DOWNLOAD PDF ZF Marine Transmission BW 460 Series Operating Instructions Manual 3085 758 105
Operating Instructions
BW 460, BU 460, BW 460-1, BU 460-1
BW 460 S, BU 460 S, BW 460-1 S, BU 460-1 S
BW 465, BU 465, BW 465-1, BU 465-1
BW 465 S, BU 465 S, BW 465-1 S, BU 465-1 S
BW 465-1 A, BU 465-1 A
BW 465-1 V, BU 465-1 V
BW 461, BU 461
BW 466, BU 466, BW 466 G, BU 466 G
ZF Marine Transmission
BW 460 Series
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
Safety InstructionsBW 460
The following safety instructions appear in this manual.
NOTE
Refers to special processes, techniques, data, use of auxiliary equipment etc.
CAUTION
This is used when incorrect, unprofessional working practices could damage the product.
DANGER
This is used when lack of care could lead to personal injury or death.
Subject to alterations in design
Copyright by ZF
These operating instructions are protected by copyright. Any reproduction and dissemination in whatever form – also in adapted, paraphrased or extracted form – in particular as a reprint, photomechanical or electronic reproduction or as a storage in data-processing equipment or data networks without approval by the holder of the copyright is prohibited and will be prosecuted under civil and criminal law.
Printed in Germany
Printed:
Edition: 11.00
3085 758 105
Foreword.
1Description
1.1Power, speed, rotation direction, ratio, type plate
1.2General information.
2Transmission views
2.1BW 460 – transmission views
2.2BW 461 – transmission views
2.3BW 465 A– transmission views.
2.4BW 465-1 V – transmission views.
3Monitoring data for BW 460 Series .
4Functional description.
5Oil supply and transmission cooling.
5.1Control unit and transmission actuation.
6Actuation.
6.1Mechanical transmission actuation
6.2Pneumatical transmission actuation.
6.3Electrical transmission actuation
7Normal operation.
7.1Changeover.
7.2Operation with engine at a standstill and propeller
7.3Special
8Manual
8.1Electrical
8.3Operation using the emergency control
9Trolling
9.1Mechanical actuation device for trolling mode (special scope of supply).
9.3Appendix (drawings)
13Maintenance time schedule
13.1Regular maintenance jobs.
13.2Additional
13.3Anti-corrosion protection measures after long periods of downtime
14Maintenance job schedule
14.1Maintenance level / maintenance jobs
16Maintenance system job sheets
Corrosion-profing and anti-corrosion protection
Operating Instructions
Foreword
ZF Marine Transmission
The operating instructions apply to the standard version of the transmission. Variations are possible according to special customer requirements and operating conditions. If the data contained in the operating instructions are different to the data contained in the technical or commercial specifications, the data in the specifications shall apply.
Important!
Ensure that these operating instructions are always kept to hand. Carefully read the operating instructions. Pay particular attention to the safety instructions. Some of the illustrations contained in the operating instructions may differ from your installed transmission. Furthermore, safety devices and covers may sometimes be omitted to enable clearer illustration.
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
DescriptionBW 460 Series
1Description
1.1Power, speed, rotation direction, ratio, type plate
ZF marine transmissions are designed and manufactured according to the regulations of the various classification societies. The input powers approved by the classification societies depend on the input speed, the class of the craft and the different design regulations currently in force. In most cases, the maximum torques approved by ZF are also fully accepted by the classification societies.
If requested, the classification society specified by the customer can carry out a full test or factory acceptance test (test stand).
Normally, the input shaft rotates in a clockwise direction (looking at the transmission input flange). Transmissions which are specially designed for anti-clockwise input shaft rotation (looking at the transmission input flange) have an arrow on the transmission input end to show the rotation direction.
The total ratio is stamped on the transmission type plate which is located on top of the transmission housing.
Data included on the type plate:
Key
1Model
2Serial no.
3Parts list no.
4Customer reference no.
5Total ratio and code letter for oil pump ratio
6Oil capacity
7Mass (dry)
8Lubricant, see ZF List of Lubricants
TE-ML 04
9Clutch oil pressure (nominal)
10Max. power/speed ratio for intermittent operation at very widely differing engine speeds
11Max. power/speed ratio for intermittent operation at widely differing engine speeds
12Max. power/speed ratio for intermittent operation at differing engine speeds
13Max. power/speed ratio for continuous operation at max. engine power
NOTE
For items 10 to 13, also refer to section 12 “Maintenance”.
Information under 1, 2, 3 and 5 must be quoted when querying problems and ordering spare parts etc.
The letter stamped after the total ratio (5) has the following meaning:
Oil pump ratio A is the standard version.
1.2General information
(See the end of this section for different features of the “BU” series)
The BW 460 Series transmissions are abaxial reversing and step-up gears of 3-shaft design with a clutch on both the transmission input shaft and the reversing shaft. The general design is the same for all transmissions. The main components subject to wear can be accessed
through an aperture in the housing, even if the transmission is still installed.
The cast transmission housings are extremely torsionally rigid and, with the exception of the BW 461, are made from a light metal alloy which is almost totally resistant to salt water. The BW 461 transmission housing is made from gray-cast iron. The machined surfaces and tapped holes required for attaching the transmission mountings and the bell housing are included as standard.
In order to ensure long life and quiet operation, all power-transmitting gearing is designed with high safety levels in mind, case-hardened, ground and then specially treated.
The shafts run in anti-friction bearings. A propeller thrust bearing is installed in the transmission to absorb the propeller thrust. The reversing clutches arranged on the input shaft and the reversing shaft are multi-disc clutches with steel/sinter discs. They are operated by means of oil pressure.
The high delivery rate of the oil pump ensures rapid clutch response. The contact pressure of the clutch is modulated during shifting to ensure smooth operation.
At the same time, the flow of oil to the operating clutch is increased, i.e. the heat generated during shifting is quickly dissipated, which means that the clutches can operate efficiently under extreme load. The heat generated in trolling mode is also reliably dissipated, even during continuous operation.
In the event of faults in the operating oil circuit, both multi-disc clutches (not in BW 465-1 V; clutch on the input shaft only in BW 465-1 A) can be mechanically pressed together by means of three bolts (for each clutch) which are accessible from the outside (only when the transmission is at a standstill). This emergency control feature can be used to engage “enginewise” propulsion (not in BW 465-1 A and BW 465-1 V) or “counterenginewise” propulsion (not in BW 465-1 V).
An easily replaceable control unit – fitted with all the valves, slides and control equipment for the operating and lubricating oil circuits – is built onto the transmission housing.
In the basic version of the transmission, the BW 465 / BW 461 control unit is actuated mechanically. If required, the BW 465 / BW 461 can also be supplied with electrical actuation.
The mechanical actuation system can be supplied with a mechanical trolling valve. The electrical transmission actuation system can also be supplied with an electrical trolling valve (ZF-Autotroll).
Differences in the BU Series:
The BU ... Series transmissions are step-up gears with one clutch which can be arranged either on the input shaft or on the reversing shaft.
Depending on the version, the output rotation direction can be the same as or opposite to the input rotation direction. Otherwise, the design and the external dimensions are exactly the same as in the BW Series.
