 M1 DV P*

P M2M1 B K

T

M

T

DV P M

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3.4 Prop shafts

3.4.1 Prop shaft connection

The vehicle manufacturer is responsible for the specification of the

prop shaft arrangement.

The joint angles of both joints are identical for Z- and W-arrangement (ß1=ß2).

Figure 2.1.1. B1

Through appropriate guidance of the axle for all loaded conditions of the vehicle, you

have to aim for a exactly Z-arrangement (ß1 = ß2).

Because this is not always realisable, you have to observe the metrics under point 3.4.2.

ß1

ß 1

ß2

ß2 W - arrangement

S0008

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3.4.2 Joint angle limits

Too big prop shaft joint angles ß as well as alignment errors ∆ ß = (ß1 - ß2) cause rotation

angle errors ∆ α, this can lead to detrimental prop shaft oscillations.

In order to avoid this kind of oscillations please follow the following guidelines:

3.4.3 Permitted joint angle ß per joint

The permitted joint angle ß per joint depends on type, size and speed of the prop shaft

n x ß < 22 000 r.p.m x degrees (see diagram)

These values have to be observed with regard to low noise operation and in par-ticular

with regard to service life and wear. With best-conditioned spring mass systems these

limits can be exceeded in exceptional cases. In these cases the prop shaft manufacturer

and ZF have to be consulted.

3.4.4 Limit because of acoustic reasons

Due to acoustic reasons there is an additional requirement. (independent of rpm):

ß ≤≤≤≤ 10°

This value applies to the standard position of the vehicle. In full rebound or bump position,

these values may be exceeded.

0°

2°

4°

6°

8°

10°

12°

4000

ß

14°

16°

18°

20°

10° limiting value

joint angle ß

prop shaft r.p.m min( )-1

permitted joint angle ß

(max. shaft-length L = 1500 mm)Z

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Resulting joint angle:

For spatial arrangement the resulting joint angle has to be calculated and is the base for

the design!

It is also possible to get ßres from the following diagram:

H

2

V

2

res ßtanßtantan arcß +=

0

5

10

15

20

510 15 20 25

5

10

15

20

25

25

ß =13°V

ßV

ß =9°H

ßH

Vertical

projection plane

acc. to diagram ß = 15°res

Resulting joint angles ß with spatial

prop shaft arrangementres

S0012

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3.4.5 Max. permitted theoretical joint angle with more than one joint

Permitted theoretical joint angle ßE of all joints:

ßE ≤≤≤≤ 2°

The influence of the joint angle size on the theoretical joint angle is shown in the diagram

represented on the next page.

The theoretical joint angle is calculated from the angles of the single joints with the fol-

lowing formula:

By a spatial arrangement of the prop shafts you have to take the respective “resulting”

joint angle ß res of the single joints.

ß res could be calculated with the formula or you take it from the diagram (page 8)

Application examples for the formula can be seen from the illustration below and in chap-

ter 2.4 Multi-arrangement.

The following sign-rule for the single angles ß applies:

+ if the journal cross is vertical Drive to the output shaft

- if the journal cross is vertical to the input shaft Drive

Caution !

The most unfavourable condition, i.e. the biggest joint angles are deci-

sive for the evaluation.

|...ß ß ß | ß2

3

2

2

2

1E ±±±±=

90

90

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Z - arrangement

arrangement

W - arrangement

Figure 1 (exact Z - or W - arrangement)

Figure 2 (small joint angles with angle error)

Figure 3 (big joint angle with angle error)

ß =12°1ß =12°1

ß =5°1ß =5°1

ß =15°1 ß =15°1

ß =12°2ß =12°2

ß =4°2ß =4°2

ß =14°2

ß =14°2

Figure 3 illustrates that with big joint angles an angle error

of only 1° already results in an inadmissibly high theoretical joint angle

S0011

Examples for the influence of the joint angle ß1 and ß2 on the theoretical joint angle ßE

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3.4.6 Critical speed When an inclined prop shaft transmits a torque, the bending stress of the prop shaft

centre part regarding dynamic additional forces alternates. If the stimulating fre-

quency equals the natural frequency of the prop shaft, there are extreme stresses. For

that reason it is necessary to take care that the prop shaft speed is clearly smaller than

the critical speed (≙ natural frequency) of the prop shaft. The max. operating speed

of the prop shaft should not exceed 65% of the critical speed.

