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ZF Marine Transmissions ZF 23560 C / D Series 3090 758 101d

Work safety

ZF 23560 C / D Series

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.

! ENVIRONMENT HAZARDS !

Lubricants and cleaning agents must not enter the soil, water table or sewage systems.

• Collect used oil in a container of sufficient size.

• Dispose of used oil, clogged filters and other used lubricants in an environmentally friendly way.

• Observe manufacturer instructions when handling lubricants and cleaning agents.

Subject to alterations in design Copyright by ZF The present documentation is protected by copyright. Any kind of reproduction or dissemination in whatever form that does not exclusively correspond to documentation objectives will be prosecuted if no prior approval by ZF Friedrichshafen AG was granted.

Printed in Germany

Edition:

06.2003

3090 758 101d

ZF 23560 C / D Series

Table of contents

Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3

1 1.1 1.2

Description of basic transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Power, speed, rotation direction, ratio, type plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 4 5

2

Views of transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

3

Monitoring data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

4

Functions description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

5 5.1

Oil supply and transmission cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Control unit and transmission actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 10

6

Electrical transmission actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11

7 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1 Change-over . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1.1 Change-over from „Neutral“ to „Ahead“ or „Neutral“ to „Astern“ . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1.2 Change-over from „Ahead“ to „Astern“ with vessel moving at low speed . . . . . . . . . . . . . . . . . . . . . . . .

7.1.3 Change-over from „Ahead“ to „Astern“ with vessel moving at higher speed . . . . . . . . . . . . . . . . . . . . . .

7.1.4 Emergency change-over . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.2 Operation with engine stationary and propeller trailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.3 Special versions / special scope of supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 12 12 12 12 12 12 13

Operation with mechanical (manual) actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Standard version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Special equipment, gear position retained . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Operation with emergency control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 14 14 14

9 Electronically controlled trolling device ZF-AUTOTROLL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.1 Purpose and operating range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.2 Function description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.3 Actuation variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.4 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.4.2 System 1: Separate control lever for AUTOTROLL mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.4.3 System 2: Single-lever control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.5 Safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.6 Diagnostic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.7 Appendix (drawings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 19 20 20 22 22 22 25 26 27 28

10

Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

31

11

Spare parts orders and service points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

34

8 8.1 8.2 8.3

1

Table of contents

ZF 23560 C / D Series

12 12.1 12.2 12.3 12.4

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Application group P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Application group L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Application group M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Application group C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35 35 35 35 35

13 13.1 13.2 13.3

Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Regular maintenance work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Additional one-off maintenance work for new or overhauled transmission . . . . . . . . . . . . . . . . . . . . . . .

Anti-corrosion measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

36 36 36 36

14

Maintenance work plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37

15

Tool set W1 for maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38

16

Maintenance job sheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

39

Anti-corrosion measures and preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix

2

ZF 23560 C / D Series

Foreword

Operating instructions 2nd edition

ZF marine transmissions ZF 23560 (NR) D ZF 23560 (NR) C ZF 23860 (NR) C

000 307

The operating instructions are applicable to the standard transmission version. Variations are possible according to special customer requirements and operating conditions. If the data contained in the operating instructions are different from those in the technical or commercial specification, then the data in the specifications are binding.

Important!

Ensure that these operating instructions are always to hand. Read the operating instructions carefully, paying particular attention to the safety instructions.

Some of the illustrations contained in the operating instructions may differ from your installed transmission. Furthermore, protective devices and covers may sometimes be omitted to enable clearer illustration.

3

Description

ZF 23560 C / D Series

1

Description

1.1

Power, 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 input speed, the class of the vessel and the differing design regulations currently in force. In most cases, the maximum torques approved by ZF are also fully accepted by the classification societies.

Upon request, either a full test or factory acceptance test can be carried out by the classification society specified by the customer.

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 respective ratio is stamped on the transmission type plate which is mounted on top of the transmission housing.

MADE IN GERMANY MODEL SERIAL NO

1

NOTE For items 10 - 13, also refer to Section 12 „Maintenance“

2

Letter

Rated engine speed for contin. operation

Engine idling speed

A

1500 bis 2000

≥ 375

B

1000 bis 1500

≥ 260

C

670 bis 1000

≥ 180

REFERENCE NO

3

4 TOTAL

SPUR GEAR

MAIN GEAR

5

5a

5b

OIL CAPACITY

6

8 Lubricants, see ZF list Model of lubricants TE-ML 04 Serial no.

9 Clutch oil pressure Parts list no. (nominal) Customer ref. no.

10 Intermittent operation at Transmission ratio very widely differing and ID letter for engine speeds oil pump ratio 11 Intermittent operation at 5a Ratio of front-mounted differing engine speeds spur gear set 12 Intermittent operation at 5b Ratio of reversing secwidely differing engine tion speeds 6 Oil capacity 13 Continuous operation at 7 Mass (dry) max. engine power 1 2 3 4 5

The letter stamped after the transmission ratio under 5 has the following meanings:

ZF FRIEDRICHSHAFEN AG

RATIOS

004 659

Information under 1, 2, 3 and 5 must be quoted when querying problems and ordering spare parts etc.

Data included on the type plate:

PART LIST NO

Fig. 2

MASS DRY dm3

7

kg

LUBRICANT SEE

8 ZF-LIST OF LUBRICANTS TE-ML 04 Fig. 1

4

004 658

Oil pump ratio A is the standard version.

ZF 23560 C / D Series

1.2

General layout

The ZF 23560 C / D Series consists of triple-shaft reversing and reduction transmissions. There are two coupling shafts above the transmission input shaft, one for enginewise rotation, one for counter-enginewise rotation. All transmissions have the same general layout.

006 604

ZF 23560 (NR) D

ZF 23560 (NR) C ZF 23860 (NR) C

ZF . . . D series:

Offset transmission in which one of the coupling shafts takes on the function of the input shaft.

ZF . . . C series:

Coaxial transmission with frontmounted spur gear set.

The cast-housings are very torsionally rigid and are made from a largely sea-water resistant light metal alloy. The joins are at the height of the (input and) output shaft and the two coupling shafts. This means that, if the transmission cover is removed, the main wearing parts are accessible and exchangeable, even while the transmission is still installed. The basic version of the transmission has a rigid transmission support cast onto the transmission housing. A flexible transmission support can be installed on request.

Description

At the same time, there is an increased supply of oil to the clutch being operated, i.e. to ensure quick dissipation of the heat generated during the gearchange, thus enabling the clutches to operate efficiently under extreme load conditions.

The heat generated in trolling mode is also reliably dissipated, even during continuous operation.