2Transmission views
2.1BW 460 – transmission views
ZF marine transmissions BW 460, BU 460, BW 460-1, BU 460-1, BW 465, BU 465, BW 465-1, BU 465-1
The pictures below depict the BW 465-1 (the SAE00 clutch bell housing shown is part of a special scope of supply).
The add-ons, connections and pipes on your transmission may be different to those pictured here.
Key:
1Transmission mounting faces
2, 21, 27 Measuring point for clutch oil pressure
5Measuring point for oil pressure upstream of filter
7Filter chamber, sediment drain
8Input
10Engine-driven oil pump
11, 12, 41Measuring points for oil temperature
15Oil cooler
16Pressure side connection for standby pump
18Position for trailing oil pump
19Suction side connection for standby pump
20Oil drain plug
22Measuring point for lubricating oil pressure
23Transmission breather
25Oil dipstick
26Output
28Flange-mounting face for bell housing
32Oil chamber drain
33Oil filter
34Emergency control (counter-enginewise rotation)
35Coolant inlet
36Coolant outlet
37Inspection hole cover, transmission housing
44Emergency control (enginewise rotation)
46Oil filler hole
105Control lever for mechanical actuation
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
2.2BW 461 – transmission views
ZF marine transmissions BW 461, BU 461, BW 466, BU 466, BW 466 G, BU 466 G
The pictures below depict the BW 461 with rigid mounting and monitoring equipment (special scope of supply). The add-ons, connections and pipes on your transmission may be different to those pictured here.
Key:
1Transmission mounting faces
2, 21, 27 Measuring point for clutch oil pressure
5Measuring point for oil pressure upstream of filter
7Filter chamber, sediment drain
8Input
10Engine-driven oil pump
11, 12, 41Measuring points for oil temperature
13Water connection flanges
15Oil cooler
16Pressure side connection for standby pump
18Position for trailing pump
19Suction side connection for standby pump
20Oil drain
22Measuring point for lubricating oil pressure
23Transmission breather
25Oil dipstick
26Output
28Flange-mounting face for bell housing
32Oil chamber drain
33Oil filter
34Emergency control (counter-enginewise rotation)
35Coolant inlet
36Coolant outlet
44Emergency control (enginewise rotation)
46Oil filling
47Inspection hole cover (transmission housing)
105Control lever for mechanical actuation
bSuspension lugs for transport/handling
Key:
1Transmission mounting faces
2, 21, 27 Measuring point for clutch oil pressure
5Measuring point for oil pressure upstream of oil cooler and filter
7Filter chamber, sediment drain
8Input
10Engine-driven oil pump
11, 12, 41Measuring points for oil temperature
13Water connection flanges
15Oil cooler
16Pressure side connection for standby pump
18Position for trailing pump
19Suction side connection for standby pump
20Oil drain
22Measuring point for lubricating oil pressure
23Transmission breather
25Oil dipstick
26Output
28Flange-mounting face for bell housing
32Oil chamber drain
33Oil filter
34Emergency control (counter-enginewise rotation)
35Coolant inlet
36Coolant outlet
37Inspection hole cover (transmission housing)
46Oil filling
101Electrical actuation device (not part of standard scope of supply)
105Control lever for mechanical/ manual actuation
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
Key:
1Transmission mounting face (suspension brackets not part of standard scope of supply)
2, 21, 27
Measuring point for clutch oil pressure
5Measuring point for oil pressure upstream of filter
7Filter chamber, sediment drain
8Input
10Engine-driven oil pump
11, 12, 41Measuring points for oil temperature
15Oil cooler
16Pressure side connection for standby pump
18Position for trailing pump
19Suction side connection for standby pump
20Oil drain
22Measuring point for lubricating oil pressure
23Transmission breather
25Oil dipstick
26Output
32Oil chamber drain
33Oil filter
35Coolant inlet
36Coolant outlet
37Inspection hole cover (transmission housing)
46Oil filling
101Electrical actuation device (not part of standard scope of supply)
105Lever for mechanical actuation
Monitoring data for BW 460 SeriesBW 460 Series
Measuring point 1) 52, 21, 272211, 12, 41
Operating mode “Neutral” 9) Enginewise or counter-engine- wise rotation Position 9) Enginewise or counter-engine- wise rotation Position 9) “Neutral”
1)Refer to monitoring plan in installation manual for schematic arrangement; refer to installation drawing or operating instructions or “Basic transmission description” section in installation manual for arrangement on transmission
7)The nominal clutch pressure is specified in the binding, order-specific technical documents and also stamped on the type plate and in the control housing. 8) For operation with engine at a standstill and current-driven propeller (also refer to section 7, page 22) 9) For normal operation without trolling 10) Not listed in above table 11) Without trailing pump 12) With trailing pump 13) Not listed in above table 14) Not within the standard ZF scope of supply 15) Not listed in above table 16) For remote display 17)Not listed in above table
2)For visual and audible warning
3)Use distributor 4)At 60 °C to 80 °C oil temperature
5)With time delay 3 to 10 s (to be provided by shipyard)
6)Warning must be rendered inoperational in “Neutral” or “Trolling on” position
BW 460 SeriesFunctional description
4Functional description
Transmission and power flow diagram
BW 460, BW 460-1, BW 465, BW 465-1, BW 461, BW 466, BW 466 G (BU 460, BU 460-1, BU 465, BU 465-1, BU 461, BU 466, BU 466 G only have clutches D and E)
Gears are in mesh
Power flow for:
Counter-enginewise rotation
Enginewise rotation
Transmission and power flow diagram BW 465-1 A, BW 465-1 V (BU 465-1 A, BU 465-1 V only have clutches D and E)
A = Input shaft
B = Reversing shaft
C = Output shaft
D = Clutch for counterenginewise rotation
E = Clutch for enginewise rotation
Gears are in mesh
Power flow for:
Counterenginewise rotation
Enginewise rotation
The transmission and power flow diagram shows the power flow for “enginewise” output rotation (input and output rotating in the same direction) and for “counterenginewise” output rotation (input and output rotating in opposite directions).
Gears are in mesh
A = Input shaft
B = Reversing shaft
C = Output shaft
D = Clutch for counterenginewise rotation
E = Clutch for enginewise rotation
The full amount of engine power can be transmitted in both output rotation directions. The ratio specified on the type plate applies to both output rotation directions, i.e. identical transmission versions can be used in multi-engine installations. This set-up requires fewer spare parts and permits the use of standardized reconditioned transmissions.
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
Oil supply and transmission coolingBW 460 Series
5Oil supply and transmission cooling
The transmission housings are designed as oil reservoirs. An oil pump is installed to supply oil for transmission lubrication, transmission cooling and engagement of the multi-disc clutch. This pump supplies oil to the pressure oil circuit at a rate dependent on the speed of the transmission input shaft. A high-output pump is used to ensure ample oil for transmission lubrication and cooling, even at low transmission input speeds.
The flow of oil is kept constant and the operating efficiency of the transmission improved by an oil pressurecontrolled valve in the oil circuit. This valve returns excess oil directly to the suction side of the pump at high engine speeds.
The oil pump is driven by the transmission input shaft via spur gearing. The gearing ratio is adapted to suit the engine speed.
The transmissions are equipped with an oil cooler manufactured from saltwater-resistant material for cooling the transmission oil. After cooling, the oil passes through an oil filter (slot-type filter) to the control unit and then to the clutches and the transmission lubrication points.
