SECTION 3 POWER TRAIN SYSTEM

Group 1 Structure and Function -------------------------------------------------------------------------------------- 3-1

Group 2 Operational Checks and Troubleshooting ------------------------------------------------------- 3-22
Group 3 Test and Adjustments ---------------------------------------------------------------------------------------- 3-30
Group 4 Disassembly and Assembly ------------------------------------------------------------------------------ 3-32
 SECTION 3 POWER TRAIN SYSTEM
GROUP 1 STRUCTURE AND FUNCTION

1. POWER TRAIN COMPONENT OVERVIEW

Engine Transmission

Front axle Front drive shaft Rear drive shaft Rear axle

H940S4WS3PT01

The power train consists of the following components:

ÂTransmission
ÂFront and rear drive shafts
ÂFront and rear axles
Engine power is transmitted to the transmission through the torque converter.
The transmission is a hydraulically engaged four speed forward, three speed reverse countershaft type
power shift transmission. A multi-disc type parking brake is located in the rear axle.
The transmission outputs through universal joints to two drive shaft assemblies. The front drive shaft is
a telescoping shaft which drives the front axle. The front axle is mounted directly to the loader front
frame. The front axle is equipped with conventional differential.
The rear axle is equipped with hydraulic lock differential.
The power transmitted to front axle and rear axle is reduced by the pinion gear and ring gear of
differential. It then passes from the differential to the sun gear shaft (axle shaft) of final drive.
The power of the sun gear is reduced by a planetary mechanism and is transmitted through the
planetary hub to the wheel.

3-1
2. HYDRAULIC CIRCUIT

H940S4WSPT01

B Orifice K2 Clutch
KV Forward clutch K3 Clutch
KR Reverse clutch K4 Clutch
K1 Clutch Y1~Y6 Solenoid valves to the control valves

Current No.
Forward Reverse Neutral
Engaged of the
Speed
clutch measuring
1 2 3 4 5 1 2 3 N points
Y1 X X X X X K4 60
Y2 X X X KR 55
Y3 X X X X X X K1 56
Y4 X X X X X X K3 58
Y5 X X X X X KV 53
Y6 X X X X X K2 57
Engaged
KV,K1 KV,K2 K4,K2 KV,K3 K4,K3 KR,K1 KR,K2 KR,K3 - -
clutches
X : Pressure regulator under voltage
※ Refer to page 3-25 for measuring points.

3-2
3. TORQUE CONVERTER

1 2 3

HB100PT03

1 Turbine 3 Pump 5 Input flange

2 Stator 4 Transmission pump

The converter is working according to the Trilok-system, i.e. it assumes at high turbine speed the
characteristics, and with it the favorable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favorable operating
conditions are obtained for each installation case.
The Torque converter is composed of 3 main components :
Pump wheel - turbine wheel - stator (reaction member)
These 3 impeller wheels are arranged in such a ring-shape system that the fluid is streaming through
the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In this way, the
converter can fulfill its task to multiply the torque of the engine and at the same time, the heat created in
the converter is dissipated via the escaping oil.
The oil which is streaming out of the pump wheel, enters the turbine wheel and is there inversed in the
direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft is receiving a more
or less high reaction torque. The stator (reaction member), following the turbine, has the task to reverse
the oil streaming out of the turbine once more and to deliver it under the suitable discharge direction to
the pump wheel.
Due to the reversion, the stator receiving a reaction torque.
The relation turbine torque/pump torque is called torque multiplication. This is the higher, the greater
the speed difference of pump wheel and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.
With increasing output speed, the torque multiplication is decreasing. The adaption of the output speed
to a certain required output torque will be infinitely variable and automatically achieved by the torque
converter.

3-3
when the turbine speed is reaching about 80% of the pump speed, the torque multiplication becomes
1.0 i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, in the torque
multiplication range it is backing-up the torque upon the housing, and is released in the clutch range.
In this way, the stator can rotate freely.