If a fault develops in the operating oil circuit, each multi-disc clutch can be mechanically pressed together by means of 3 screws accessible from the outside (only when transmisssion is stationary), i.e. the emergency control enables „enginewise“ or „counter-enginewise“ rotation of the input shaft.

An easily-replacable control unit is installed on the transmission housing, fitted with all valves, slides and control equipment required for the operating and lubricating oil circuits. Actuation is electrical.

Deviations in the ZF . . . NRC / NRD series: Transmissions in the ZF . . . NRC / NRD series are step-up gears with a clutch which can either be located on the „enginewise“ or „counter-enginewise“ coupling shaft.

Depending on version, the output rotation direction can be the same or opposite to the input rotation direction.

Otherwise, design and external dimensions are exactly the same as the ZF . . . C / D series.

To ensure long life and low operating noise levels, the teeth of all power-transmitting gears are designed with high safety levels in mind, i.e. case-hardened, ground and subsequently subjected to special treatment.

The shafts run in anti-friction bearings. Thrust bearings are incorporated in the transmission to absorb propeller thrust. The reversing clutches on the input and reversing shaft (ZF . . . D) or coupling shafts (ZF . . . C) are multi-disc clutches with steel/sinter discs arranged alternately and operated by means of oil pressure.

The high delivery rate of the oil pump ensures rapid clutch response. During gearchange procedure, the contact pressure of the clutches is regulated to ensure smooth operation.

5

) Transmission views*

2

ZF 23560 C / D Series

Transmission views 41 105

2 21

1 27 5 101

Transmission mounting surfaces (cast on)

2, 21, 27 Clutch oil pressure measuring points

10 37 25 23

5

Measuring point for oil pressure upstream of filter

7

Filter chamber, sediment drain

8

Input

10

Engine-driven oil pump

50

46

11, 12, 41 Oil temperature measuring points

8 12 11

Fig. 3

Oil cooler

18

Trailing oil pump

20

Oil drain

23

Transmission vent

25

Oil dipstick

33

Oil filter cartridge

36

Coolant outlet

37

Transmission housing inspection cover and opening for emergency control I

46

Oil fill point

50

Cooler oil drain

101

Electrical transmission actuation

105

Hand lever for emergency control

a

Rated clutch pressure (stamped)

b

Suspension lugs for transport / handling

008 331

36

b

15

15

b

a

33 7

18

1 Fig. 4

1 20

008 332

*) The illustration shows a special version

(customer spec.). The attachments, connections and pipes may differ on your version.

6

)

Transmission views*

ZF 23560 C / D Series

47

37

26

008 333

Fig. 5

20

Oil drain

22

Lube oil pressure measuring point

26

Output

35

Coolant inlet

37

Transmission housing inspection cover and opening for emergency control I

44

Opening for emergency control II

47

Lever for changing between the two filter cartridges (use when exchanging filters during operation)

50

Cooler oil drain

b

Suspension lugs for transport / handling

*) The illustration shows a special version

(customer spec.). The attachments, connections and pipes may differ on your version.

35

22 50

44

Fig. 6

b

20

008 334

7

8 PK = PKN + 3 bar

PK = PKN – 3 bar ▼ 2) 4)

PVF = PK + 11 bar

29 bar ▲ 2)

max

Pressure gauge 0 to 40 bar 3)

105 °C 7)

max. 90 °C 12)

Refer to monitoring plan in installation manual for schematic arrangement; refer to installation drawing or operating instructions for arrangement on transmission

For optical and acoustic warning

Use distributor piece

With time delay 5 - 10s

In shift position „trolling on“, warning function must be switched off

The rated clutch pressure is specified in the binding technical documents (order-specific) and also on the type plate and in the control housing.

2)

3)

4)

5)

6)

For normal operation without trolling Normal range. Water flow rate must be controlled by the transmission cooler in this range (ensure min./max. permissible water volumes).

8) 9)

12)

Must not be exceeded during continuous operation.

80 - 90 °C temperature range causes worsening of heat transmission in the oil cooler after longer periods of operation.

11) For remote display

10) Not supplied as standard by ZF

For operation with stationary engine and currentdriven propeller (also refer to Section 2 of Operating Instructions)

7)

PVF

= Pressure upstream of filter

= Rated clutch oil pressure

= Clutch oil pressure PK PKN

Decreasing

Increasing ▼

▲

Temperature switch 2) or temperature sensor 11) 0 to 120 °C

95 °C ▲ 2)

30 °C

–––––––

30 ÷ 80 °C 9)

–––––––

Trailing temperature 7)

Pressure switch 2) 5) or pressure sensor 11)

Pressure switch or pressure gauge 0 to 6 bar

0.3 bar ▼ 2)

6 bar

0.4 bar

–––––––

Operating temp.

11, 12, 41

Oil temperature

Thermometer 0 to 120 °C

–––––––

–––––––

–––––––

22

Lube oil pressure

Pressure gauge 0 to 25 bar

1)

For further details, refer to section 13.1

Additional monitoring 10)

Minimum monitoring 10) Pressure switch

Warning

PK = PKN - 1.5 bar 6.0 bar

–––––––

min

Nom. display value 9.5 bar

PKN 6)

–––––––

Rated value

Shift position 8) Shift position 8) „Neutral“ 8) „enginewise or „enginewise or „Neutral“ counter-enginewise“ counter-enginewise“

all pressure values for oil temperatures 60 – 80 °C

Operating condition

2, 21, 27

Clutch oil pressure

ZF 23560 D ZF 23560 NRD

5

Filter clogging

ZF 23860 C ZF 23860 NRC

Measuring point 1)

ZF 23560 C ZF 23560 NRC

3. Monitoring data ZF 23560 C / D Series

ZF 23560 C / D Series

4

Description

Functions description Transmission and powerflow diagram ZF 23560 D (old: DR)

E A

C

gears are in mesh

A - Input shaft B - Coupling shaft for enginewise rotation C - Coupling shaft for enginewise rotation D - Output shaft E - Clutch for enginewise rotation F - Clutch for counter-enginewise rotation

A

B

D

F D

B

A

D C

A

D

Powerflow during: Counter-enginewise rotation Clutch for enginewise rotation

F

Transmission and powerflow diagram ZF 23560 D (old: DL)

A

C

gears are in mesh

A

B

D E

A - Input shaft B - Coupling shaft for enginewise rotation C - Coupling shaft for enginewise rotation D - Output shaft E - Clutch for enginewise rotation F - Clutch for counter-enginewise rotation

D

C

A

D

A

B D

Transmission and powerflow diagram ZF 23560 C, ZF 23860 C

Powerflow during Counter-enginewise rotation Clutch for enginewise rotation

F C

C

gears are in mesh

B A D

B E

A - Input shaft B - Coupling shaft for enginewise rotation C - Coupling shaft for enginewise rotation D - Output shaft E - Clutch for enginewise rotation F - Clutch for counter-enginewise rotation

The transmission and powerflow diagram shows the power transmission for „counter-enginewise“ output rotation (input and output rotate in opposite directions) as well as for the „enginewise“ output rotation (input and output rotate in the same direction).