Connecting unions are provided as standard equipment for monitoring transmission temperature, oil pressure upstream of the filter, lubricating oil pressure and clutch oil pressure. (Refer to section 2 “Transmission views” for details of positions and designations.)
5.1Control unit and transmission actuation
The control unit is a complete assembly located on the transmission housing. It contains:
● The control slide valve for filling and ventilating the transmission clutches
● The control valve for setting the clutch pressure
● The time switch for modulating the clutch pressure
The control slide valve is axially moved into the desired position. This may be by mechanical, pneumatic or electrical means, depending on the type of actuation. The oil flowing out of the control unit is used for lubricating and cooling the clutch discs, the meshing gears and the bearings.
In the case of mechanical transmission actuation, the control lever attached on top of the control unit moves the control slide valve. A scale indicates the engaged position. The basic version of the transmission is equipped with mechanical transmission actuation.
If transmission actuation is pneumatic, the control slide valve is axially moved by means of compressed air. The compressed air cylinder and air connections form a complete actuation device which is flange-mounted on the control unit. The control lever for mechanical transmission actuation is retained and is automatically dragged into position. Pneumatic transmission actuation is part of the special scope of supply.
In the case of electrical transmission actuation, the control slide valve is axially moved by means of oil pressure. The required oil flow is taken from the control unit. Solenoid valves electrically control this oil flow. The hydraulic cylinder and solenoid valves form a complete electrical actuation device which is flange-mounted on the control unit. The control lever for emergency mechanical actuation is directly connected to the control slide valve and is automatically dragged into the engaged position. Electrical transmission actuation is part of the special scope of supply.
BW 460
6Actuation
6.1Mechanical transmission actuation
If transmission actuation is mechanical, the rotary motion of the selector shaft axially moves the control slide valve in the control unit.
Key:
103“Counter-enginewise” position
104“Enginewise” position
105Emergency lever for mechanical actuation
121End stop
122Undefined position (this range must be quickly bypassed)
123Safe neutral range
124Detent position for neutral
137Switch for warning interrupt (special scope of supply)
The control lever is located on top of the control unit. The positions are shown on the scale on the control unit and by the marking on the scale ring attached to the selector shaft.
CAUTION
Please ensure that the “counter-enginewise”, “enginewise” and “neutral” positions can be safely and reliably obtained. Furthermore, it is important to quickly bypass the undefined ranges between “neutral” position and “enginewise” position and between “neutral” position and “counter-enginewise” position.
Operation with the lever in an undefined range can damage the reversing clutches.
To avoid errors of this kind, the shift linkage must be installed and adjusted in accordance with the specifications (refer to installation manual, order no. 3000 765 001 (german), 3000 765 101 (english)).
Check the positions following any transmission repairs or maintenance and at regular intervals. Correct if necessary.
BW 460 Series
6.2Pneumatical transmission actuation
If transmission actuation is pneumatic, the control slide valve is axially moved by means of compressed air. The mechanical control lever is also dragged into position when actuation is by means of compressed air. In the event of air loss, the transmission can be mechanically actuated using the control lever. To do this, move the lever against the spring force from neutral into the desired position and hold it there. To lock the lever in this position, loosen the clamp bolt on the catch attached to the lever (see fig., item 114), move the catch to the locking position and then retighten the clamp bolt.
Key:
102“Neutral” position
103“Counter-enginewise” position
104“Enginewise” position
110Pneumatic actuation device
111Counter-enginewise air port
113Enginewise air port
114Catch
115Clamp bolt
CAUTION
In BW and BU versions, the transmission automatically shifts to neutral in the event of air loss.
BW 460 Series
6.3Electrical transmission actuation
If transmission actuation is electrical, the control slide valve is axially moved by means of oil pressure. The mechanical control lever is also dragged into position if transmission actuation is electrical. In the event of power loss, the transmission can be mechanically actuated using the control lever (mechanical/manual actuation).
Mechanical/manual actuation is described in section 8.
6.3.1Standard version
DANGER
The transmission automatically switches to “Neutral” in the event of a power failure. This may render the craft unmaneuverable.
Refer to section 8.1.1. for emergency mechanical actuation.
6.3.2Special equipment
Special equipment available includes an actuation system which maintains the selected position in the event of a power failure (a requirement of some classification societies).
BU ... Series transmissions (see section 1.2) are generally fitted with this special equipment.
NOTE
If contacting the boat manufacturer or ZF regarding the standard or special version, always quote the information on the type plate.
(From June 1994 onwards, almost all transmissions were special versions for use in conjunction with MTU engines.)
DANGER
“Ahead” or “Astern” position is maintained in the event of a power failure. A power failure may go unnoticed and render the craft unmaneuverable.
Legende:
101Electrical transmission actuation
106Electrical connection
140Actuation pin for item 141
141Valve for emergency mechanical actuation
142Position for electrical actuation
143Position for mechanical actuation
Refer to section 8.1.2. for emergency mechanical actuation.
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
Normal operationBW 460 Series
7Normal operation
During normal operation, the transmission requires little attention apart from monitoring of the transmission temperature and transmission oil pressure gauges.
7.1Changeover
In our experience, the changeover procedures described below are optimum, i.e. they stop the craft in the shortest possible time and offer the best possible protection for the transmission reversing clutches and, therefore, the entire propulsion system. We therefore strongly recommend you follow the changeover procedures suggested here. Changes from “Neutral” to “Ahead” or “Astern” and vice versa must be performed quickly. The lever should never remain in the undefined ranges between these positions.
7.1.1Changeover from “Neutral” to “Ahead” or from “Neutral” to “Astern”
Move the engine throttle control to idle position. Select the desired direction of travel and wait 1 to 2 seconds. Then increase the engine speed to the desired operating speed.
7.1.2Changeover from “Ahead” to “Astern” with craft moving at low speed (not for BU …)
Move the engine throttle control to idle position. Select the opposite direction of travel to the one selected and wait 1 to 2 seconds. Then increase the engine speed to the desired operating speed.
7.1.3Changeover from “Ahead” to “Astern” with craft moving at high speed (not for BU …)
Move the engine throttle control to idle position. Leave the transmission control lever in “Ahead” position – in order to utilize the engine braking effect on the propeller – until the engine speed has dropped to approx. 1.2 x idle speed. Then select “Astern” and wait 1 to 2 seconds. Then increase the engine speed to the desired operating speed.
7.1.4Emergency changeover in the event of danger
In the event of an emergency, it is of course possible to change from “Ahead” to “Astern”, even at high engine speeds.
However, in this case also, we recommend waiting 1 to 2 seconds after selecting “Astern” before increasing the engine speed.
During such maneuvers, please note that, in many cases (depending on the type of craft etc.), the time needed to bring the craft to a halt is not shortened at all or is only shortened very slightly compared to the changeover procedure described above. Therefore, in spite of the considerably increased load on the propulsion system, the chances of avoiding a collision are not greatly reduced in most cases.
7.2Operation with engine at a standstill and propeller driven by the current (trailing operation)
7.2.1Occasional trailing operation
The basic transmission version (without trailing oil pump) allows occasional trailing operation.