Function of a hydrodynamic torque converter (schematic view)

TP = Torque of the pump wheel

TT = Torque of the turbine wheel
TR = Torque of the reaction member (stator)
Pump wheel TR

Turbine wheel
From the engine
TT

TP

To the gearbox

Starting nT = 0
condition 1 1.5 Reaction member 2.5
(stator) Machine standing
still

Intermediate
condition 1 <1.5 <2.5 nT < n engine

Condition in the
coupling point 1 0 1 nT = 0.8n engine

7577APT100

3-4
4. TRANSMISSION
1) LAYOUT

H940S4WSPT02

1 Converter 7 Clutch shaft (KV)

2 Clutch shaft (K4) 8 Clutch shaft (K1)
3 Input (AN) 9 Output rear axle (HA)
4 Transmission pump 10 Clutch shaft (K2)
5 Attachment possibility power take-off 11 Clutch shaft (K3)
6 Clutch shaft (KR) 12 Front axle drive

3-5
2) INSTALLATION VIEW

H940S4WSPT05

1 Direct mount via flexplate 10 Filter head

2 Converter 11 Filter
3 Converter bellhousing 13 Oil drain plug 7/8" 14 UNF
4 Transmission housing - front part 14 Mounting provision for oil filler tube with oil dipstick
5 Transport bracket 15 Output flange
7 Input shaft front wheel drive 16 Engine-dependent power take-off (PTO)

3-6
3) OPERATION OF TRANSMISSION
(1) Gearbox diagram
Η The multi-speed reversing transmission in countershaft design is shifting under load by
hydraulically controlled multi-disk clutches and 4 forward speeds and 3 reverse speeds.
All gears are constantly meshing and supported by anti-friction bearings.
The gears, bearings and clutches are cooled and lubricated with oil.
The 5-speed reversing transmission is equipped with 6 multi-disk clutches (KV/KR/K1/K2/K3/
K4).
At the gear change, the corresponding multi-disk clutch will be hydraulically actuated.
A piston is at the same time transmitting the shifting force upon the plate pack, which is then
transmitting a torque analog to the pressure build-up.
The clutch is released when the actuation pressure for the multi-disk clutch is dropping.
A cup-spring pack is then pushing back the piston into the start position.

KV = Clutch forward Driving direction Speed Clutch

KR = Clutch reverse/input
K1 = Clutch 1st speed 1 KV/K1
K2 = Clutch 2nd speed/output 2 KV/K2
K3 = Clutch 3rd speed Forward 3 K4/K2
K4 = Clutch 4th speed 4 KV/K3
K5 = Clutch 5th speed
5 K4/K3
1 KR/K1
Reverse 2 KR/K2
3 KR/K3

H940S4WS3PT06

3-7
Θ Forward
In forward, forward clutch and K1, K2, K3, K4 clutch are engaged.
Forward clutch and K1, K2, K3, K4 clutch are actuated by the hydraulic pressure applied to the
clutch piston.

H940S4WSPT12

KR = Clutch reverse K2 = Clutch 3rd speed K4 = Clutch 5th speed

KV = Clutch forward K3/HA = Clutch 4th speed/output VA = Front wheel drive
K1 = Clutch 1st speed

3-8
Ι Reverse
In reserve, reserve clutch KR and K1, K2, K3 clutch are engaged.
Reverse clutch and K1, K2, K3 are actuated by the hydraulic pressure applied to the clutch
piston.