D

A

Powerflow during: C

A

D D

B

B

A

Counter-enginewise rotation Clutch for enginewise rotation 014768

Full engine power is transmitted in both rotation directions. The ratio stated on the type plate applies to both output rotation directions, i.e. the same type of transmission can be used for multi-engine installations. This requires fewer spare parts and permits the use of standardized replacement assemblies.

9

Oil supply and transmission cooling Control unit and transmission actuation 5

Oil supply and transmission cooling

The transmission housings are designed as oil containers. Two oil pumps are installed to supply oil for transmission lubrication, transmission cooling and multi-disc clutch operation.

One of these pumps (primary pump) supplies oil to the hydraulic system and is dependent on transmission input shaft speed. A high delivery capacity pump is used to ensure a large quantity of oil is supplied for transmission lubrication and cooling, even at low transmission input speeds.

The second pump is driven by the propeller speeddependent reversing shaft (trailing pump).

Both pumps are driven by spur gear sets. The ratio depends on engine speed and transmission ratio.

An oil cooler made from sea-water-resistant material is attached to the transmission housing to cool the transmission oil. After cooling, the oil flows first through an oil filter (Vlies filter), then into the control unit and finally to the clutches and lubrication points in the transmission. The cooler is in the auxiliary circuit.

The connection openings necessary for monitoring transmission temperature, oil pressure upstream of filter, lube oil pressure and clutch oil pressure are fitted as standard. Refer to the transmission views in Section 2 for positions and designations.

10

ZF 23560 C / D Series

5.1

Control unit and transmission actuation

The control unit is a complete assembly unit located on the transmission housing. In incorporates: ●

The valve spool for filling and ventilation of transmission clutches

●

The control valve for clutch pressure level

●

The time switch for clutch pressure modulation

The valve spool moves axially in the respective shift position. The oil flowing out of the control unit is used to lubricate and cool the clutch discs, tooth contacts and bearing points.

For electrical transmission actuation, the valve spool is moved axially by means of oil pressure. The required oil flow is obtained from the control unit and controlled electrically by solenoid valves. The hydraulic cylinder with solenoid valves is a complete electrical actuation device and is flange-mounted on the control unit.

ZF 23560 C / D Series

6

Actuation

If there is a failure in the power supply, the transmission can be manually actuated by means of the control lever (black knob).

In normal mode (electrical), the emergency lever is always moved automatically.

The voltage must always remain switched on during operation. Do not use push-buttons.

Electrical transmission actuation

142

Detail X M.: 2 :1

140

!

141

DANGER If the power supply fails, the transmission automatically shifts to neutral.

This can cause the vessel to become unmanoueverable.

143

Special equipment includes an actuating device which allows the gear position to be retained when power fails (a requirement of certain classification societies).

In the case of this special device, the nut must not be removed and the pin (140) must not be rotated during emergency control mode. ! DANGER If power fails, „ahead“ or „astern“ gear position is retained. Power failure may not be noticed, and the vessel may become unmanoeuverable.

X

101 183

NOTE: If contacting the boat manufacturer or ZF with regard to 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.)

103

106

102 104

Fig. 7

101 102 103 104 105 106 140 141 142 143

105 008 072

Electrical transmission actuation Neutral position Counter-enginewise position Enginewise position Hand lever for mechanical emergency control Electrical connection Actuation pin for item 141 Valve for mechanical emergency control Setting for electrical actuation Setting for mechanical emergency control

11

Operation

7

Operation

ZF 23560 C / D Series

7.1.4 Emergency changeover in case of danger

During operation, the transmission requires little attention apart from monitoring the display device for transmission temperature and transmission oil pressures.

In case of emergency, it is of course possible to carry out a changeover from „Ahead“ to „Astern“, even at higher engine speeds.

7.1

However, in this case as well, we would recommend that there is a time lag of approx. 1 to 2 seconds after „Astern“ direction has been selected before increasing the engine speed.

Changeover procedure

According to our experience, the changeover procedures as described in the following sections are optimum, i.e. shortest possible time for changing the travel direction of the vessel and, at the same time, the greatest possible protection for the transmission reversing clutches and the entire driveline.

We therefore strongly recommend that the changeover procedures specified here are adhered to.

7.1.1 Changeover from „Neutral“ to „Ahead“ or from „Neutral“ to „Astern“ Move engine throttle control to idling position. Select desired travelling direction and keep lever in this position for 1 to 2 seconds. Then, increase engine speed to required operating speed.

7.1.2 Changeover from „Ahead“ to „Astern“ with vessel moving at low speed (not for ZF . . . NR) Move engine throttle control to idling position. Change position of transmission control lever from current travel direction to opposite direction and keep in this position for approx. 1 to 2 seconds. Then, increase engine speed to required operating speed.

7.1.3 Changeover from „Ahead“ to „Astern“ with vessel moving at higher speed (not for ZF . . . NR) Move engine throttle control to idling position. Leave 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 idling speed. Now, move transmission control lever to „Astern“ and keep in this position for approx. 1 to 2 seconds. Then, increase engine speed to required operating speed.

12

During such manoeuvres, please note that in many cases (depending on the type of vessel etc.), the time needed to bring the vessel to a stop is not shortened at all or only shortened very slightly when compared with the changeover sequence described above. Therefore, in spite of the increased load on the propulsion unit, the chances of avoiding a collision are not greatly reduced in most cases.

7.2

Operation with engine stationary and propeller trailing (trailing operation)

The transmission is equipped with a propeller-speeddependent trailing oil pump. This oil pump is installed on the transmission housing (transmission end opposite the input). It is driven via a layshaft running off the reversing shaft. The oil pump always supplies oil to the oil circuit in the same direction, irrespective of output rotation direction.

If the engine is stationary and the output shaft is rotating, this oil pump supplies lube oil to the transmission.

This means it is permissible to operate the unit as long as required when the engine is stationary and the propeller is rotating.

The oil temperature must be monitored and not exceed 105 °C max. (sump temperature corresponds approximately to disc temperature). If the oil temperature is too high, the vessel speed must be reduced or coolant 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 via a separately-driven water pump. Given the dimensions, a coolant quantity equal to approx. 25 % of the water quantity used during normal operation can be reckoned with.

ZF 23560 C / D Series

Operation

CAUTION However, if transmission oil temperature exceeds 90 °C, ensure that the transmission remains in „neutral“ position until the transmission oil temperature has fallen below 90 °C after starting the engine. Normal operation is only permitted after this point.