The critical speed is calculated as follows:

D = tube outer diameter (cm)

d = tube inner diameter (cm)

L = Length of prop shaft central part (cm)

3.4.7 Single arrangement

Try to obtain an exact Z arrangement of the prop shaft (ß1=ß2) for all load con-

ditions by means of an appropriate axle suspension.

Since this can not always be realised in the vehicle, observe the values given in

3.4.2.

(r.p.m.) L

dD1021,1n

2

227

kr

+××=

ß�

ß�

Transmission AxleS0015

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Influence of the suspension on the prop shaft joint angle

3.4.8 Multiple-arrangement

A prop shaft with multi-arrangement can be optimised by an appropriate choice of the jour-

nal cross position and variation of height h of the intermediate bearing (ß-angle distribu-

tion). By this, the limits given in section 2.2 can be fulfilled in most cases.

Optimise the prop shaft by modifying the position of the journal crosses

-0 +

ß � ß

�

ß 2ß 2

Spring travel

emply

loaded

Oscillating axle results in unfavorable Z - arrangementby tilting movements of the axle. Condition ß = ß is only fulfilled in medium position.

During elastic response the angles become different.1 2

axle movement

axle movement

Oscillating travel

loaded

medium position

S0016

h

h

ß =9,5°�

ß =9,5°�

ß =10,7°3

ß =10,7°3

axle

axle

Unfavorable arrangement

Optimized arrangement (by modifying the position of thejournal cross)

Getriebe

transmission

S0017

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3.4.9 Miscellaneous

Balancing according to VDI 2060

This diagram shows the max. permitted specific unbalance:

Installation position

The tube of the prop shaft has to show downwards.

Shock coefficient

Depending on the kind of drivelines and the vehicle application a prop shaft is ex-

posed to shock loads. When dimensioning the prop shaft and the prop shaft bearings

the respective shock coefficients have to be taken into account.

Reference values are given by the prop shaft manufacturers.

300 500 700 900 1500 3000 4000

30

40

60

80

100

150

200

250

prop shaft speed n min( )-1

perm. residual unbalance

per balancing body mass (g mm/kg)

S0018

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Prop shafts with axial length compensation

In principle, if the installation of the prop shaft needs length compensation, the spline

of the prop shaft has to be provided as plastic coated version. These plastic coatings

have the commercial names "Rilsan" or "Glidecoat" etc.

These coatings very considerably reduce the friction coefficient.

Lubrication of the prop shaft

a) Old version of prop shafts, uncoated

Joint bearing and slide joint have to be lubricated not only when being assembled,

but have to be regularly serviced and relubricated. When relubricating, fresh grease

has to come out of the seals.

Relubricate at least every 5000 km or 3 months.

We have to point out that the pinion bearing can be damaged due to increased axial

forces, if it is not regularly relubricated.

For that reason this version must not be used any more for new designs.

b) Prop shafts with plastic-coated length compensation

The joint bearings have to lubricated during assembly and for maintenance.

ZF recommends a lubrication interval of six months or every 30 000 km.

Relubricate until fresh grease comes out of the seals.

The plastic coated splines only have to be lubricated with grease when being as-

sembled. No further lubrication is necessary.

c) Grease quality

Use lithium saponified greases according to DIN 51825-KP2K-20 without MoS2

additives or follow the recommendations given by the prop shaft manufacturers.

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IV. COMMISSIONING OF PRODUCTION VEHICLES

The following measures and checks have to be carried out one time on the first production

vehicle:

4.1 Commissioning

�� Fill up the transmission (and axle) with oil of the specified oil grade, if no oil filling

was made in the factory.

Transmission and axle have a separate oil supply.