The transmission oil temperature must be monitored (measuring points 11 and 12 are in the oil sump) and may not exceed 75 °C. If the oil temperature is too high, the craft speed must be reduced. If required, the engine can also be operated for a short period until the transmission oil temperature falls to the required level as a result of coolant circulation (transmission in “Ahead” or “Neutral” position). Trailing operation is permitted for up to 15 hours in emergencies.
7.2.2Regular trailing operation
If regular trailing operation is envisaged for periods of more than 5 hours uninterrupted, a trailing oil pump (see section 7.3) must be installed. The oil temperature must be monitored and may not exceed 105 °C (the sump temperature is approximately the same as the clutch disc temperature). If the oil temperature is too high, the craft speed must be reduced or coolant must be directed through the transmission oil cooler. The coolant quantity can either be obtained by means of a special valve in the operative engine units or supplied by a separately driven water pump. Given the dimensions, a coolant quantity
BW 460 SeriesNormal operation
equal to max. 25 % of the water quantity used during normal operation can be reckoned with.
CAUTION
If the transmission oil temperature exceeds 90 °C, ensure that the transmission remains in “Neutral” after the engine is started. Normal operation is only permitted once the transmission oil temperature has fallen below 90 °C.
7.3Special versions / special scope of supply
If a special version or special scope of supply requires different operating and maintenance procedures which are not described in the following sections, please refer to the order-specific specifications for details.
7.3.1Special scope of supply – transmission with additional trailing oil pump (item 18)
This oil pump is fitted on the transmission housing in the output shaft area. It is driven by a the transmission output shaft via a gear train. The oil pump always delivers oil to the oil circuit in the same direction, irrespective of the output rotation direction. When the engine is at a standstill and the output shaft is turning, this oil pump supplies lubricating oil to the transmission. This means that it is permissible to operate the unit as long as is required when the engine is at a standstill and the propeller is rotating.
Operating notes
For operation with engine at a standstill and rotating propeller shaft, the transmission actuator must be in “Neutral” position.
Monitoring notes
There is no need to monitor the oil pressures when the engine is at a standstill. The transmission oil temperature must be monitored as specified in section 3. Furthermore, there is an additional measuring point (41) for measuring the oil temperature (see section 2).
Only the transmission oil temperature can be measured at measuring point (41) when the oil pump or trailing pump is circulating oil.
Maintenance notes
Maintenance jobs 101 and 102 must be carried out on a daily basis, even in the case of operation with the engine at a standstill and the propeller rotating (see section 14)
18
Manual operation with mechanical actuationBW 460 Series
8Manual operation with mechanical actuation
In the event of actuation device malfunctions, the transmissions can be shifted using the control lever for mechanical/manual operation.
For reasons of safety, the normally used actuation device must be rendered inoperational before manual operation with mechanical actuation commences. You must follow the procedures specified in section 7.
DANGER
Persons who use the emergency transmission actuator in the engine room will generally not have a direct view of the craft’s surroundings; therefore, particular caution is required when maneuvering – enlist the help of a colleague if necessary.
DANGER
You must take the safety precautions relevant to the handling of rotating machine parts before manually operating the transmission with the engine running.
8.1Electrical transmission actuation versions
8.1.1Standard version (also refer to section 6)
101Electrical transmission actuation
106Electrical connection
140Actuation position for item 141
141Valve for emergency mechanical actuation
142Position for electrical actuation
143Position for mechanical actuation
BW 460 SeriesManual operation with mechanical actuation
The transmission actuator attached to the control unit is designed to ensure that the transmission automatically switches to “Neutral” in the event of a power failure. The mechanically operated valve (item 141) must be switched over in order to allow manual operation using the control unit emergency lever. Do this by installing the actuation pin (140) the other way round. Screw off the cap nut to gain access to the pin. Retighten the cap nut afterwards. Manual shifts can then be performed using the control lever as in the version with mechanical transmission actuation (section 8.2). The control lever remains in the selected position.
8.1.2Special equipment for retaining selected position (also refer to section 6)
Emergency actuation does not require the cap nut to be removed or the pin (140) to be turned round. The control lever can be used immediately.
8.2Mechanical transmission actuation version
The transmissions can be operated directly using the transmission control lever in the event of faults. First disconnect the push-pull cable or linkage on the transmission control lever. The control lever must be moved until it positively engages in the required position (“Neutral”, “Counter-enginewise” or “Enginewise”).
Key:
103“Counter-enginewise” position
104“Enginewise” position
105Lever for mechanical actuation
121End stop
122Undefined position (this range must be quickly bypassed)
123Safe neutral range
124Detent position for neutral
137Switch for warning interrupt (special scope of supply)
8.3Operation using the emergency control
If there is no power transmission despite manual actuation as described in section 8, this indicates that there is a fault in the transmission. In such cases, the discs in the master clutches (not in BW 465-1 V; counter-enginewise clutch only in BW 465-1 A) can be mechanically pressed together by means of clamp bolts installed in the transmission.
There are three clamp bolts for the “enginewise” clutch (not in BW 465-1 V and BW 465-1 A) and three for the “counter-enginewise” clutch (not in BW 465-1 V). All of the bolts can be accessed from the outside (transmission end face opposite the transmission input end). The housing apertures are sealed using screw plugs.
BW 460 Series
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
Manual operation with mechanical actuationBW 460 Series
Normal operation with emergency control is permitted under the following conditions:
a) The oil pressure at measuring point (2) is at least 3.5 bar when the transmission is at operating temperature. In this instance, normal operation is permitted without restrictions.
b) There is no oil pressure at measuring point (2). In this instance, operation is limited to 50 % of the max. engine speed.
An Allen key (size 8) of total length 280 mm is required for operating the emergency control (ZF item no. 1 X56 137 055).
Only one master clutch in each transmission may be engaged at any one time, otherwise there will be power in both output rotation directions and the transmission will lock up. For the same reason, the normally used transmission actuation device must be rendered inoperational before commencing operation using the emergency control. Furthermore, the emergency lever (in transmissions with electrical actuation) or the control lever (in transmissions with mechanical actuation) must be in “Neutral” position.
Operate the emergency control as follows:
1.Stop the engine.
2.Decide which clutch is to be used.
3.Unscrew and remove the screw plugs.
4.Insert the key as far as it will go in one of the three holes. Slowly turn the engine or the transmission input shaft until the key can be pushed in a further 20 mm or so (the rotation direction is unimportant but the required position must be reached after a maximum 120° turn). Slightly turn the transmission input shaft back and forth to even out the located position until the key is in the center of the screw plug hole.
5.Slowly turn the key clockwise to guide it into the hexagon socket head on the clamp bolt and screw in the clamp bolt several turns until it reaches the stop. Repeat this procedure with the other two clamp bolts by inserting the Allen key in the appropriate openings. There is no need to continue turning the transmission input shaft. Then torque all three clamp bolts to approx. 45 Nm.
6.Seal the housing apertures with the screw plugs. With the emergency control set up in this way, the engine can be started and the craft can be taken to the nearest repair dock.
To render the emergency control inoperative, proceed as for setting it up by following points 1 to 4. Then insert the Allen key in the clamp bolt as described in point 5 and turn the clamp bolt anti-clockwise as far as the stop (a torque of approx. 10 Nm is required). Repeat the procedure for the other two clamp bolts. Finally, seal the housing apertures with the screw plugs.