7.3

Special versions / Special scope of supply

If there are differences in operation and maintenance for special versions or special scope of supply and these are not described in the following sections, the data must be obtained from the specification which applies in each case.

Operation notes (see Section 7.2) For operation with stationary engine and rotating propeller shaft, the transmission actuation device must be in „neutral“ position.

Monitoring notes There is no need to monitor the oil pressures when the engine is stationary. Only the transmission oil temperature requires monitoring (refer to data in Section 7.2).

Furthermore, an auxiliary measuring point (41) is available for measuring oil temperature (see Section 2).

Maintenance notes

4 Fig. 8

007 984

4 = Trailing pump (Trailing oil pump) CAUTION If the alarm sounds, the filter display must also be checked. If the display pin (1) is in „out“ position (filter full), use the lever (2) to change over to the second filter cartridge. The arrow (3) shows the filter cartridge which is being used in the circuit. Then, reinsert the pin (1) by hand and check that it remains in „in“ position during operation. If it does not, a new filter cartridge must be installed.

Maintenance work 101 and 102 must also be carried out on a daily basis, even during operation with stationary engine and rotating propeller (see Section 12.1)

2

3

1

Fig. 9

007 979

13

Operation

8

ZF 23560 C / D Series

8.2

Operation with mechanical (manual) actuation

Special equipment, gear position is retained. (also see section 6)

It is not necessary to remove the nut nor rotate the pin in emergency control mode. The emergency lever can be used immediately.

8.3

008 071

Operation with emergency control (see section 2, figs. 5 and 6; section 8.3, fig. 11)

If, despite manual actuation, there is still no powerflow, there must be a fault in the trasnmission. In such cases, the clutch discs can be mechanically pressed together by means of the clamping screws installed in the transmission.

There are three clamping screws each for both the „enginewise“ and „counter-enginewise“ clutches.

Fig. 10 If a fault develops in the actuation device, the transmission can be operated manually using the mechanical control lever. For reasons of safety, the normal electrical actuation device must be rendered non-operational before the manual control is used.

101 102 103 104 105 106

Electrical transmission actuation Neutral position Counter-enginewise position Enginewise position Hand lever for mechanical emergency control Electrical connection

8.1

Standard version (see section 6, Fig. 7)

The electrical actuation device attached to the control unit is designed so that, when power fails, the transmission shifts automatically into neutral position. In order to change over manually using the control lever, it is necessary to change over the mechanical valve (item 141). This is done by installing the actuating pin 140 the other way round. Unscrew cap nut to gain access to this pin. The cap nut must then be re-tightened. The control lever can now be shifted manually. The detent positions are clearly noticeable and defined. The control lever remains in the position selected.

14

Emergency control I (for ZF . . . (NR) D, enginewise and counter-enginewise, for ZF . . . (NR) C, counter-enginewise) The clamping screws can be accessed by unscrewing the inspection cover located on the side (on top towards transmission input). Only one screw is accessible in each case (WAF 30). In order to tighten all screws, the engine has to be turned several times.

Emergency control II (for ZF . . . (NR) C, enginewise) The clamping screws are accessible once the input end cover has been removed (inner hex, WAF 8).

Unlike in the case of emergency control I, all 3 clamping screws here can be tightened without the need to turn the shaft.

Emergency control mode is permitted under the following conditions: When the oil pressure at measuring point 2 is at least 6 bar when the transmission is at operating temperatures. In this case, operation at max. 50 % nominal engine speed is permitted.

Each transmission must only have one clutch engaged at once, otherwise there is positive drive in both directions simultaneously and the transmission becomes blocked. For the same reason, the normal transmission actuation device must be rendered inoperational during emergency control mode.

ZF 23560 C / D Series

Operation

Position of clamping screws for emergency control I and II (Aerial view of transmission – input end)

The clamping screws for emergency control I are accessible once the inspection cover on the side has been removed.

The clamping screws for emergency control II are accessible once the input end cover in front of the coupling shaft has been removed.

008 121

Fig. 11

15

Operation

To operate the emergency control, proceed as follows: 1. Switch off engine.

2. Determine the clutch required and remove the corresponding housing cover.

3. Emergency control I At least one of the three clamping screws is visible through the large opening. Part-tighten this screw to approx. 50 Nm. For the two other screws, rotate the engine approx.

120° in each case.

Tighten the two other screws to approx. 50 Nm also.

Then, go round the screws again, tightening them to 140 Nm one after the other.

Emergency control II Three bored-through plugs are visible on the face end of the shaft once the cover has been removed.

Insert the inner hex wrench through these openings to tighten the clamping screws (as all 3 clamping screws are easily accessible, there is no need to rotate the engine).

First, tighten all three screws to 50 Nm. Then, go round all three screws again, tightening them to 140 Nm. 4. Re-attach housing cover using bolts.

This emergency control system enables the engine to be started and the vessel to be piloted to the nearest service point.

Emergency control switch-off is exactly the same sequence in reverse. In order to stop the clamping screws from being turned unintentionally, these must be removed counter-clockwise until the limit stop is reached and then secured in starting position by tightening to 30 Nm. Finally, re-attach cover.

16

ZF 23560 C / D Series

ZF-AUTOTROLL

9

Electronically controlled trolling device ZF-AUTOTROLL

Seite

9.1 Scope and field of operation ....................................................................................................................... 19 9.2 Description of function ................................................................................................................................ 20 9.3 Operating variants ....................................................................................................................................... 20 9.4 Operation

.................................................................................................................................................. 22

9.4.1 General ............................................................................................................................................22 9.4.2 System 1: Separate control lever for AUTOTROLL operation ........................................................... 22 9.4.2.1

AUTOTROLL master switch ............................................................................................. 23

9.4.2.2

Trolling switch ................................................................................................................... 23

9.4.2.3

Check lamp, signal color green ......................................................................................... 23

9.4.2.4

Warning light, signal color yellow ..................................................................................... 23

9.4.2.5

Alarm light, signal color red .............................................................................................. 24

9.4.2.6

Propeller speed display ...................................................................................................... 24

9.4.2.7

Manoeuvering aid when changing direction ...................................................................... 25

9.4.3 System 2: Single-lever control lever ................................................................................................... 25 9.5 Safety functions ............................................................................................................................................ 26 9.5.1 Exceeding the permissible engine speed ............................................................................................. 26 9.5.2 Sensor failure ....................................................................................................................................... 26 9.5.3 Failure of the trolling power supply .................................................................................................... 26 9.5.4 Failure of the electronic control unit ................................................................................................... 26 9.5.5 Transmission fault ............................................................................................................................... 26 9.5.6 Neutral fault ......................................................................................................................................... 26 9.5.7 Electrical fault in trolling valve ........................................................................................................... 26 9.5.8 Electrical system voltage fault ............................................................................................................. 27 9.5.9 Short-circuit in signal lamps ............................................................................................................... 27 9.6 Diagnostic system ......................................................................................................................................... 27 9.7 Appendix (drawings) .................................................................................................................................... 28 3085 700 267 Terminal diagram (separate control lever) 3085 700 268 Terminal diagram (single-lever control)

17

ZF AUTOTROLL

9.1 Scope 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 idling speed will allow. This is necessary if the craft’s speed is still too great even with the engine running at its minimum permissible speed.