�� See Chapter VI. MAINTENANCE

�� Permitted are oils according to the following ZF List of lubricants:

Powershift transmissions 2 HL-250/270/290 TE-ML 07

Axles MT/S-E 3000 TE-ML 05

4.2 Check of the control pressure on the valve block

Measurement on the Measuring Connection M of the ZF Valve block at warmed-up

condition in lower and upper idling speed of the combustion engine.

p min 30 bar; p max 50 bar.

4.3 Check of the shifting cycles and the residual pressure

Pressure measurement on the measuring connection clutch and measuring connection

brake of the transmission at warmed-up condition in lower and upper idling speed of the

combustion engine.

Measurement of up- and downshifting.

Scanning rate min. 50 / sec.

Filling time of clutch and brake max. 0.4 sec.

Residual pressure at emptied condition max. 1 bar.

4.4 Check of the downshifting point

Driving in road speed with an input speed exceeding 1200 min-1. Preselect the

off-road speed and reduce the speed slowly.

Downshifting must occur at an input speed below 1000 min-1 (at warmed-up

condition). This is applicable to the hydraulic and electric downshift interlock.

4.5 Check of the high pressure adjustment on the hydro-motor and of the max. speed

Specified values see ZF Traction diagram.

Measurements upon consultation with hydrostatics manufacturer.

4.6 At "Excavator operation" the parking brake must not be effective.

4.7 At the engagement of the parking brake and simultaneously applied accelerator, the

vehicle drive must be without action (drive valve in Neutral).

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V. OPERATION

5.1 General:

�� The exact instructions for the operation of the vehicle have to be taken from the op-

erating and maintenance instructions of the vehicle manufacturer.

5.2 Commissioning:

�� Prior to commissioning of the transmission, fill in the correct quantity of the speci-

fied oil grade.

See Chapter VI. MAINTENANCE

Place the vehicle onto a support.

Release the parking brake.

�� Bleed the transmission control system carefully, as otherwise functional failures may

occur at the gear changes.

�� Bleeding of the transmission control system at running control pump by means of

bleeder on brake and clutch. Use a transparent plastic hose to assess the air content

in the oil.

Bleeding:

Installation position Vertical

Fig. No.: 5.2 B1

Clutch

Brake

Emergency actuation

Brake

Clutch

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Installation position Horizontal

Fig. No.: 5.2 B2

• Shift into the road speed, open the bleeder of the brake and bleed it for approx. 20 sec. • When the brake is bleeded the first time, additionally open also the bleeder of the emer-

gency actuating device to bring it into its initial position. In this case no oil flows out.

• Close both bleeders. • Shift into the off-road speed, open the bleeder of the clutch and bleed it for approx. 20 sec. • Close the bleeder on the clutch. • Bleed the brake and the clutch still 2 times each for approx. 20 sec. • At the last bleeding procedure no air bubbles are allowed to be visible in the oil any more.

�� Check whether it has been sufficiently bleeded:

Upshiftings 1 - 2 at a lower Diesel speed and the drive must not lock!

�� The same measures have also to be carried out for a transmission or hydro-motor

replacement.

�� Upon the commissioning check all screw connections for leakage.

5.3 Driving and shifting:

The combustion engine start has always to be carried out in parking brake position.

After the start and preselection of the driving direction and the speed resp. release of the park-

ing brake, the vehicle can be set in motion by actuating the accelerator pedal.

Independently of the speed upshiftings are always possible.

If the off-road speed is selected at a high driving speed, this speed remains locked and will be

only then automatically shifted resp. released when the downshifting point is reached.

The downshifting is realized at about 75% of the maximum speed in the off-road speed. Re-

versing is possible in all speeds and independently of the driving speed.

Brake Clutch

Emergency actuation

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5.4 Parking brake:

5.4.1 General

When leaving the vehicle we recommend to activate, at the application of the

parking brake, additionally also the service brake. This safety measure is then

necessary when the vehicle is parked on a gradient or on a slope where the

holding force of the parking brake is no more sufficient.

�� The parking brake covers only the parking brake function.

This means that for the compliance with the national and international regulations

concerning the brake systems, the vehicles have to be equipped with a dual-circuit

brake system.

At excavator operation, i.e. when working with the implements at stationary vehicle, only the

service brake is allowed to be applied. In this case the parking brake is not allowed to be en-

gaged to avoid damages in the driveline due to tearing forces.