AN = Input
KR = Clutch reverse
KV = Clutch forward
K1 = Clutch 1st speed
K2 = Clutch 3rd speed
K3/HA = Clutch 4th speed/output
K4 = Clutch 5th speed
VA = Front wheel drive

H940S4WSPT13

3-9
4) ELECTRO-HYDRAULIC SHIFT CONTROL WITH PROPORTIONAL VALVE

2 5 12
11
13
3 6

4 7

H940S4WS3CV01

Control circuit I 7 Modulation valve 3-12 bar

1 Cable harness 8 Control pressure valv16+3 bar
2 Reducing 10 bar Control circuit II
3 Shift valve Neutral 11 Shift valve 6
4 Shift valve forward/reverse 12 Shift valve 5
5 Converter safety valve 8 bar 13 Shift valve 4
6 Orifice for modulations valve "C2"

3-10
 The main pressure valve is limiting the max. control pressure to 16+3 bar, and releases the main
flow to the converter circuit and lubricating circuit.
In the converter inlet, a converter safety valve (WS) is installed, which is protecting the converter
against high internal pressures (opening pressure 8+2 bar).
Within the converter, the oil serves to the power transmission according to the well-known
hydrodynamic principle (see chapter torque converter).
The oil which is streaming out of the converter is directed to a heat exchanger (oil-water, resp. oil-
air).
The selection and determination of the heat exchanger must be carried out by the costumer on his
own responsibility, in accordance with our Installation Instructions for the hydrodynamic power shift
transmissions (in Work).
The heat exchanger is not scope of supply of the Zahnradfabrik Passau GmbH GmbH.
From the heat exchanger, the oil is directed to the transmission and from there to the lubricating
circuit so that all lubricating points are supplied with cooled oil.

5) GEAR SELECTOR (DW-3)

The gear selector is designed for the
mounting on the left side of the steering
column. The positions (speeds) 1 to 4 are F
1
selected by a rotary motion, the driving 2
3
N
4
R
direction Forward (F)-Neutral (N)-Reverse
(R) by tilting the gear selector lever.
The gear selector is also available with
integrated kickdown push button.
For the protection from unintended start off,
a neutral interlock is installed.
N D
Position N - Gear selector lever blocked in
this position.
Position D - Driving. 73033TM17

3-11
6) TRANSMISSION ERROR DISPLAY
(1) Function
The display can be used with all controller types, e.g. with the DW-3.
It indicates the gear and the driving direction as well as the activated kick down.
Indication semi automatic and full automatic on the display

H940S4WSPT09

1 Selected speed
2 Driving direction Forward
3 Display error number
4 Symbol for error in the system
5 Driving direction Reverse

3-12
(2) Error Chart
In case of unrecoverable errors, the system shuts down completely (RESET; New start only
through Ignition OFF/ON).
To it belong especially output line interruption and outside supply at lines to the speed solenoid
valves.
These errors CANNOT be displayed.
Another error category is leading to an immediate RESET, whereas however, the electronics is
still indicating the errors as error numbers as long as
a) these are still present and/or
b) the Controller is not yet in position "Neutral" (Status "Waiting for Neutral").
After the error is cancelled, and in position "Neutral", the electronics is starting the transmission-
control program and clears the error display.
To this belong the following error classes/error numbers
ÂInvalid controller input-line combination : 22
ÂShort circuit of an output against ground : 23
ÂDefective voltage supply : 24
ÂError in the data field : 31
ÂError in the program operation : 32
ÂError in the processor-RAM : 33
Finally, there are still errors, which are not directly critical. In this case, no RESET will be initiated,
i.e. the transmission-control program is running on with limitations; the errors will be only
displayed after the shifting to Controller-Neutral, and are only cancelled again with the shifting
from neutral:
ÂFailure of the turbine speed sensor (optional) : 02 (42*)
ÂFailure of the output speed sensor : 10 (50*)
ÂInterruption/Foreign power supply of only less critical outputs : 21 (61*)
As a standard, errors are issued through a LED with dropping resistor which must be connec-ted
on the diagnostic connector (Flashing signal long: decimal value, short: units value, e.g.
corresponding to "long/long/short/short" of the error number "22").
The LED is flashing shortly after the ignition is switched on (lamp test).
In the status "waiting for controller-neutral", it is lighting permanently (possibly with flashing-code
output), at trouble-free driving, it is completely off.
(*): If the optional display is used, the errors can be issued on this one as error number. In this
case, these error numbers 02, 10 and 21 are also displayed if they had occurred only temporarily
and disappeared again in the mean time.
The value of the error number for such sporadic errors is then increased for + 40, therefore to 42,
50 resp. 61.
ö Still another NOTE concerning the display
At a very short-time OFF/ON switching of the power supply (ignition), wrong error messages can
be issued on the display, because after the switching off of the ignition, the microprocessor is still
"hunting".
If requested, the error indication on the display can therefore be completely suppressed.

