Slide 1

DA Series - Training

Transmission EP Series

2012.10.02
EMEA Heavy Line Training Team

Slide 2

ZF ErgoPower LII

New ZF transmission
designed purely for
articulated dump truck
applications

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Slide 3

Transmission Specifications

DA30 DA40
Transmission
Transmission
Type ZF 8EP-320
Type ZF 8EP-420

8 Speed forward, 4 Speed reverse, Full

8 Speed forward, 4 Speed reverse, Full
Auto, Power-shift, Countershaft and
Auto, Power-shift, Countershaft and
Planetary, Remote mounted from
Planetary, Remote mounted from
engine and driven by propeller shaft
engine and driven by propeller shaft
with damper.
with damper.
Torque converter stator Free wheel stator
Torque converter stator Free wheel stator
Torque converter stall ratio 1.83
Torque converter stall ratio 1.83
Torque converter With lock-up and hydraulic retarder
Torque converter With lock-up and hydraulic retarder
Charging pump flow 115 l/min at 2,000 rpm
Charging pump flow 115 l/min at 2,000 rpm
Hydraulic pump P.T.O ratio (main) 1:1
Hydraulic pump P.T.O ratio (main) 1:1
Hydraulic pump P.T.O ratio (fan/brake) 1.05 : 1
Hydraulic pump P.T.O ratio (fan/brake) 1.05 : 1
Power Shift control pressure 16 ~ 18 bar
Power Shift control pressure 16 ~ 18 bar
Converter safety relief pressure 8.5 bar
Converter safety relief pressure 8.5 bar
Converter output pressure 5 bar
Converter output pressure 5 bar
Max. input speed 2,100 rpm
Shift control Max. input speed 2,100 rpm
Electric shift with proportional solenoid Shift control
Electric shift with proportional solenoid
valves (DC 24 V)
valves (DC 24 V)
Control unit EC2/EP400
Control unit EC2/EP400
Input flanges 7C Mechanics
Input flanges 7C Mechanics
Output flanges 8.5C Mechanics
Output flanges 8.5C Mechanics

Slide 4

Doosan’s Drive Line Concept

Tandem Bogie

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Slide 5

Main Differences (MT To DA)

WG310 vs. EP400
6WG 310 EP400 Comments
Engine Torque <=2,000 Nm <=2,700 Nm Model dependent
Engine Power <= 300 kW <= 400 kW Model dependent
Max GVW 68,000 kg 82,000 kg Model dependent
No of gears fwd 6 8 Lower maximum engine speed
No of gears rev 3 4 possible
Overall gear spread 8.56 10.8 26.80%
Gear step 1.55 1.4 Lower shaft rpm
Design concept Long shaft with 2 clutches Short shaft with 1 clutch
No of gear contacts 4 to 8 4 + Planetary stage
Friction discs Double sided linings Single sided linings Better heat dissipation
Clutch diameter 184 165 Lower circumferential speed
Internal clutch speed <= 8 x n <= 2 x n
Drag losses Upto 0.5 x WG310
Input retarder <= 1,200 Nm <= 1,800 Nm
Location Before TC After TC
Actuation / control Hydraulic / External Hydraulic / Internal Better heat dissipation
Cool oil flow <= 150 l/min <= 400 l/min Model dependent
PTO Upto 4 1 or 2
PTO Torque Total <= 1,500 Nm Total <= 1,800 Nm Model dependent
Electronic control Separate in cabin On Transmission
Hydraulic control External Internal Better protection.
Wiring External Internal Easier for OEM
Sensors External Internal Better protection.
Axle drop 575 mm 550 mm
No of models 2 5