�� It must be ensured by the vehicle manufacturer that with an engaged parking brake

the application of the accelerator pedal is not effective (drive valve in Neutral posi-

tion). Otherwise the drive motor could tear up the parking brake, damage it and

move the vehicle.

5.4.2 Function

The parking brake is put into function by actuation of the parking brake switch.

The parking brake position of the gearshift valve in the ZF Valve block is shifted by not ap-

plying any current to both of the solenoids M1 and M2. This means in case of a power failure,

the parking brake is engaged automatically.

If the control pressure on the ZF Valve block is too low (lower than 26 bar) the parking brake

remains automatically in function.

Holding force of the vehicle see ZF Brake calculation.

5.4.3 Emergency braking

At a service brake failure, a dynamic braking is also possible by means of the parking brake.

In this case the braking effect of the hydrostatic drive is additionally also acting.

See the ZF Brake calculation for the calculation data of the braking.

This braking is not adjustable and cannot be influenced by the driver. Therefore it should only

be applied when all service brake functions have failed.

5.5 Towing:

�� The emergency actuating device is to interrupt the power flow between input and

output in case of a control pressure failure or a hydro-motor defect and thus allows

an emergency towing of the vehicle.

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�� Towing speed: max. 10 km/h

Towing distance: max. 5 km

Since there is no transmission lubrication, damages may occur due to lacking oil

supply if the instructions are no observed!

For a longer distance it is best to have transported the defective vehicle on a low

loader.

If the emergency actuation device is deactivated incorrectly, the transmission

will be damaged during operation.

Installation position Vertical Installation position Horizontal

Fig. No.: 5.5 B1

Activate the emergency actuation:

• Engine is switched off

• Block the vehicle against rolling away!

• By means of a grease gun pump in the grease on the grease nipple (1) until it comes visibly out at the pressure relief valve of the emergency actuation (3).

(Commercial grease gun in the tool kit – scope of supply of the vehicle manufac-

turer).

Deactivate the emergency actuation:

• The bleeder (2) of the emergency actuation must be opened and then shift into the road speed (apply a control pressure of 30 to 35 bar at the connection of the

brake).

• Then close the bleeder again.

3

2

1

3

2

1

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Installation position Horizontal

1 = Grease nipple (Connection to DIN 71 412)

2 = Bleeder

3 = Pressure relief valve

4 = Input housing

5 = Housing

Fig. No.: 5.5 B2

Emergency actuation deactivated Emergency actuation activated

Fig. No.: 5.5 B3 Legend:

1 = Set of springs (plate spring) for multi-plate clutch

2 = Clutch piston

3 = Multi-plate clutch

4 = Set of springs (plate spring) for multi-plate brake

5 = Brake piston

6 = Pin

7 = Pressure ring for the emergency actuation

8 = Ring for the emergency actuation

9 = Multi-plate brake

10 = Grease

11 = Grease nipple (Connection to DIN 71 412)

2

3

5 4

1

1 2

6

3

5 7 10

4 9 8 11

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Grease is applied to the pressure ring (1) pushing the brake piston (2) to the input housing

until contact and thus the clutch piston (4) is driven over 2 pins (3).

No braking effect of the parking brake, when the release device is actuated.

No gear must be selected if the emergency control is activated - apply parking

brake.

If the emergency actuation device is deactivated incorrectly, the transmission

will be damaged during operation.

No regreasing must be effected on the grease nipple of the emergency control.

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VI. MAINTENANCE

6.1. Oil grade:

�� Approved for the powershift transmissions 2 HL 250/270/290 are oils according to

the ZF List of lubricants TE-ML 07.

�� The list of lubricants will be updated every three months and can be requested or

examined as follows:

- in all ZF Plants - in all ZF After-Sales Service Stations - Internet http://www.zf.com Service /Technical Information

6.2 Oil level check:

At the oil level check it is absolutely necessary to observe the prescribed Safety

Regulations according to § 6 of the Rules for the Prevention of Accidents for

power plants in Germany and in all other countries, the respective regulations

valid in the country.