3-13
(3) Troubleshooting

Display Fault Cause Remedy

NN No starting possible Controller not in neutral · Put controller in neutral position
· Renew starting interlock
EE · Starting possible Rated voltage ＜18 V Renew battery
· Machine does not move
Short circuit on solenoid · Current consumption 0.2~0.3 amp
valves · Resistance measurement 90~110
Ohm
· Renew solenoid valves
· Renew cables
Controller coding wrong Renew controller
Upshifting in 3rd or 4th Inductive transmitter gap Check gap (see point 0.5~1.0 mm)
F2 speed not possible too great (drive and output
side)
Inductive transmitter · Resistance measurement
defective (Nominal 1.3~1.5 kOhm)
F Machine does not move Switch on parking or · Renew switch on parking or service
or in 1st and 2nd speed service brake defective brake (for pressure curoff)
F
Upshifting from 1st speed kick-down knob actuated To be able to leave the kick-down
F1 not possible function a gear change must be
carried out on the controller
Machine does not move Engine speed too high Reduce driving speed no speed
F engagement possible at more than
1200 rpm.

F Speed display flashing Too low speed preselected Reduce driving speed
G machine speed too high
Machine is moving in 1st Final drive inductive · Check transmitter gap,
10 speed only transmitter no function set point = 0.5~1.0 mm
· Resistance measurement,
set point = 1.3~1.5 kOhm
· Exchange inductive transmitter

3-14
7) ELECTRIC CONTROL UNIT
(1) Complete system

H940S4WSPT06

1 Electronic control units TCU

2 DW-3 speed range selector with integrated kick-down button
3 Display
4 Vehicle’s electrical supply
5 Load sensor (option)
6 Cable to the solenoid valve control circuit I
7 Cable to the solenoid valve control circuit II
8 Cable inductive sensor output speed
9 ZF diagnose testman/pro with laptop
10 ZF diagnose tester PR-68
11 Ergopower transmission 5 WG-98

(2) Direct selection of the solenoid valves

The solenoid valves of the electro-hydraulic control block are directly selected by the electronic
unit without interconnection of relays. This means that under normal conditions, only the outputs
for starter interlock and back-up lamps have still to be connected through relays (see circuit
diagram sample table-4 and 5).

3-15
(3) Speed engagement
After the switching on of the ignition, the electronic unit is remaining in the waiting state; by the
position NEUTRAL of the controller, resp. by pressing on the key NEUTRAL, it becomes ready for
operation.
Now, a speed can be engaged. For the speed engagement from NEUTRAL, the following is
generally applicable:
If the driving speed is too high in relation to the preselected speed (danger of over speeds), the
lowest still permitted speed will be engaged and is then downshifted, possibly in dependence on
the driving speed.
(4) Passive reversing lock
The Controllers DW-3ist not equipped with an active reversing lock.
On the contrary, the driver can start reverse shiftings at any time.
Dependent on the actual driving speed, the following is resulting:
ÂIn the speeds 1 and 2, direct reversing is realized at any time
(1F Ğ 1R and 2F Ğ 2R).
ÂReverse shiftings in the speeds 3, is carried out in dependence on the driving speed according
to the following Algorithm:
Fully-automatic EST-125/126
ÂWhen speed below the reversing limit, the automatic control generally first shifts down by one
speed and the above indications for semi-automatic control apply.
ÂAt too high vehicle speed the electronic control shifts the transmission to neutral and then
carries out reversing only at correspondingly low output speed.