Slide 6

Description And Technical Data

Maximum Maximum Maximum

Transmission Dumper Vehicle Maximum Engine Turbine Maximum Maximum
Type Size 1 Weight Engine Power Torque Torque 2 Brake Torque 3 Brake Power 4
8 EP 320 30 Tons 52,000 kg 250 kW 1,800 Nm 2,700 Nm 1,800Nm 300 kW
8 EP 370 35 Tons 62,000 kg 300 kW 2,200 Nm 3,000 Nm 2,200 Nm 350 kW
8 EP 420 40 Tons 70,000 kg 350 kW 2,500 Nm 3,400 Nm 2,500 Nm 400 kW
8 EP 470 45 Tons 77,000 kg 375 kW 2,700 Nm 3,400 Nm 2,500 Nm 420 kW
8 EP 520 50 Tons 82,000 kg 400 kW 2,700 nm 3,400 Nm 2,500 Nm 420 kW
1) Dumper size according to market usage in short tons (1 short ton = 907 kg)
2) By reducing torque with disengaging converter, it must be ensured to not exceed the values
3) Sum of engine brake and retarder
4) Sum of engine brake and retarder

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Slide 7

Identification Plate

1 2

3 4
5 6

7
8

1. Transmission Type 5. Oil Filling (Oil Specifications)

2. Transmission Number 6. ZF List Of Lubricants

3. ZF Parts List Number 7. Oil Fill Quantity

4. Overall Transmission Ratio 8. Customer Number

Slide 8

Drive Line Layout Comparison

Doosan DA

Engine Mounting Transmission Mounting

Competitors

Engine Mounting Transmission Mounting Drop Box Mounting

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Slide 9

ErgoPower LII
1 2
3

1. Eye Bolt M20

2. Breather
3. Oil Filler Plug
4. Connection 2. Power Take-Off (PTO)
5. Cover Plate With Gasket
10
4 6. Type Plate
7. Oil Drain Plug with Magnetic Insert
8. Oil Sight Level Glass
(Not easy to see)
D
9. Emergency Steering Pump
10. Connection 1. Power Take-Off (PTO)

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5
S D. Pressure Port

S. Suction Port
8

6
7

Slide 10

Configuration Of ErgoPower LII

C

W RE A
R
A
V
1 2
1. Input Flange AN/V

2. Engine Driven PTO R B

C
3. Output Flange (Rear Axle)

4. Emergency Steering Pump (Option) B

5. Output Flange Of LKV Axle Insert D D E/F
(Front Axle) F

E
W Converter With Lock-Up Clutch
RE Retarder G
5 G
Clutches V/R/A/B/C/D/E 3
Multi-Disk Brake F
Centre Differential G 5 4

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Slide 11

Configuration Of ErgoPower LII

(Reverse) (1st & 5th Gear)

(Forward)

(2nd & 6th Gear) (3rd & 7th Gear)

(E - 5th ~ 8th )
(4th & 8th Gear) (F – 1st ~ 4th)

(Centre
Differential)

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Slide 12

Clutch Configuration On ErgoPower LII

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Slide 13

Converter

The rotating impeller puts the converter oil into motion and passes it to the turbine wheel, where its direction of travel is reversed. The stator is
connected with the transmission housing by a free wheel and performs the task of reversing the oil direction streaming out of the turbine before
delivering it back in the correct direction to the impeller. Due to this reversing action, the stator receives a reaction torque which is supported by the
locked free wheel at the housing.

Thus the turbine torque is increased. The stator torque always equals the difference between turbine and pump moment. The turbine torque/ pump
torque relation is called conversion μ. The higher the speed difference between pump and turbine wheel, the larger the conversion.
The maximum conversion is reached when the turbine wheel is stationary (stall speed).

When the turbine speed reaches approximately 90% of the pump wheel speed, the torque conversion becomes μ = 1, then the turbine torque equals
that of the pump torque. From this point on the converter works like a fluid clutch. In this condition the stator rotates freely in the flow acc. to the
Trilok-principle.

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Slide 14

Converter
The converter works according to the Trilok-System, i.e. it assumes at high turbine speed the characteristics, and with it the favourable
efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favourable operating conditions are obtained for each installation
case.

The Torque converter is composed of 3 main components:

Impeller – Turbine Wheel – Stator (Reaction member)

These 3 impellers are arranged in such a ring-shaped 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 fulfil 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 impeller, enters into the turbine wheel and is there reversed in the direction of its flow.
According to the rate of reversal, the turbine wheel and with it also the output shaft receives a greater or lesser reaction moment.

The stator (reaction member) following the turbine, has the task of reversing the oil streaming out of the turbine once more in order to deliver it
again in the correct direction into the impeller.