Key:
34“Counter-enginewise” emergency control
44“Enginewise” emergency control
BW 460 SeriesTrolling
9Trolling
Trolling mode allows propeller speeds which are slower than those possible in non-trolling mode.
Trolling mode allows you to reduce the propeller speed to approx. 30 to 70 % of the propeller speed in non-trolling mode.
The propeller speed normally associated with a specific engine speed is reduced by a defined slip procedure in the multi-disc clutch. To achieve this, the oil pressure in the clutch (used to press the clutch discs together) is reduced in trolling mode in order to permit and maintain a deliberate slip.
In addition, the oil flow through the clutch discs for lubricating the clutch and dissipating the friction heat build-up is considerably increased in trolling mode. The valves used for controlling this increased quantity of lubricating oil are preset and installed in the transmission. The trolling valve for adjusting the clutch oil pressure is mounted on the side of the transmission control unit; it is actuated either mechanically (using a control lever) or electrically.
9.1Mechanical actuation device for trolling mode (special scope of supply)
9.1.1Functional description
The mechanically actuated trolling device has an external lever fitted on the trolling valve, which is connected via a push-pull cable. The lever is used to enable and disable the trolling function as well as to set the clutch pressure.
Key:
1Mechanical actuation lever
2Trolling valve
3Electrical connection for solenoid valve. Special equipment, can be used by customer for maintaining speed in trolling mode. Fitted with cover as standard
9.1.2Operation
The trolling device can be used for running ahead or astern without any time restrictions, provided that the permissible engine speed and lubricating oil temperature limits are not exceeded.
Max. permissible engine speed in trolling mode
•For engines with max. operating speed up to 2200 rpm: 0.45 x max. operating speed
Max. permissible lubricating oil temperature: 90 °C
TrollingBW 460 Series
DANGER
You can reverse and maneuver in the port/harbor area when trolling mode is active. However, it is pointed out that the propeller thrust generated by the lower propeller speed in trolling mode may not be sufficient to move the craft as quickly as is required. Large displacement boats with relatively weak engines are impossible or very difficult to maneuver in trolling mode. On the other hand, light sport boats with powerful engines and predominantly planing hulls show good reactions. We therefore recommend that you test the craft's maneuvering capability in trolling mode on the open water. If the results of this test prove unsatisfactory, the shipmaster responsible or the test officer should prohibit the use of the trolling device.
CAUTION
The user is responsible for ensuring that the mechanical actuation lever is moved into the locked “non-trolling” position C when the engine speed exceeds the maximum permitted engine speed for trolling mode. The transmission supplier can accept no liability whatsoever for damage or injury resulting from non-compliance with these operating instructions.
1Mechanical actuation lever
CNon-trolling position, locked
B2 Max. trolling position at highest permissible engine speed
B1 Max. trolling position at low engine speed
Approx. 70 % take
APosition for lowest trolling speedApprox. 30 % take
Setting the propeller speed in trolling mode
Select the forwards or reverse clutch using the control lever and set the lowest engine speed for continuous operation. Move the trolling control lever to the position for lowest trolling speed (position A on the actuation lever of the mechanical trolling device).
Increasing the propeller speed
Friction losses in the multi-disc clutch are at their lowest when the engine is running at its slowest speed. We therefore recommend that you first use only the trolling control lever to increase the propeller speed. The clutch engages if the engine speed exceeds the maximum trolling limit (position B1). The trolling function is then inoperative.
If the propeller speed in trolling mode is still too slow, you can increase the engine speed. The propeller draws more power due to the increase in speed. This causes increased clutch disc slip, which means that the propeller speed increase is not propor-
BW 460 SeriesTrolling
tional to the engine speed increase. The propeller speed can therefore be increased again using the trolling control lever.
The best transmission oil temperature for trolling mode is approx. 60 to 80 °C. If the propeller speed is set when the oil is too cold and the oil temperature rises during trolling mode, the propeller speed will fall. If this happens, the propeller speed can be increased by increasing the engine speed (if possible) or by adjusting the trolling control lever position.
The clutch engages and the trolling function is inoperative if the engine speed exceeds the trolling limit B1/B2 If this is the intention, move the actuation lever to locked position C. If this is not the intention, move the actuation lever to select a lower propeller speed.
Changing over to “non-trolling mode”
Change over to non-trolling mode by moving the actuation lever to locked position C.
NOTE
Depending on the set trolling speed, the clutch pressure in trolling mode is between approx. 2 and 5 bar. There is no need to monitor the clutch oil pressure in trolling mode.
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
TrollingBW 460 Series
9.2ZF-Autotroll trolling device (special scope of supply)
ZF-Autotroll can be supplied as special equipment in conjunction with electrical transmission actuation (not in conjunction with mechanical transmission actuation) for BW 460 Series transmissions.
The following sections describe 2 actuation variants and all the functions of ZF-Autotroll. It may be that your system does not use all of the functions described.
!
DANGER
Make sure you fully understand how your actuation device and the installed functions work before operating the system.
9.2.1Application
and field of operation
The ZF-AUTOTROLL device gives you infinitely-variable propeller speed control when you need to run slower than the engine’s idle speed. This is necessary if the craft’s speed is still too high even with the engine running at its minimum permissible speed.
Typical applications include:
● Slow-speed running e.g. when negotiating canals
● Maneuvering in harbors and at moorings
● Holding position for fire boats, police boats and rescue craft
● Towing small boats
● Sport fishing at the optimum trolling speed
Trolling mode is permitted when running ahead or astern.
When AUTOTROLL is operating, it is also possible to reverse the craft’s direction of travel without stopping first.
The maneuvering characteristics of the craft are considerably enhanced by the “AUTOMATIC” and “MANUAL” maneuvering aids included in the electronic control unit.
The main features of the ZF AUTOTROLL system are as follows:
● The propeller speed set on the control lever is automatically kept constant.
● Trouble-free maneuvering using the manual or automatic reversing sequence (by briefly increasing the clutch pressure).
● No chance of operating the transmission incorrectly Trolling is possible from engine idle speed up to 45 % of the maximum permissible operating speed. However, the actual maximum speed is 1000 rpm. At speeds above this level, the ZF-AUTOTROLL control unit switches the multi-disc clutch in the transmission to non-trolling operation. Trolling allows you to reduce the propeller speed to approx. 20 % to 80 % of the equivalent propeller speed for non-trolling operation.
The system automatically switches over to non-trolling operation in the event of a power failure.
The hydraulic section of the trolling device and the electronic control unit are mounted on the transmission. Both speed sensors for the transmission input and output speeds are also mounted on the transmission and are supplied with ZF-AUTOTROLL.
BW 460 SeriesTrolling
9.2.2Functional
description
The propeller speed normally associated with a specific engine speed is reduced by a defined slip procedure in the multi-disc clutch.
To achieve this, the oil pressure in the clutch is reduced in trolling mode in order to permit and maintain a deliberate slip between the clutch discs. In addition, the oil flow through the clutch discs for lubricating the clutch and dissipating the friction heat build-up is considerably increased in trolling mode.
After you press the trolling button, the electronic control unit maintains the propeller speed as selected on the control lever.
The propeller speed is controlled in trolling mode (pilot control). The system maintains a constant propeller speed within specific operational limits by varying the degree of clutch slip.
ZF-AUTOTROLL permits trouble-free maneuvering in trolling mode. A selector switch (Automatic ON/ OFF) is used to adapt the maneuvering response of the craft to meet the optimum handling requirements.
