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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
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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
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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
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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
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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.
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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.
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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
+××=
�
�
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).
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
29
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
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
30
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
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
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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.
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
32
���� 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
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
33
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
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
34
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.
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
35
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
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
36
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
2 HL 250/270/290
Off-Road Transmissions
and Axle Systems
Division
37
- 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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� < � � � � ( / / + � 3 . ( 3 / � ( � ) 0 1� � � � � � ( / / + � 3 . ( 3 / � ' / ! $ / # 0 2 � � 0 ) � . ) " & # � � . ! , " # $ � - ! . , /
C � � � � � ! / � ! / � ! / ( " / % � 3 . ( 3 / � ' / ! $ / # 0 2 � � 0 ) � . ) " & # � � . ! , " # $ � - ! . , / � . - ( / * � � � � 4 1 / / ) � � � & % � �
� � � � � � 6 � � � � � 8 � � � 6 � � � � � � � � � � � � � � � � � �
; � � � � � � 8 6 � � � � � � 8 � ; � 4 � � 9 � � � � � � 6 � � � <
* � � 9 9 � 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 / � = � % % * ! & . + � � / / + @
� � � � � 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 � � ; � � � � � � � � � � � � � � � � �
� �