Due to the reversal of the oil direction in the stator, it receives a reaction moment.
The relation between the turbine moment and the impeller moment is called torque multiplication, with this being higher the greater the speed
difference between them.

Therefore the maximum torque multiplication is created when the turbine wheel is stationary, and as the output speed increases the torque
multiplication is reduced.
The adaption of the output speed to a certain required output moment will be infinitely variable and automatically achieved by the torque
converter. When the turbine speed is reaching about 80% of the impeller speed, the torque multiplication becomes 1.0 i.e. the turbine moment
becomes equal to that of the impeller moment. (From this point on, the converter is working similar to a fluid clutch.

A free wheeling stator serves to improve the efficiency at higher driving speeds, as in the torque multiplication range it acts to back up the
moment on the housing, and is released in the clutch range (So in this way the stator can rotate freely)

With the torque converter lock up clutch activated, the slip between the impeller and turbine are zero and so are the hydraulic losses in the
converter. (The torque converter lock up is controlled by the electronic controllers depending on various parameters)

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Slide 15

Converter

Stator

Converter lock-up clutch

Turbine wheel

Impeller wheel

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Slide 16

Converter

With the lock-up clutch actuated (locked), the slip between the impeller and turbine wheel is “zero” and consequently
the hydraulic loss in the torque converter is “zero”.

The lock-up clutch is actuated automatically by the transmission controller, when the various measured parameters,
including turbine speed are suitable.

Actuation pressure is provided via a pressure control valve to the actuation piston, which then compresses the multi-
disc unit.
Key
Converter Unlocked Converter Locked
1 = Cup Spring
2 = Plate Pack
3 = Stator
4 = Circuit Cover / Impeller
5 = Turbine Wheel
6 = Piston

Pressure Oil
From The WK
Valve

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Slide 17

Retarder

The integrated hydrodynamic retarder is installed in the transmission between the torque converter and the
gearbox. This installation position of the retarder at the transmission input (so-called primary retarder)
increases the retarder brake torque at the transmission output by the given transmission ratio.

Thus a high retarder brake torque is available in the lower speeds which can be used almost until the vehicle
is stationary. The retarder is controlled by the release of the accelerator pedal, with the accelerator pedal
signal being translated into a retarder brake torque by the controllers. (The retarder force can be limited to
50% by switch selection on the control panel)

The amount of retarder force can be modulated, once actuated by depressing the accelerator pedal.

The retarder works in combination with the exhaust brake system via CAN.

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Slide 18

Retarder

Structure Of The retarder

The retarder consists of a rotor, the stator and the control device.
• The rotor (the rotating part of the retarder) is driven by the vehicles motion through the axles, drive
shaft, transmission and engaged drive clutches.
• The stator is permanently connected to the transmission housing.
• The control unit is an integral part of the transmission control and consists of a modulation valve
(P10), the retarder regulation valve (RV), the cooler redirection valve and its actuation valve. (The
actual control is effected via on-board electronics.)

Function Of The Retarder

The braking process itself is induced by a foot-operated control unit.

The control unit sends a continuously varying signal to the electronics, which in turn actuates the
corresponding control valve and thus sets the required brake power in a continuously variable manner.
(The actual retarder actuating pressure varies between 2.5 bar and 15 bar.)

The retarder regulation valve (RV) when energised releases the corresponding oil flow into the retarder and
due to the rotation and the shape of the rotor blades, the oil is reversed into the stator and from there returns
to the rotor. The reversing of the oil in the rotor acts to slow the rotation of the rotor and thus reduce the
speed of the vehicle.
During this process the kinetic energy of the machine is transformed into heat energy exclusively by fluid
friction, which has to then be released through the transmission cooler.
If a drive gear clutch is actuated during retarder operation, the brake torque is decreased to prevent damage
to the drive clutch being engaged.