Typical applications are: ● ● ● ● ●

Slow-speed running, e.g. when negotiating canals Manoeuvering in harbors and at moorings Holding position for fire boats, police boats and rescue vessels Towing small boats Sport fishing at the optimum trolling speed

Scope and field of operation

Trolling is possible from engine idling 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 case 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.

Trolling mode is possible when running ahead and astern, without any limitation.

It is also possible to manoeuver the craft when AUTOTROLL is operating.

The manoeuvering characteristics of the craft are considerably enhanced by the manoeuvering aids AUTOMATIC and MANUAL included in the electronic control unit.

The main features of ZF AUTOTROLL are as follows: ●

The propeller speed set on the control lever is automatically fixed to a constant speed

●

Trouble-free manoeuvering using the manual or automatic reversing sequence (by briefly increasing the clutch pressure).

●

No chance of operating the transmission incorrectly

19

Description of function / Operating variants

9.2 Description of function 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 (closed-loop control). The system maintains a constant propeller speed within specific operational limits by varying the degree of clutch slip.

ZF AUTOTROLL permits trouble-free manoeuvering 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.

Control lever (selector lever) Gearbox act.

AHEAD/ ASTERN Engine speed

ZF AUTOTROLL

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.

9.3 Operating variants The ZF AUTOTROLL system offers a range of operating variants, e.g.: Operating system 1 (Fig. T1): A control lever for operating the engine and transmission, and a separate control lever for operating the trolling device (item Z1 in the connection drawing).

The controller is inoperative unless the system has first been activated using switches S20 and S30.

Fig. T1 Trolling mode ON/OFF Automatic operation ON/OFF Trolling mode check lamp ON/OFF Warning light Alarm light

optional

000 527

AUTOTROLL Centrol control unit Signal - control lever position Signal - AHEAD / NEUTRAL / ASTERN

Engine speed

Clutch actuat.

20

Trolling mode

ZF AUTOTROLL

Operating variants

Operating system 2 (fig.s T2 and T3): 15°

●

15°

Direction AHEAD

Single-lever control lever for: ●

Fig. T2

NEUTRAL

Gearbox operation (AHEAD, NEUTRAL, ASTERN) Engine operation

Direction ASTERN Speed 65°

Speed 65°

or, following activation of the trolling system, (switch S30, see the connection drawing), for: ● ● ●

Transmission operation (AHEAD, NEUTRAL, ASTERN) Trolling mode Engine operation

Nontrolling

Trolling

Trolling

NEUTRAL

Nontrolling

Speed

Engine speed

Propeller speed

Fig. T2 Control lever functions in trolling mode Position

000 526

Control lever (selector lever)

Fig. T3 000 525

Trolling ON/OFF Automatic operation ON/OFF Trolling mode check lamp ON/OFF Alarm light

Craft control system Central control unit

optional

Signal - control lever position Signal - AHEAD / NEUTRAL / ASTERN

AUTOTROLL Central control unit

Engine speed

Engine management

Clutch actuat.

Trolling mode

21

Operation

9.4 Operation 9.4.1 General 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 x 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 „Trolling“ means „piloting with slipping clutch“.

Vessel reaction times are much slower.

9.4.2 System 1: separate control lever for AUTOTROLL operation (Connection drawing 3085 700 267, see Section 9.7, Appendix) 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.

22

ZF AUTOTROLL

NOTE: Moving off in trolling mode is only effective if the selector switch is set to AUTOMATIC, see also Section 9.4.2.7.

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 new 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 mode is now inoperative.

NOTE: A visible monitoring or warning symbol indicates when the system is running at an impermissible speed, before the transmission 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 9.6, 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.

ZF AUTOTROLL

Operation

Operating components - see connection drawing 3085 700 267 9.4.2.1 AUTOTROLL master switch (item 20) 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, e.g. 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.

9.4.2.2 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 (Selector lever for Perm. engine speed is set 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 operation.

9.4.2.3 Check lamp (item 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: Lamp OFF:

Trolling mode is switched off

Lamp ON:

Trolling mode is switched on

Lamp FLASHES: The propeller speed in trolling mode is lower than the selected rated speed. The transmission clutch would operate in the “stick-slip” range in this setting.

The ZF AUTOTROLL 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 disks are moving at low relative speeds. This effect causes shock loading and grating noise.)

9.4.2.4 Warning light (item 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: Light OFF: In trolling mode, the engine speed is in the permissible range between idling speed and the maximum permissible engine speed (this is a user-specific setting stored in the control program).

Light FLASHES: The engine speed is s t i l l 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.

23

Operation

ZF AUTOTROLL

If this occurs, the clutch pressure is increased to its maximum value according to a controlled pressure ramp.

Flashing sequence:

Light ON: Excessive engine speed in trolling mode. The AUTOTROLL control unit has engaged the 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 re-engagement is programmed at a lower level than the cut-off limit speed in order to prevent trolling mode from switching on and off continually if the engine speed only changes by a small amount.

e.g. * * * * *

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.

9.4.2.5 Alarm light (item H31), signal color red CAUTION Switch off the trolling system to protect it from followon damage.

Light flashes: Fault in the trolling system.

The light flashes in a specific code sequence to identify the problem.

n-flashes

pause

n-flashes

pause

* * * * *

etc. * * ...

The nature of the malfunction can be determined from the number of flashes in each group. In case of multiple faults, the system displays the fault which is assigned the highest priority. The priority of a fault is indirectly proportional to its number of flashes.

Number of flashes

Nature of fault

3

Electrical fault in trolling valve

4

Transmission fault (propeller speed cannot be controlled)

6

Failure of engine speed sensor

7

Failure of propeller speed sensor

8

Failure of electronic rated value sensor/ Failure of sensor power supply

9

Electrical system voltage fault

11

Short-circuit in signal lamps or slip signal output

12

Neutral fault (clutch is engaged despite NEUTRAL setting)

Light ON: Failure of the electronic control unit.

The system reverts to non-trolling mode.

Normal operation is still possible.