All ZF-AUTOTROLL control units are supplied with a basic program as well as a program to suit user-specific parameters. They are programmed and tested before dispatch from ZF.
9.2.3Operating
variants
The ZF-AUTOTROLL system offers a range of operating variants, e.g.:
Operating system 1 (Figure T1):
A control lever for operating the engine and transmission, and a separate control lever for operating the trolling device (item Z1 on the connection drawing). The controller is inoperative unless the system has first been activated by switches S20 and S30.
The trolling device can be used for running ahead without any time restrictions, provided that the permissible engine speed and transmission oil temperature are not exceeded.
Max. permissible engine speed in trolling mode:
● For engines with max. operating speed up to 2200 rpm: 0.45 × max. operating speed
● For engines with max. operating speed above 2200 rpm: 1000 rpm
Max. permissible transmission oil temperature: 90 °C
It is also possible to reverse the motion of the craft in trolling mode. The maneuvering aids provided by the AUTOTROLL electronic control unit (either “AUTOMATIC” or “MANUAL”) give a noticeable improvement in the craft’s reversing characteristics.
DANGER
In trolling mode, the craft operates with its transmission clutch slipping. This considerably reduces the craft’s reaction speed.
9.2.4.2System 1: Separate control lever for AUTOTROLL operation
(connection drawing 3085 700 267 – see section 9.3)
Switch on the AUTOTROLL power supply (switch S20) and move the trolling control lever (Z1) to obtain the required trolling speed. Press switch S30 to activate the AUTOTROLL system. Use the control lever to engage the ahead or astern clutch in the transmission and set the control lever to the required engine speed within the limits of trolling mode.
NOTE
Moving off in trolling mode is only effective if the selector is set to “AUTOMATIC” (also refer to section (7)).
Increasing the propeller speed
Pressure on the clutch plates and friction losses are at their lowest when the engine is running at its slowest speed. We therefore recommend that you first use only the trolling control lever to increase the propeller speed. If the propeller speed in trolling mode is still too slow, you can then increase the engine speed. However, the AUTOTROLL control system will attempt to keep the preset propeller speed constant. Consequentially, you will have to set the trolling control lever to the desired propeller speed. The clutch engages if the engine speed exceeds the maximum trolling limit (to prevent damage due to the stick-slip effect). The trolling function is now inoperative.
NOTE
A visible monitoring or warning signal indicates when the system is running at an impermissible speed, before the clutch engages fully. However, this signal only operates if the appropriate sensor has been installed in accordance with the ZF connection drawing.
The AUTOTROLL control unit is programmed with all engagement and cut-off speeds before it leaves the factory. These user-specific setting parameters have been tested and can only be altered using an external programming device (see section 9.2.6 - “Diagnostic system”).
The control range of the trolling device is set so that, in almost all cases, the highest propeller speed possible in trolling mode is faster than the propeller speed obtained when the engine is running at its lowest speed and trolling is not engaged.
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
TrollingBW 460 Series
Operating components - see connection drawing
3085 700 267
(1)Master switch (item S20)
The signal lamps come on for 2.5 seconds after the voltage supply to the trolling control system is switched on using the master switch. The trolling control system has no effect when it is switched off, i.e. the craft operates as if it had no trolling device at all. This characteristic means the master switch functions as an emergency switch for switching off the system.
(2)Trolling switch (item S30)
Trolling mode is effective, providing the following conditions are met:
● Voltage supply is switched on (switch S20)
● Trolling mode is engaged (switch S30 - green check lamp)
● Required trolling speed is selected (control lever Z1)
● Direction is selected
● Perm. engine speed is set
(selector lever for engine/transmission)
Therefore, switch S30 is the actual operating element for switching on and switching off the AUTOTROLL function. When the system is switched off, the transmission clutch pressure is restored to its maximum value according to a controlled pressure ramp (pressure increase sequence).
CAUTION
Normally, you should use switch S30 to switch off the AUTOTROLL system. Using the master switch S20 to switch off the system when it is operating can lead to pressure shocks, as the transmission clutch is engaged abruptly, not according to the pressure ramp. In general, the power supply should be kept switched on, even during normal (non-trolling) operation.
(3)Check lamp (H32), signal color green
The check lamp gives the operator information about the system’s status in trolling mode. The brightness of the lamp can be altered by connecting an external dimmer.
The check lamp signals the following conditions:
Check lamp OFF: Trolling mode is switched off
Check lamp ON: Trolling mode is switched on
Check lamp FLASHING:
The propeller speed in trolling mode is lower than the selected required speed. The transmission clutch would operate in the “stick-slip” range in this setting. The ZFAUTOTROLL control unit automatically avoids this eventuality. The craft’s operator can run the propeller at this reduced speed. However, the engine speed must be increased to obtain the required propeller speed.
(Definition: “Stick-slip” refers to friction vibration when the clutch discs are moving at low relative speeds. This effect causes shock loading and grating noise.)
(4)Warning light (H30), signal color yellow
The warning light signals when the trolling system is operating in an impermissible condition.
The warning light signals the following conditions:
Warning light OFF:
In trolling mode, the engine speed is in the permissible range between idle speed and the maximum permissible engine speed (this is a user-specific setting stored in the control program).
Warning light FLASHING:
The engine speed is still in the uncritical range. However, the AUTOTROLL control unit will engage the clutch if the engine speed continues to increase, when the transmission clutch reaches the maximum permissible (programmed) limit speed. This protects the clutch from thermal overload. If this occurs, the clutch pressure is increased to its maximum value according to a controlled pressure ramp.
BW 460 SeriesTrolling
Warning light ON:
Excessive engine speed in trolling mode. AUTOTROLL control unit has engaged the transmission clutch in order to protect it from damage. Trolling mode is resumed automatically as soon as the control lever is set so the engine speed falls below the permissible limit speed. However, the limit speed for reengagement is programmed at a lower level than the cutoff limit speed in order to prevent trolling mode from switching on and off continually if the engine speed only changes by a small amount.
This warning light also comes on to indicate that trolling mode is switched on when the engine is stopped.
Emergency maneuvering which demands high engine speeds can be performed without first having to switch off trolling mode using the trolling switch.
(5)Alarm light (H 31), signal color red
CAUTION
Switch off the trolling system to protect it from followon damage.
Alarm light FLASHING:
Fault in the trolling system.
The light flashes in a specific code sequence to identify the problem.
The nature of the malfunction can be determined from the number of flashes in each group. In the case of multiple faults, the system displays the fault which is assigned the highest priority. The priority of the fault is indirectly proportional to its number of flashes.
Number of flashes Nature of fault
3Electrical fault in trolling valve
4Transmission fault (propeller speed cannot be controlled)
6Failure of engine speed sensor
7Failure of propeller speed sensor
8Failure of electronic desired value sensor / Failure of sensor power supply
9Electrical system voltage fault
11Short-circuit in signal lamps or slip signal output
12Neutral fault (clutch is engaged despite “NEUTRAL” setting)
Alarm light ON:
Failure of the electronic control unit.
The system reverts to non-trolling mode. Normal operation is still possible.
Please refer to section 9.2.5 “Safety functions” for information about how the AUTOTROLL system reacts in the event of a fault.