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Slide 19

Retarder

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Slide 20

Centre Differential Lock

VA = Output (Front Axle)

HA = Output (Rear Axle)
D = Engagement /
Disengagement Of
Differential Lock
1 = K3 Spur Gear Input
2 = Planetary Gear
(Ravignaux-System Outer
Hole Circle)
3 = Planetary Gear
(Ravignaux-System Inner
Hole Circle)
4 = Planet Carrier
5 = Screening Plate
6 = Sun Gear
7 = Output Shaft To Front Axle
8 = External / Internal Gear

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Slide 21

Centre Differential Lock

• Differential locks (when fully engaged) guarantee equal drive to both outputs.

• The central differential distributes the torque to the vehicles front & rear axles and balances any speed
differences between them, when unlocked.

• The inbuilt differential lock creates a rigid connection between the front and rear axles in order to prevent
individual axles from spinning. (When locked, the torque to the front and rear axles are the same.)

• Locking and unlocking of the centre differential is hydraulically actuated by the transmission controller.

• The lock can be actuated up to a maximum speed of about 20 kph, and is automatically opened once the
vehicle speed exceeds 22 kph.

• The central differential is of the planetary design and constructed so that the external / internal gear is driven,
with the output taken from the planet carrier and the sun gear, with the result that a torque distribution
between front and rear axle of 1:2 is achieved. (Equal torque for each wheel)

• If an axle of the vehicle is showing signs of slip, a rigid connection between the axles can be created by the
differential lock, and in this condition the torque distribution front axle to rear axle is 1:1.

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Slide 22

Powershift

Powershift transmissions give uninterrupted drive whilst shifting between one gear and the next (both
during up & down shifts), which means continuous smooth power delivery, which is both more
comfortable for the driver and less stressful on the vehicle. To achieve this an electro-hydraulic shifting
system is used, whereby the driver informs the transmission controller of the gear he would like by
means of an electric gear selector, and the transmission controller then activates the corresponding
solenoid valves on the transmission to seamlessly change over the clutch engagements (interlocks built
into the system prevent the transmission from making shifts that could cause damage to the system).
This system means that there is no direct linkage between the gear selector and the transmission.

The ErgoPower L II powershift transmission is composed of two parts, a countershaft part with four
speeds and a two speed planetary drive. (This arrangement is beneficial to high efficiency as it ensures
low internal speed levels).

The countershaft part of the transmission is only subjected to low torque, which means that it can be
designed to ensure high efficiency. While the high torque is generated in the planetary drive which has
good tooth engagement efficiency.

• The transmission is powershiftable with hydraulically actuated multi-disc clutches.

• All gears are in constant mesh and supported by roller bearings.
• Gears, bearings and couplings are cooled and lubricated by the transmission own oil circuit.

The 8-speed reversing transmission (8 Forward & 4 reverse) has 7 multi-disc clutches and one multi-
disc brake, to provide the required gears. When shifting, the respective multi-disc units are
compressed by axially moved pistons, which are actuated by pressure oil supplied from the shift blocks.
(A pressure spring moves the piston back once the hydraulic pressure is released, so as to release the
clutch pack).

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Slide 23

Speed Sensor Locations

n2 (Primary Step)
n1 (Turbine)

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Slide 24

Speed Sensor Locations

Sensors

n2 (Primary Step)

n3 (Secondary Step)

n1 (Turbine)

n4 (Output)

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Slide 25

Speed Sensor Locations

Speed Sensor
n1 (Turbine)

Speed Sensor
n2 (Primary Step)

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Slide 26

Speed Sensor Locations

Speed Sensor
n3 (Secondary Step)

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Slide 27

Speed Sensor Locations

Speed Sensor
n4 (Output)

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Slide 28

Temperature Sensor Locations

Temperature Sensor
Sump

Temperature Sensor
Converter/Retarder

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Slide 29

Inside The Shift Block I

Shift Block I Assembly

1 = Pressure Controller With Follow-On Slide

2 = Pressure Reducing Valve (RV-1)

3 = Wiring Harness Ergo Control II

3 1
A = Connection To Wiring Harness
Shifting Block II
2
B B = Connection To Control Unit (TCU)

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Slide 30

Control System
Electronic control
Single Electronic And Hydraulic Control
Only one external sealing surface
→ Reduced potential leakage
→ Easier maintenance
Hydraulics and sensors inside transmission housing
→ Improved protection