The vehicle has to be secured against rolling away, e.g. by means of blocks. Ar-

ticulated vehicles have additionally to be secured against unintended steering.

Installation position Vertical Installation position Horizontal

Fig. No.: 6.2 A

Legend Fig. 6.2 A and 6.2 B

1 = Oil level check- and filling plug M24x1.5 Tightening torque……. MA = 80 Nm

2 = Oil drain plug M24x1.5 Tightening torque ……. MA = 80 Nm

2

1 1 2

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Direct attachment to the ZF Axle

Fig. No. 6.2 B

The oil level check has to be made as follows:

- at horizontally standing vehicle

- Carry out the oil level check at stationary Diesel engine. - Clean the level plugs carefully prior to the opening - Binding is the oil level according to the oil level inspection bore!

�� Carry out the measurement only 5 minutes after stopping of the Diesel engine.

�� Oil level check and change for the ZF Axles see the respective

LUBRICATION AND MAINTENANCE INSTRUCTIONS

in the relating repair manuals.

6.3 Oil change and Oil filling capacity:

�� Oil change after 2000 operating hours in field application, however at least

once per year!

The oil change must be carried out as follows.

- Shut off the engine

- At operating temperature of the transmission and horizontally standing vehicle, open the oil

drain plug (2) with O-Ring and drain the used oil.

- Clean the oil drain plug and the sealing surface on the housing and install it again along

with the new O-Ring.

- Loosen the oil filler plug and clean the sealing surface on the housing.

- Fill in oil according to the ZF List of lubricants on the oil filling hole (1) up to the

overflow.

2

1

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- Check the oil level after approx. 2 minutes and replenish oil once again, if necessary.

- Install the oil filler plug with the new O-ring and screw it in.

OIL

CAPACITY:

Transmission vertically installed

Transmission horizontally installed

approx. 2.5 liters

approx. 3.0 liters

�� The indicated values are guide values !!

�� At the initial filling and after repairs has to be considered that some cavities are not

yet filled with oil. Due to these cavities, the oil capacity to be filled in at the initial

filling is greater than at the later oil changes during the maintenance service, so that

the oil level must be checked once again after a driving time of approx. 5 min.

The same applies at replacement of hydro-motor or transmission.

�� In case of an oil filling made in the factory, a deviation of ± 3 mm to the oil level

plug is permitted.

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� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

? � � � � � � 6 & . + � � / / + � = - ! . , / @ � � � � 4 2 ) / ' � � ! / � ! / � � ! . # ' " " & # � 0 & # ) ! & (

� � � � � � % % * ! & . + � � / / + � = 0 ( � ) 0 1 @

4 � � � � � � � � - ! " 0 . ) " & # � � ! / � ! /

� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � ! . , / � � � � 4 2 ) / ' � � ! / � ! / � � ! . # ' " " & # � 0 & # ) ! & (

< � � � � ( � ) 0 1 � � � � � . # ,

� � � � � � ' / ! $ / # 0 2 � . 0 ) � . ) " & # � � . ! , " # $ � - ! . , / � � � � � ! . , /

< � � � � ( � ) 0 1

� � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � 4 & ( / # & " + � 3 . ( 3 / � = � % % * ! & . + � � / / + @

� � � � � 4 & ( / # & " + � 3 . ( 3 / � = 6 & . + � � / / + @

� � � � � � �

� � � � ( / / + � 3 . ( 3 / � � � � � � � � � � � � � � � * � � ! . , / � � ! / � ! / � ( " # / � � ! . # ' " " & # � 0 & # ) ! & (

� < � � ( / / + � 3 . ( 3 / � � � � � � � � � � � � � � � * � � ( � ) 0 1 � � . # , � ( " # / � � ! . # ' " " & # � 0 & # ) ! & (

� . - � 4 � / / + � ) ! . # ' " ) ) / ! � * � � � ) � � ) � � / / + � = � � ) " & # @ � � � - ! " 0 . ) " & # � � ! / � ! /