A propeller speed display can be connected in order to show the propeller speed registered by the trolling control unit.
(7)Maneuvering aid when changing direction (switch S3l)
The maneuvering aid takes effect as soon as the transmission is shifted out of “NEUTRAL” in trolling mode. In general, this aid ensures that the rotation direction of the propeller is changed safely and reliably under all operating conditions. The maneuvering aid selection switch can be used to select the “MANUAL” or “AUTOMATIC” maneuvering aid.
“MANUAL” maneuvering aid
Trolling mode is initially blocked when the transmission is shifted out of “NEUTRAL”, i.e. the clutch is fully engaged according to a pressure ramp. Maneuvering is possible as in non-trolling mode. Trolling mode is enabled again when the operator reduces the required propeller speed on the desired value sensor (trolling control lever). Always select the “MANUAL” maneuvering aid when you want the craft to change speed quickly. The operator defines how quickly the craft reacts, because it is possible to influence manually when trolling mode is enabled. If the standard “pressure ramp” does not allow the craft to change direction quickly enough, a wire bridge (jumper) can be used (item X44 – ramp 2 – see connection drawing) so the procedure is accelerated. (For more information, please refer to the installation instructions, order no. 3084 765 001, section 5.1 – item S31.)
“AUTOMATIC” maneuvering aid
As above, the clutch pressure is increased according to a pressure ramp when the transmission is shifted out of “NEUTRAL”. The maneuvering process is slightly slower than in the “MANUAL” setting. The system automatically reverts to normal trolling mode as soon as the propeller speed once again corresponds to the selected desired speed setting.
Always select the “AUTOMATIC” maneuvering aid when you do not want the craft to respond quickly, e.g. for smooth power take-up when towing.
You can slightly accelerate the maneuvering process by setting a bridge (jumper) for ramp 2 (see the connection drawing).
A white check lamp (item H33) indicates when the “AUTOMATIC” maneuvering aid is operated.
9.2.4.3System 2: Single-lever control
(connection drawing 3085 700 268)
See section 9.2.3 “Operating variants” for system drawings and the control lever design.
This system means that only one lever is used for operating ZF-AUTOTROLL, the transmission and the engine. This makes it a simple matter to obtain the necessary control functions.
The ZF-AUTOTROLL system is operational as soon as switches S20 and S30 are switched on.
In trolling mode, the control lever always moves through the trolling range, starting from the engine idle speed and minimum oil pressure in the clutch. This gives the slowest possible propeller speed. The oil pressure in the clutch is increased in proportion to the engine speed until the system reaches the maximum propeller speed in trolling mode. Although the lever travel in the trolling range is rather small, it is still possible to set the propeller speed very precisely. This is because the speed is preset electronically.
The individual operating aspects are the same as for the system with separate trolling control lever (section 9.2.4.2 through section 9.2.4.2 (7)). One exception to this is section 9.2.4.2 (4) which describes the warning light H30 (signal color yellow). This warning light is not needed in this version, because there is no chance of the clutch engaging unintentionally in AUTOTROLL mode.
9.2.5Safety functions
DANGER
Switch off trolling mode if the (red) alarm light flashes. This signals a fault.
The craft’s speed may suddenly increase if a fault occurs which causes the system to switch over to nontrolling mode automatically - danger of accidents!
9.2.5.1Exceeding the permissible engine speed
The transmission clutch engages automatically if the maximum permissible engine speed in trolling mode is exceeded (this speed is set in the user-specific AUTOTROLL program). The warning light (yellow) signals this condition by remaining continuously lit (see section (4)).
This safety function protects the clutch from thermal overload due to excessive engine speed.
Emergency maneuvering which demands high engine speeds can be performed without first having to switch off trolling mode using the trolling switch.
9.2.5.2Sensor failure
An alarm is tripped if the sensors malfunction. The alarm light (red) signals which fault has occurred using a flashing light (see section 9.4.2.5). Switch off the trolling mode because the permissible engine speed can no longer be monitored.
CAUTION
Do not increase the engine speed - there is a risk of follow-on damage.
Trolling mode is blocked as soon as the operator shifts the transmission into “NEUTRAL”. Following this, normal operation is possible in non-trolling mode without restrictions.
9.2.5.3Failure of the trolling power supply
The trolling system reverts to non-trolling mode in the event of a power supply failure. The clutch pressure is increased to maximum. Normal operation is possible as if there was no trolling device fitted.
9.2.5.4Failure of the electronic control unit
The trolling system reverts to non-trolling mode if the electronic control unit fails. Normal operation is still possible.
The alarm light remains continuously lit.
9.2.5.5Transmission fault
A fault in the transmission functions is indicated by the alarm light which flashes (see section 9.4.2.5). Such faults are registered by the monitoring functions if the propeller speed regulator is unable to achieve the required speed setting on the propeller. Causes for this can include hydraulic pressure loss, seized valve pistons, propeller shaft blockage due to excessive drag torque or propeller overload.
9.2.5.6Neutral fault
A neutral fault in the transmission operation system is indicated by the alarm light which flashes. The error is recognized if the clutch remains engaged when “NEUTRAL” has been selected. In this case, the trolling valve is set to the position for minimum clutch pressure.
9.2.5.7Electrical fault in trolling valve
An electrical fault in the trolling valve is indicated by the alarm light (red) which flashes
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
TrollingBW 460 Series
9.2.5.8Electrical system voltage fault
An electrical system voltage fault is indicated by the alarm light (red) which flashes. A fault occurs if the electrical system voltage deviates from the voltage range required for the control unit to function fully.
9.2.5.9Short-circuit in signal lamps
A short-circuit in a signal lamp is indicated by the alarm light (red) which flashes.
9.2.6Diagnostic system
The AUTOTROLL control unit includes an intelligent diagnostic system in addition to its control functions.
The tasks of the diagnostic system are as follows:
● Registering faults in the error memory and communicating with the “MOBiDIG 200” diagnosis device (to DIN 9141).
The diagnosis device can be adapted to the AUTOTROLL control device to provide system service back-up. Work performed in response to a diagnosis check requires the presence of trained specialist personnel from the service center at Friedrichshafen. The diagnosis device is not supplied with the AUTOTROLL system, but is available from Friedrichshafen.
SIGNALAUSGANG: U< + 12V HALBSINUS TRIGGERSCHWELLE + 2V / + 8V, ZWISCHEN 40 U. 100 IMPULSE PRO UMDREHUNG JE NACH GETRIEBETYPE, GENAUER WERT ANFRAGEN
WERFT / YARD
WERFT / YARD
WERFT / YARD
WERFT / YARD
WERFT / YARD
WERFT / YARD
WERFT / YARD
WERFT YARD
WERFT / YARD
WERFT YARD
WERFT YARD
WERFT / YARD ZF
WERFT / YARD WERFT / YARD
28V, 4A, LEISTUNGSAUFN. 10W
28V, 8A TASTSCHALTER
TASTSCHALTER 28V, 8A
20W LEISTUNGSAUFNAHME 10 W
28V, 4A TASTSCHALTER ALS WECHSLER, H33 INTEGRIERT
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
DER PUNKT XT MUSS IM BEREICH 15° BIS 80° MIT TRIMMPOTENTIOMETER EINSTELLBAR SEIN
DIE SPANNUNG MUSS AN DIESEM PUNKT + 3. 8V
BETRAGEN. DIE XT WINKELPOSITION IST ABHAENGIG VON DER MAX. ZUL. MOTORDREHZAHL IM TROLLINGBETRIEB.