- 4 Frequency inputs
- 3 Analogue inputs (Oil level, Sump temp
& Converter temp) Vehicle e.g.
- 2 position sensors • Dashboard
- 10 Current outputs (Clutches) • Display
- 2 Sensor supplies • Shift lever
- 2 Switched power supplies
Engine Controller

TCU Power and signal lines Power supply and

CAN 1
reduced I/O Hydraulic
performance OEM Interface Control Unit
CAN 2

Shift lever
- Supply Ki15, Ki30, K131
- 4 Analogue inputs
- 1 Sensor supply
Display

8-13 Digital inputs

I/O Expander (T/M Control lever)
-1 Analogue input
(Axle Temp)
Application and -2 Frequency inputs
Diagnostic Tools (Axle speed)
-4 Digital outputs
(Diff locks centre & axle,
exhaust brake, reverse 30
signal & LIS
Slide 31

Inside The Shift Block II

Shift Block II Assembly

1 = Control valve (cooler change-over

valve 1.5 bar)
2 = Clamping plate
3 = Pressure Controller (Y10) ”Retarder”
with follow-on slide
4 = Pressure Controller (Y7) ”Clutch V”
4 5 with follow-on slide
6 5 = Pressure Controller (Y9) ”Clutch WK”
with follow-on slide
3
6 = Pressure Controller (Y8) ”Clutch E”
7 with follow-on slide
2
7 = Pressure Reducing Valve (9 bar)

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Slide 32

Electrical Wiring System

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Slide 33

Oil Circuit Diagram

Shift Block I
Shift Block II

SDV – System Pressure Valve

Block
RV – Retarder Control Valve
KUV – Cooler Redirection Valve
S-KUV – Actuation Valve CRV (KUV)
WSV – Converter Safety Valve
WGV – Converter Back Pressure Valve

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Slide 34

Measuring Points And Connections

Measurements should only be taken when the transmission has reached its recommended operating
temperature of between 80° - 90° C

Point Function Setting Port Size

53 Pressure clutch forward 16 + 2 bar M14 x 1.5
55 Pressure clutch reverse 16 + 2 bar M12 x 1.5
56 Pressure shifting element A 16 + 2 bar M12 x 1.5
57 Pressure shifting element B 16 + 2 bar M12 x 1.5
58 Pressure shifting element C 16 + 2 bar M12 x 1.5
59 Pressure shifting element D 16 + 2 bar M12 x 1.5
60 Pressure shifting element F 16 + 2 bar M12 x 1.5
61 Pressure shifting element E 16 + 2 bar M12 x 1.5
62 Pressure lubrication circuit 1.5 bar M14 x 1.5
Measuring possibility for temperature of lubrication 60° C ~ 90° C
M14 x 1.5
65 System Pressure 16 + 2 bar
Measuring possibility for sump temperature 60° C ~ 95° C M14 x 1.5
66 Pressure clutch G (differential lock) 16 + 2 bar
Measuring possibility for system pressure with M12 x 1.5
actuated differential 16 + 2 bar

• Fitting Adapter P/N: MX530572

• Test Port P/N: MX526930
• Lubricants for the transmission: TE-ML03
• Lubricants for the front Axle Insert: TE-ML05

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Slide 35

Summary Of Advantages Of The 8EP 400 vs. The 6WG 310

◊ Lower internal clutch speed results in lower inertia losses

◊ Improved efficiency values:

 Combined counter shaft and planetary transmission
 Planetary gear sets designed to have very low gearing losses.
 Lower torque in countershaft part, enables the use of smaller clutch diameters which leads to lower inertia
losses (losses ~ d³)
 Lubrication oil limitation in open shift elements lead to lower losses

◊ Less gear contacts lead to lower gearing losses

◊ Simple assembly of 1 clutch per shaft, proven design

◊ Higher number of gears

◊ Higher overall gear spread

◊ Smaller gear steps

◊ Integrated Control system

 Onboard electronics (4th generation) with network integration abilities
 Simplified wiring, reduced complexity
 Complete production test after assembly,
 Internal hydraulic control and sensors for improved reliability (increased damage protection & reduced
leakage)

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Slide 36

DA Series Training

E.O.D

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