< � � " ( � � " � / � % ! & ' � 1 " % ) � " # ) / ! ( & 0 , � ) & � 0 ( � ) 0 1 � 4 � 0 ) & # � ( " # / � � � - / � & " ( � � � ' �

� � � " ( � � " � / � % ! & ' � 1 " % ) � " # ) / ! ( & 0 , � ) & � - ! . , / � � � � � � � � � � � � � � � � ! . # ' " " & # � ( � - ! " 0 . ) " & # $ � & " (

� < � � � � ( ) " * + " , � 0 ( � ) 0 1 � � � � � � ' / ! $ / # 0 2 � . 0 ) � . ) " & # � � . ! , " # $ � - ! . , /

� � � � � � � ( ) " * + " , � - ! . , /

4 � � 4 � ' � � � " ( � 0 " ! 0 � " ) � 5 � 4 / ( / 0 ) & ! � $ / . ! - & 7 � . - ( / * � � � � � 4 1 / / ) � � � & % � �

Table-10 / Sheet 2 of 2

Shift modulation valve

TRANSMISSION

Hydro-motor

Output Output

M

JEB

EK

EN

PN

ÜN

SHIFT INTERLOCK

VALVE BLOCK

K B

M

P

T

Nab

M1M2

Gearshift valve

Pressure valve

Pressure limiting

valve

Pressure limiting

valve

Pump for lube oil &

control pressure shift interlock

Check

valve

Check

valve

LB

LK

Rotary

Upper chassis/undercarriage

S

B K

K B

Gearshift pistonGearshift piston

Leakage check

valve

Leakage check

valve

Change-over

check valve

S

� � � � � � 6 � � � � � 8 � � � 6 � � � � � � � � � � � � � � � � � �

; � � � � � � � � � 6 � � � 8 � ; � 4 � � 9 � � � � � � 6 � � � <

* � 6 � � 8 � 4 � � � 8 � *

� � � � � * � �� 1 / � ' . ! , / + � � & " ) " & # � = / > $ > � ? @ � 0 & ! ! / � & # + � A " ) 1 � ) 1 / � � & " ) " & # � " # � � . - ( / � � E � � � . # + � � B

� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

? � � � � � � 6 & . + � � / / + � = - ! . , / @ � � � � 4 2 ) / ' � � ! / � ! / � � ! . # ' " " & # � 0 & # ) ! & (

� � � � � � % % * ! & . + � � / / + � = 0 ( � ) 0 1 @

4 � � � � � � � � - ! " 0 . ) " & # � � ! / � ! /

� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � ! . , / � � � � 4 2 ) / ' � � ! / � ! / � � ! . # ' " " & # � 0 & # ) ! & (

< � � � � ( � ) 0 1 � � � � � . # ,

� � � � � � ' / ! $ / # 0 2 � . 0 ) � . ) " & # � � . ! , " # $ � - ! . , / � � � � � ! . , /

< � � � � ( � ) 0 1

� � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � 4 & ( / # & " + � 3 . ( 3 / � = 0 ( � ) 0 1 @

� � � � � 4 & ( / # & " + � 3 . ( 3 / � = - ! . , / @

� � � � � � �

� � � � ( / / + � 3 . ( 3 / � � � � � � � � � � � � � � � * � � ! . , / � � ! / � ! / � ( " # / � � ! . # ' " " & # � 0 & # ) ! & (

� < � � ( / / + � 3 . ( 3 / � � � � � � � � � � � � � � � * � � ( � ) 0 1 � � . # , � ( " # / � � ! . # ' " " & # � 0 & # ) ! & (

� . - � 4 � / / + � ) ! . # ' " ) ) / ! � * � � � ) � � ) � � / / + � = � � ) " & # @ � 4 � 0 ) " & # � ( " # / � � � - / � & " ( � � � '

� < � � � � ( ) " * + " , � 0 ( � ) 0 1 � � � � � � � ! . # ' " " & # � ( � - ! " 0 . ) " # $ � & " (

� � � � � � � ( ) " * + " , � - ! . , / � � � � � � � ' / ! $ / # 0 2 � . 0 ) � . ) " & # � � . ! , " # $ � - ! . , /