(5) Gear shiftings

ÿGeneral
General
In relation to the gear shiftings, maximally three load conditions, partial load (TL), full load (VL),
and Kick down can be distinguished.
For each of these load ranges, separate values for upshiftings and downshiftings as well as
different speed allocations (available speeds) are programmable.
In the driving program, a difference is made in dependence on the charge lever position (injection
pump) between the load ranges TL and VL. As far as a kick down switch is planned, an additional
Load range KD can be distinguished.
A load-dependent adaptation of the shifting points is therefore ensured.
ÂTL: Since the full engine power is not required, speed-upshiftings can be carried out relatively
early i.e. at low driving speeds, and downshiftings correspondingly late.
The engine is run in a range of low fuel consumption and at a low noise level.
ÂVL: In this load range, the shifting points of the speeds are tuned in such a way that the zone of
the optimal engine torque will be fully utilized.
Engine and transmission are collaborating ideally.
ÂKD: The engine power is now fully utilized in order to achieve an optimal acceleration .
At the same time, it is possible by actuation of the kick-down switch, to achieve an optimal
deceleration of the vehicle by earliest possible downshiftings.
Then over speeds of the engine are excluded.

3-16
 ÿUpshiftings
Upshiftings
Fully-automatic
In the automatic driving range, upshiftings at normal driving are realized in dependence on
driving speed and load. If a so-called LL-Switch (switch for the acknowledgment "accelerator
pedal in idle position", i.e.in the range 0 up to about 20%) is used, the automatic control is
suppressing any upshiftings in the overrun condition, so holding the actual speed.
ÿDownshiftings
Downshiftings
Fully-automatic
Here, downshiftings are principally carried out in dependence of driving speed and load.
In addition, a downshifting for one gear step can be forced by pressing a knob (kick-down knob in
double function or separate knob). According to the request, this function can be at disposal or
generally or only in idle operation (LL-wwitch, see above).
(6) Special kick-down function for backhoe- and wheel loaders
Through the kick-down knob, integrated in the controller lever, the 1st speed can be selected at
any time in the speeds 2F and 2R (i.e. Pos. 2 of the controller, at automatic control also in the 2nd
speed of the automatic range) by a short touch.
ÂThis kick-down condition can be cut off - according to the programming - by
- Another pressing of the kick-down knob
- Carrying out of a reverse operation
- 3Change of the controller lever position by changing (rotating) of the driving position 1~4,
resp. by pressing the keys "+" or "-" .
- Exceeding of a rotational speed limit
ÂThe kick-down will be always completed after shifting to neutral.
(7) Pressure cut-off
Especially at backhoe-, wheel loaders and lift trucks, the pressure cut-off can be activated in the
speeds 1 and 2 forward and reverse through an external plus signal.
It is interrupting the power flow in the transmission as long as this signal is present.
At other vehicles, this function can be used for the neutral shifting of the transmission at applied
hand brake or as "Emergency stop" (in this case, another drive off is only possible through the
controller-neutral position).
(8) Special function
There are different special functions possible, as for example:
ÂStarter interlock from neutral at too high engine speed during speed engagement from neutral
ÂControl/Limitation of the available speeds at inching operation (lift truck)
(9) Customized control outputs
The Electronic unit disposes of a total of 8 line outputs (+24 V resp. +12 V, max. 0,5 A each).
According to the type of the transmission and the vehicle, possibly not all of them will be needed,
and can then be used for customized purposes.
ÂTypical parameters are
- Vehicle speed
- Controller lever position / Speed range
- Engaged speed
- Preselected driving direction
- Reversing condition
ÂAt the same time, logical operations can be also created.