THE XT POSITION MUST BE ADJUSTABLE BETWEEN 15 AND 80 DEGREE WITH TRIMMING POTENTIOMETER. IN XT POSITION, THE VOLTAGE MUST BE + 3. 8V. THE REAL XT POSITION IS DEPENDENT ON THE MAX. ADMISSIBLE ENGINE SPEED IN TROLLING MODE.
STEUERSPANNUNG + 1. 2V + 0V / -0. 2V ) FUER BEREICH NEUTRAL BIS GETRIEBE EIN LINEAR ANSTEIGEND BIS PUNKT XT AUF 3. 8V + 0. 2V -0V BIS MAX FAHRHEBELSTELLUNG KONSTANT.
Faults in the propulsion unit are often initially blamed on transmission errors; however, in many cases, external influences on the transmission are the cause of such faults.
The following troubleshooting notes describe the main faults which can occur, their causes and remedial action.
If you cannot remedy the fault using these notes, please contact your nearest ZF service center. If you intend to remedy transmission faults yourself or carry out repairs yourself, we recommend that you order the workshop manual and transmission spare parts list from our ZF Service Station at the Friedrichshafen plant.
Troubleshooting notesBW 460 Series
FaultPossible causeRemedial action
Transmission oil temperature too high (measuring points 11*, 12* and 41*)
Transmission oil temperature too low
Oil pressure upstream of oil cooler and filter too high (measuring point 5*)
No operating oil pressure (measuring points 2*, 21* and 27*)
Operating oil pressure too low (measuring points 2*, 21* and 27*)
•Insufficient water flow through cooler
•Sludge in oil cooler
•Undefined range, clutch slipping
•Excessive water flow through cooler
•Clogged oil filter
•Oil cooler dirty
•No oil in transmission
•Wrong rotation direction at transmission input
•Defective display unit
•Oil viscosity too low
•Incorrect oil pump ratio
•Defective oil pump
•Pressure relief valve leaking
•Time switch for pressure modulation defective
➣ Increase water flow
➣ Clean oil cooler, see maintenance job 169
➣ Adjust mechanism
➣ Reduce water flow
➣ Clean filter and drain off oil sludge
➣ Clean oil side of oil cooler
➣ Add oil
➣ Use special transmission version
➣ Remedy fault
➣ Use a prescribed oil grade (see List of Lubricants)
➣ Adjust oil pump ratio to suit engine operating speed range
➣ Replace oil pump
➣ Remedy fault
➣ See “Clutch slipping” fault
If the fault cannot be remedied, the transmission lubricating oil supply is also at risk. Proceed at reduced engine speed only until repairs can be carried out.
Operating oil pressure too high (measuring points 2*, 21* and 27*)
•Oil viscosity too high
•Incorrect oil pump ratio
➣ Use a prescribed oil grade (see List of Lubricants)
➣ Adjust oil pump ratio to suit engine operating speed range
* see monitoring data, section 3 as well as transmission views, section 2.
BW 460 SeriesTroubleshooting notes
FaultPossible causeRemedial action
Drive interrupted between transmission input and transmission output; clutch not transmitting torque
Normal force applied when actuating the transmission using the manual control lever.
•Electrical transmission actuation:
Electrical system fault
Test option:
Normal force applied when actuating the transmission using the manual control lever.
•No operating oil pressure
Drive between transmission input and transmission output cannot be interrupted; clutch does not disengage
Clutch slips at high engine speed
➣ Adjust setting
➣ Remedy air system fault
➣ Remedy electrical system fault
➣ See “No operating oil pressure” or “Oil pressure too low”
For possible causes and remedial action, see “Clutch not transmitting torque” fault.
•Operating oil pressure too low (measuring points 2*, 21* and 27*)
Oil level sinks rapidly (as indicated on dipstick). See maintenance job 101
“Oil level check”
Oil level increases (see maintenance job 101
“Oil level check”)
•Leaks on housing joints or oil lines, oil escaping past shaft seals
•Oil cooler leaking into coolant system
•Water entering the oil circuit from the cooling system
➣ See remedy for “Operating oil pressure too low (measuring points 2*, 21* and 27*)”. If the fault cannot be remedied on board, proceed at reduced engine speed –so that the clutch does not slip – until repairs can be carried out. Avoid changes in direction or only change direction with the propeller almost at a standstill and with engine idle speed as low as possible.
➣ Correct mechanical fault
➣ Remedy fault, replace oil cooler if necessary
➣ Correct mechanical fault
* see monitoring data, section 3 as well as transmission views, section 2.
CLICK HERE TO DOWNLOAD THE COMPLETE MANUAL
• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
CLICK HERE TO DOWNLOAD THE
Troubleshooting notesBW 460 Series
FaultPossible causeRemedial action
Transmission is too loud in certain speed ranges
Transmission too loud in engine idle speed range
Engine stalls following rapid change from “Ahead” to “Astern”
•Torsional vibration resonance of propulsion system in engine speed range
•Torsional vibration resonance of propulsion system in engine idle speed range
•Engine idle speed too low
•Change in direction effected too quickly or effected at excessive craft speed
➣ Avoid critical speed range. Use more suitable flexible coupling (see maintenance job 161)
➣ Increase engine idle speed range
➣ Increase engine idle speed range
➣ Change direction as recommended in section 7.1.3
* see monitoring data, section 3 as well as transmission views, section 2.
BW 460 SeriesSpare parts orders and service centers
11Spare parts orders and service centers
If a transmission fault cannot be remedied using the troubleshooting notes in section 10, please contact your nearest ZF service center.
A list of ZF service centers with the latest telephone and telefax numbers can be ordered from ZF Marine GmbH if required.
Only use genuine ZF spares when carrying out repairs.
Always quote the following details when ordering or inquiring about spare parts
•Model
•Transmission no.
•Parts list no.
•Total ratio
This information is stamped on the transmission type plate.
In the case of transmissions with classification, note that spare parts without classification are always supplied under the indicated item numbers.
If a design with classification is required, the desired type of test must be stated in addition to the item number.
This is also necessary if the transmission parts list is quoted when ordering and when requesting reconditioned transmissions.
12Maintenance
12.1Application group P
● Engine data for transmission assignment: Max. power for intermittent operation
● Operating type: Intermittent operation at very widely differing engine speeds
● Annual operating hours: Up to approx. 500
● Preferred hull type: Planing
● Typical applications: Privately used leisure and pleasure craft
● Typical application example: Privately used leisure and pleasure craft
12.2Application group L
● Engine data for transmission assignment: Max. power for intermittent operation
● Operating type: Intermittent operation at widely differing engine speeds
● Annual operating hours: Up to approx. 2500
● Preferred hull type: Semi-planing, planing
● Typical applications: Navy vessels, authority vessels and similar craft, private charter boats
● Typical application examples: Fast boats, yachts, patrol boats, police boats, customs boats, coastguard boats, pilot boats, fire service boats, rescue boats, sport fishing boats etc.
12.3Application group M
● Engine data for transmission assignment: Max. power for intermittent operation
● Operating type: Intermittent operation at differing engine speeds