Please refer to Section 5, Safety functions for information about how the AUTOTROLL system reacts in case of a fault.

9.4.2.6 Propeller speed display (Connection drawing, item P30) A propeller speed display can be connected to show the propeller speed registered by the trolling control unit.

24

ZF AUTOTROLL

9.4.2.7 Manoeuvering aid when changing direction (Switch S31) The manoeuvering aid takes effect as soon as the transmission is shifted out of NEUTRAL. In general, this aid ensures that the direction of rotation of the propeller is changed safely and reliably under all operating conditions. The manoeuvering aid selection switch can be used to select the AUTOMATIC or MANUAL manoeuvering aid.

MANUAL manoeuvering aid

Operation

You can slightly accelerate the manoeuvering process by setting a bridge (jumper) for gradient 2 (see the connection drawing).

A white check lamp (item H33) indicates when the AUTOMATIC manoeuvering aid is operated.

9.4.3 System 2: single-lever control lever (Connection drawing 3085 700 268) See Section 9.3, Operating variants for system drawings and the control lever design.

Trolling mode is initially blocked when the transmission is shifted out of NEUTRAL, e.g. the clutch is fully engaged according to a pressure ramp.

Manoeuvering is possible as in non-trolling mode.

Trolling mode is enabled again when the operator reduces the required propeller speed on the rated value sensor (trolling control lever). Always select the MANUAL manoeuvering 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, wire bridges (jumpers) can be set (item X44 - gradient 2, see connection drawing) so the procedure is accelerated. Please refer to the installation instructions, Section 5.1, item S31 for more information.

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.

AUTOMATIC manoeuvering aid

The individual operating aspects are the same as for the system with the separate control lever (Sections 9.4.2 through 9.4.2.7). One exception to this is Section 9.4.2.4 which describes the warning light H30 (signal color yellow). This warning light is not needed in this version, because there is n o chance of the clutch engaging unintentionally in AUTOTROLL mode.

As above, the clutch pressure is increased according to a pressure ramp when the transmission is shifted out of NEUTRAL. The manoeuvering 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 rated speed setting.

In trolling mode, the control lever always moves through the trolling range, starting from the engine idling 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.

Always select the AUTOMATIC manoeuvering aid when you do n o t want the craft to respond quickly, e.g. for a smooth power take-up when towing.

25

Safety functions

ZF AUTOTROLL

9.5 Safety functions

9.5.3

! DANGER Switch off trolling mode if the (red) alarm light flashes.

The craft’s speed may suddenly increase if a fault occurs which causes the system to switch over to non-trolling mode automatically - danger of accidents!

The trolling system reverts to non-trolling mode if there is a power supply failure. The clutch pressure is increased to maximum. Normal operation is possible as if there was no trolling device fitted.

9.5.1 Exceeding 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 conditions by remaining continuously lit (see Section 9.4.2.4).

This safety function protects the clutch from thermal overload due to excessive engine speed.

9.5.4

Failure of the trolling power supply

Failure 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.

9.5.5

Transmission fault

Emergency manoeuvering which demands high engine speeds can be performed without first having to switch off trolling mode using the trolling switch.

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 rated 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.

9.5.2

9.5.6

Sensor failure

Neutral fault

An alarm is set 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.

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.

CAUTION Do not increase the engine speed - there is a risk of follow-on damage.

9.5.7

Electrical fault in trolling valve

An electrical fault in the trolling valve is indicated by the alarm light (red) which flashes.

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.

26

ZF AUTOTROLL

9.5.8

Electrical 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.

Safety functions / Diagnostic system

9.6 Diagnostic 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: ●

9.5.9 Short-circuit in signal lamps A short-circuit in a signal lamp is indicated by the alarm light (red) which flashes.

● ●

System monitoring, monitoring operational parameters, fault recognition, generating emergency operation characteristics Warning the craft’s operator 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.

27

Appendix (drawings)

9.7 Appendix (drawings)

3085 700 267 Terminal diagram (separate control lever) 3085 700 268 Terminal diagram (single-lever control)

28

ZF AUTOTROLL

29

30

BW 2356 series

10

Troubleshooting

Troubleshooting

If the input unit fails, it is often assumed there is a problem in the transmission. However, in many cases, external influences on the transmission can cause failures.

If it is not possible to rectify faults using this information, we recommend you contact the nearest ZF Service Point.

The following troubleshooting charts describe the most likely problems, their causes and corrective measures.

31

Troubleshooting

Fault

ZF 23560 C / D Series

Possible causes

Transmission oil tem• Insufficient water flow perature too high through cooler (Measuring points 11*, • Sludge in oil cooler 12* and 41*) • Clutch disc damage

Corrective measures ➟ Increase water flow ➟ Clean oil cooler, see Maintenance Work 169 ➟ Check clutch

Transmission oil temperature too low

• Excessive water flow through cooler

➟ Reduce water flow

Oil pressure upstream of filter too high (Measuring point 5*)

• Clogged filter

➟ Switch over to second (clean) filter ➟ Renew filter cartridges

No operating oil pressure (Measuring points 2*, 21* and 27*)

• No oil in transmission • Wrong direction of rotation at transmission input • Defective display unit

➟ Add oil ➟ Use special transmission version

• Oil viscosity too low

➟ Use a recommended oil grade (see List of Lubricants) ➟ Replace

Operating oil pressure too low (Measuring points 2*, 21* and 27*)

• Spring from shift pressure valve contracted • Incorrect shift pressure valve setting • Defective oil pump • Filter safety valve leaking • Time switch for pressure modulation defective

➟ Rectify fault

➟ Reset using shim ➟ Replace oil pump ➟ Check for clogging/wear ➟ Replace piston and sealing element

If the fault cannot be rectified, the lube oil supply to the transmission is also at risk.

Proceed at reduced engine speed until repairs can be carried out.

Operating oil pressure • Oil viscosity too high too high (Measuring points 2*, 21* and 27*)

➟ Use a recommended oil grade (see List of Lubricants)

Drive interrupted • Voltage for solenoid valves too low between transmission input and output; clutch • No operating oil pressure not transmitting torque

➟ Rectify voltage supply ➟ See remedy for no or insufficient operating oil pressure

Drive between transmission input and output cannot be interrupted; clutch does not open

• Current supplied to solenoid valves not interrupted • Clutch discs dished

➟ Check deck switch (electrical) ➟ Contact ZF Service Point

* see Monitoring data, Section 3 and Transmission views, Section 2

32

ZF 23560 C / D Series

Troubleshooting

Fault

Possible causes

Corrective measures

Clutch slips at high engine speeds

• Operating oil pressure too low (Measuring points 2*, 21* and 27*)

➟ See remedy for „Operating oil pressure too low“. If the fault cannot be rectified on board, proceed at reduced engine speed until repairs can be carried out.