4 � � 4 � ' � � � " ( � 0 " ! 0 � " ) � 5 � 4 / ( / 0 ) & ! � $ / . ! - & 7

� . - ( / * � � � � � 4 1 / / ) � � � & % � �

Table-11 / Sheet of 2

K B

TRANSMISSION

Hydro-motor

Output Output

M

JEB

EK

EN

PN

ÜN

Nab

Pressure limiting

valve

Pressure limiting

valve

LB

LK

S

S

Shift modulation valveVALVE BLOCKK B

M

P

T

M1M2

Gearshift valve

Pressure valve

Rotary

Upper chassis/undercarriage

LUBE OIL PUMP

Pump for lube oil

� � � � � � 6 � � � � � 8 � � � 6 � � � � � � � � � � � � � � � � � �

; � � � � � � � � � 6 � � � 8 � ; � 4 � � 9 � � � � � � 6 � � � < � � � 8

: � � : � � � � � � < � � � � � � � � 8 � � � � � � � � � 6 � � 4 � � 4 4 � � �

* � 6 � � 8 � 4 � � � 8 � *

� � � � � * � �� 1 / � ' . ! , / + � � & " ) " & # � = / > $ > � ? @ � 0 & ! ! / � & # + � A " ) 1 � ) 1 / � � & " ) " & # � " # � � . - ( / � B

� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

? � � � � � � 6 & . + � � / / + � = - ! . , / @ � � � � 4 2 ) / ' � � ! / � ! / � � ! . # ' " " & # � 0 & # ) ! & (

� � � � � � % % * ! & . + � � / / + � = 0 ( � ) 0 1 @

4 � � � � � � � � - ! " 0 . ) " & # � � ! / � ! /

� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � � ' / ! $ / # 0 2 � . 0 ) � . ) " & # � � . ! , " # $ � - ! . , / � � � � 4 2 ) / ' � � ! / � ! / � � ! . # ' " " & # � 0 & # ) ! & (

� � � � � . # ,

� � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � 4 & ( / # & " + � 3 . ( 3 / � = � % % * ! & . + � � / / + @

� � � � � 4 & ( / # & " + � 3 . ( 3 / � = 6 & . + � � / / + @� � � � � � �

� � � � ( / / + � 3 . ( 3 / � � � � � � � � � � � � � � � * � � ! . , / � � ! / � ! / � ( " # / � � ! . # ' " " & # � 0 & # ) ! & (

� < � � ( / / + � 3 . ( 3 / � � � � � � � � � � � � � � � * � � ( � ) 0 1 � � . # , � ( " # / � � ! . # ' " " & # � 0 & # ) ! & (

� . - � 4 � / / + � ) ! . # ' " ) ) / ! � * � � � ) � � ) � � / / + � = � � ) " & # @ � 4 � 0 ) " & # � ( " # / � � � - / � & " ( � � � '

� < � � � � ( ) " * + " , � 0 ( � ) 0 1 � � � � � � � ! . # ' " " & # � ( � - ! " 0 . ) " # $ � & " (

� � � � � � � ( ) " * + " , � - ! . , / � � � � � � � ' / ! $ / # 0 2 � . 0 ) � . ) " & # � � . ! , " # $ � - ! . , /

4 � � 4 � ' � � � " ( � 0 " ! 0 � " ) � 5 � 4 / ( / 0 ) & ! � $ / . ! - & 7

� . - ( / * � � � � � 4 1 / / ) � � � � & % � �

Table-12 / Sheet 2 of 2TRANSMISSION

Hydro-motor

Output Output

M

JEB

EK

EN

PN

ÜN

Nab

Pressure limiting

valve

Pressure limiting

valve

LB

LK

S

S

Shift modulation valve

VALVE BLOCK

M

P

T

M1M2

Gearshift valve

Presure valve

LUBE OIL PUMP

Pump for lube oil

� �

� � � �

4 �� < � � 4 �� < � � 4 �� < � �

� �

� � � �

� � ; � 6 � 9 � � ; � � � � � � � � � � � � � � � � �

� �

zf – hydrostatic powershift transmissions 2 hl ......zf is not liable for faulty installation,...

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