3-17
(10) Solenoid valve selection in position neutral
Especially at Wheel loaders and lift trucks, determined, transmission-specific solenoid valve
combinations are issued in the positions 1 and 2 in the neutral position of the controller lever for
the pre-filling of the speed clutches. These will be cancelled if the vehicle is exceeding a
determined maximum speed (wheel loaders : the maximum speed of the 2nd Speed).
(11) Inductive transmitter - failure recognition
The driving speed is acquired through an output-side inductive transmitter.
Its failure during the drive will be acquired and recognized by the electronic unit. The maximally
permitted speed is then the highest speed, in which a direct reversing, independently from the
driving speed is permitted, i.e. the 2nd speed.
A failure will be also supposed if the vehicle has already at least one time reversed, and is
standing in a speed higher than the 2nd for more than 10 seconds.
If the electronic unit has recognized a sensor failure, upshiftings beyond the limit "2nd speed" can
no more be realized, and from the speeds 3 and 4 only reverse shiftings are still possible.
Besides, reverse shiftings from the speeds 3 and 4 are only still possible into the 2nd speed of
the other driving direction.
At the speed engagement from neutral, the highest disposable speed will be generally engaged
and then downgraded in the preselected (lower) speed.
The status "sensor failure" will be cancelled, as soon as the inductive transmitter signal is
recognized again. Then however, follows an automatic upshifting in a possibly preselected speed
(see also (12)).
(12) System behavior at faults
The control unit is constantly monitoring all inputs from the controller and outputs to the solenoid
valves as well as the speed sensors. In case of illegal combinations (e.g. by a cable break,
external supply), the electronic unit is going immediately in the neutral condition and switches off
all outputs. The same happens if the voltage supply is exceeding determined limit values or a
short circuit is existing. The cut-off can be cancelled again by shifting the controller lever beyond
the position "NEUTRAL". The cancelation of the upshifting lock after (terminated) sensor failure,
is realized by shifting to neutral or automatically as soon as preselected and the actual speed are
coinciding.
It will be distinguished between unrecoverable failures (emergency properties plus display, see
appendix A). At a repeated fault, it is absolutely necessary to check the supply system electrics;
defective components must be immediately replaced.

3-18
5. AXLE
1) STRUCTURE

4
3
2
3
5 7
4

4 1

6 Rear axle
1

7
Front axle

H940S4WSPT10

1 Input 4 Axle housing 7 Steering cylinder

2 Axle drive housing 5 Output unit
3 Bearing housing 6 Parking brake

3-19
2) DIFFERENTIAL

(1) Description 3
When the machine makes a turn, the
2 4
outside wheel must rotate faster than the
inside wheel. A differential is a device
which continuously transmits power to the
right and left wheels while allowing them
to turn a different speeds, during a turn.
The power from the drive shaft passes
through bevel pinion (1) and is transmitted
to the bevel gear (2). The bevel gear
changes the direction of the motive force
by 90 degree, and at the same time
reduces the speed. 1
It then transmits the motive force through
the differential (3) to the axle gear shaft 770-3 [3-26(1)]

(4).

(2) When driving straight forward

Pinion gear
When the machine is being driven straight
Side gear Side gear
forward and the right and left wheels are
rotating at the same speed, so the pinion Axle gear shaft
gear inside the differential assembly do
not rotate. The motive force of the carrier
is send through the pinion gear and the
side gear, therefore the power is equally Carrier
transmitted to the left and right axle gear Pinion gear
shaft.

770-3 [3-26(2)]

(3) When turning

Swing
When turning, the rotating speed of the
Pinion gear
left and right wheels is different, so the
Side gear Side gear
pinion gear and side gear inside the
differential assembly rotate in accordance
with the difference between the rotating
speed of the left and right wheels.
T h e p owe r o f t h e c a r r i e r i s t h e n
transmitted to the axle gear shafts. Carrier

Pinion gear Ring gear

770-3 [3-26(3)]

3-20
6. TIRE AND WHEEL

7407APT10

1 Wheel rim 3 O-ring 5 Side ring

2 Tire 4 Lock ring 6 Valve assembly

1) The tire acts to absorb the shock from the ground surface to the machine, and at the same time
they must rotate in contact with the ground to gain the power which drives the machine.
2) Various types of tires are available to suit the purpose. Therefore it is very important to select the
correct tires for the type of work and bucket capacity.

3-21