Avoid changes in direction. If this is unavoidable, the ships propeller should be almost at a standstill with engine idling speed as low as possible. ➟ Replace ➟ Contact ZF Service Point

• Incorrect oil • Discs worn Oil level sinks rapidly (as indicated on dipstick) see Maintenance Work 101 „Oil level check“

• Leaks on housing joints, oil pipes or shaft sealing rings • Oil cooler leaking into coolant system

➟ Correct mechanical faults

Oil level increases (see Maintenance Work 101 „Oil level check“

• Water entering the oil circuit from the cooling system

➟ Repair fault, replace oil cooler if necessary

Transmission operates too loudly in engine idling speed range

• Torsional vibration resonance of driveunit in engine idling speed range

➟ Increase engine idling speed

Engine stalls during rapid change from „Ahead“ to „Astern“

• Engine idling speed too low • Change in direction effected too quickly or with travel speed too high • Discs dished

➟ Increase engine idling speed ➟ Changes in direction as per Section 7.1.3 ➟ Contact ZF Service Point

➟ Repair fault, replace oil cooler if necessary

* see Monitoring data, Section 3 and Transmission views, Section 2

33

Service points Spare parts orders 11

Spare parts orders and Service Points

If transmission faults cannot be corrected using the troubleshooting charts in Section 10, please conact the nearest ZF Service Point.

A list of ZF Service Points including the latest telex and telephone numbers can be ordered from ZF Friedrichshafen AG if required.

During repairs, only use genuine ZF spare parts.

ZF 23560 C / D Series

The following information must be quoted at all times when ordering spare parts and making enquiries: • Model • Transmission no.

• Parts list no.

• Transmission ratio This information is stamped on the transmission type plate.

In the case of transmissions with classification, note that the spare parts without classification are always supplied under the item numbers stated.

If a version 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 exchange transmission units.

34

ZF 23560 C / D Series

12

Maintenance

Maintenance

12.1 Application group P

12.3 Application group M

● Engine data for transmission allocation: max. power

● Engine data for transmission allocation: max. power

for intermediate operation ● Type of operation: Intermittent operation at extremely

wide range of engine speeds

for intermediate operation ● Type of operation: Intermittent operation at various

engine speeds

● Annual operating hours: approx. 500

● Annual operating hours: approx. 3500 h

● Preferred hull type: Planing

● Preferred hull type: Semi-planing, planing

● Typical applications: Private, leisure and pleasure

● Typical applications: Working boats, charter boats

craft ● Typical examples: Crew boats, supply boats, fishing ● Typical examples: Private, pleasure and leisure craft

boats, coastguard boats, passenger boats, ferries, yachts etc.

12.2 Application group L

12.4 Application group C

● Engine data for transmission allocation: max. power

● Engine data for transmission allocation: max.

for intermediate operation ● Type of operation: Intermittent operation at extremely

wide range of engine speeds

contin-

uous power ● Type of operation: Continuous operation at max.

engine power

● Annual operating hours: approx. 2500 h

● Annual operating hours: unlimited

● Preferred hull type: Semi-planing, planing

● Preferred hull type: Displacement hull, semi-planing

hut ● Typical applications: Navy vessels, authority vessels

(or similar vessels), private charter boats ● Typical examples: Fast boats, yachts, patrol boats,

police boats, customs boats, coastguard boats, pilot boats, fire service boats, rescue boats, recreational fishing boats etc.

● Typical application: Working boats ● Typical examples: Tug boats, push boats, supply

boats, fishing boats, passenger boats, cargo ships, ferries etc.

35

Maintenance schedule

13

ZF 23560 C / D Series

Maintenance schedule

13.1 Regular maintenance Maintenance level

Application group

Interval (Operating hrs.)

At least every

A1

all

Everyday of operation

3 months see also K1; K2

A2

all

500

6 months

A3

all

1000

1 year

C and M

------------------

5 years

L and P

------------------

8 years

all

during every basic overhaul of engine

operating condition of transmission

A4

A5

13.2 Additional one-off maintenance jobs on new or overhauled transmissions (see also Maintenance Work 12.1) Maintenance level Z1

Interval (op. hrs.)

At least every

50 - 100

12 months

13.3 Anti-corrosion measures necessary after long periods of downtime (see „Preservation“ attachment) Maintenance level

36

Procedure

Pause in operation

K1

all 10 to 20 days

to 6 months

K2

at end of operating period

9 months

K3

at end of operating period

max. 36 months

Note: see appendix

ZF Marine gears Anti-corrosion Protection (3070 755 001)

ZF 23560 C / D Series

14

Maintenance schedule

Maintenance jobs

Maintenance level

A5

A4

Maintenance jobs

regularly A3 A2

T1

--

A1

--

Tools required

once Z1

T1 + T2 + NB

T1 + T2

* NB

= See Workshop Manual for instructions = Spare parts as required

101

Oil level check

none

102

Check filter display / renew filter cartridge if necessary

none

103

Visual check

none

121

Cleaning outside of transmission

none

122

Retightening of bolt connections accessible from the outside

Tool kit

141

Oil change

Tool kit

161

flexible coupling, visual check

none

162

Transmission mounting, visual check (does not apply to 100 % metal coupling)

none

164

Gearing, visual check

Tool kit

165

Oil pump check

W1

166

Control unit check

W1

167

Actuation device check

W1

169

Disassemble and clean oil cooler

-------

173

Input shaft seal check

none

174

Output shaft seal check

none

200 * Basic overhaul of transmission

W2

T1 Spare parts required

T1, T2 = Parts sets, see Spare Parts Lists W1 = Tool set, see Operating Instructions W2 = Tool set, see Workshop Manual

37

Tool sets for maintenance

15

BW 2356 series

Tool set W1 for maintenance

Tool set W1 consists of commercially-available tools. Commercially-available means e.g.

General tools Open-end wrench up to width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 mm Straight ring spanner up to width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 mm Offset ring spanner up to width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 mm Socket wrench set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 – 13 mm Socket wrench set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 – 32 mm Socket wrench set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 – 50 mm Socket wrench set for internal hex bolts/screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 – 22 mm Pliers (straight) for retaining rings (inner rings)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 1 – 4 (Nr.)

Pliers (straight) for retaining rings (outer rings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 1 – 4 (Nr.) Screw driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to 13 mm Hammer (metal + plastic), punch

Measuring and test equipment Torque wrenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 – 350 Nm Vernier caliper, depth gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measuring range up to 300 mm Feeler gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measuring range 0.05 – 1.0 mm

38

ZF 23560 C / D Series

Maintenance system job sheets

Page 16

Maintenance system job sheets

101

Oil level check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40

102

Check filter display / renew filter cartridge if required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42

103

Visual check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44

121

Cleaning outside of transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

46

122

Retightening of bolt connections accessible from the outsid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

48

141

Oil changel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

161

Flexible coupling; visual check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

52

162

Transmission mounting; visual check (omitted for 100% metal coupling) . . . . . . . . . . . . . . . . . . . . .

54

164

Gearing; visual check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

56

165

Oil pump check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

58

166

Control unit check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

61

167

Actuation device check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

64

169

Disassemble and clean oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

66

173

Input shaft seal check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

72

174

Output shaft seal check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74

39

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance if possible as per

Time in min.

101

A1

----------

10

Description of maintenance work:

Safety measures:

101 Oil level check

Only withdraw oil dipstick when engine is switched off. Otherwise, this can lead to hot oil spraying out and risk of burns.

Only add oil when engine is switched off. Otherwise, this can lead to hot oil spraying out and risk of burns.

Tools:

Parts:

Material:

non textured cloth

Test equipment:

Procedure:

Place:

40

see reverse

Date:

Page: 1

of: 2

;

The correct oil level is between the upper and lower marks on the oil dipstick.

max. min.

004 666

During initial fill and following transmission repair or change of oil filter cartridge, take into consideration that some of the oil remains in oil cooler, in oil lines and in the removed cartridge, rather than flowing back into transmission housing. Therefore, re-check oil level after a short period of operation.

007 985

To fill with oil, unscrew oil fill screw and add oil.

007 985

41

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

102

A1

----------

10

Description of maintenance work:

102 Check filter display / renew filter cartridge if required

Safety measures:

Filter cartridges can be exchanged during operation. However, the lever (2) must be moved to select the other filter cartridge. If both filter cartridges are full, they must be removed and renewed while the transmission is stationary.

Tools:

Tool set (on-board), SW 27

Parts:

Original Pall filter cartridges

Material:

new O-rings (Parts set T1)

Test equipment:

Procedure:

Place:

42

see reverse

Date:

Page: 1

of: 2

The oil only ever flows through one of the filter cartridges at a time.

If the filter is still intact, the indicator pin (1) is pushed in. As soon as the filter is full (clogged), the indicator pin is pushed out. If this happens, the lever (2) can be switched over to the other cartridge. The arrow (3) on the lever shows the filter cartridge which is being used. The indicator pin must then be pushed back in by hand. During operation, check that the pin remains pushed in. If it does not, a new filter cartridge must be installed. Always renew full cartridges as soon as possible.

2

3

1

007 979

The arrow (3) on the change-over lever must show the filter cartridge which is not exchanged.

Unscrew cartridge to be changed in counter-clockwise direction.

Clean sealing surface.

Insert new filter cartridge and srcrew in clockwise.

Tightening torque = 80 Nm.

43

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

103

A1

121

10

Description of maintenance work:

103 Visual check

Safety measures:

Always carry out visual checks an appropriate distance away from rotating parts. Otherwise, there is danger of contact with the rotating part.

Tools:

Parts:

Material:

Test equipment:

Procedure:

Place:

44

see reverse

Date:

Page: 1

of: 2

Check outlet points of input / output shafts on transmission housing , oil line / monitoring unit connections and coolant connections for leakages (visual check).

005 859

007 977

45

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

121

A2

103

30

Description of maintenance work:

121 Cleaning outside of transmission

Safety measures:

Only use cleaning products specified in the regulations for the prevention of accidents.

Tools:

Tool set (on-board)

Parts:

Cleaning product

Material:

Test equipment:

Procedure:

Place:

46

see reverse

Date:

Page: 1

of: 2

Clean outside of transmission using cleaning product to simplify visual check (see 103).

Important: Do not allow cleaning product to come into contact with rubber parts, hosing/piping and shaft seals.

008 331

008 333

47

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

122

Z1

----------

20

Description of maintenance work:

122 Retightening of bolt connections accessible from the outside.

Safety measures:

Only retighten connections when transmission is stationary.

Tools:

Tool set (on-board)

Parts:

Material:

Test equipment:

Procedure:

Place:

48

see reverse

Date:

Page: 1

of: 2

Retighten all accessible bolt connections.

Pay particular attention to the following connections l Engine/flexible coupling l Flywheel housing/transmission bell housing l Mounting bracket/transmission l Mounting bracket/foundation.

Also check connections to and from oil cooler as well as monitoring equipment connections. Retighten if required.

Tighten bolts to specified tightening torque whilst transmission is cold (approx. 20 °C).

008 331

008 333

49

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

141

A3

142 / 163 / 164

30

Description of maintenance work:

Safety measures:

141 Oil change

Block engine starting device.

Change oil at max. 40 to 50 °C oil temperature. Otherwise, there is a risk of burns.

Catch used oil in an appropriately large oil container to prevent harm to the environment.

Oil quantity:

ca. 180 dm3

Tools:

Tool set (on-board)

Parts:

New seals (Part set T1)

Material:

Oil grade: Permissible oils as per appropriate „ZF List of Lubricants TE-EL 04 for ZF Marine transmissions“. A currently valid list of lubricants is supplied with the transmission. This can also be ordered from any ZF Service Point.

Test equipment:

Procedure:

Place:

50

see reverse

Date:

Page: 1

of: 2

If possible, carry out this work in conjunction with maintenance work 142.

Remove oil dipstick. Unscrew oil drain screw and drain oil.

If the transmission includes an oil suction device, remove oil by suction.

004627

Place new seal on oil drain screw. Rescrew and tighten.

If the transmission has an oil suction device, re-close the suction device.

To add oil, remove inspection cover or one of the two round covers.

Add new oil. ca. 140 dm3 Then, apply new seal to oil fill screw and inspection cover before retightening.

Finally, check oil level as per maintenance work 101.

Readings must be taken using the oil dipstick.

008 129

51

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

161

A4

----------

30

Description of maintenance work:

161 Flexible coupling; visual check

Safety measures:

Block engine starting device.

Tools:

Parts:

Material:

Test equipment:

Procedure:

Place:

52

see reverse

Date:

Page: 1

of: 2

Check rims of flexible coupling are in perfect condition. To do this, run engine slowly and check rubber parts visually through bell housing view hole.

004681

Check rubber parts for cracks, embrittlement and signs of overheating.

004682

Check markings (if present) for torsional distortion.

004683

53

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance if possible as per

Time in min.

162

A4

----------

15

?

Description of maintenance work:

162 Flexible mountings for engine and transmission; visual check (if present)

Safety measures:

Tools:

Parts:

Material:

Test equipment:

Procedure:

Place:

54

Check rubber-bonded metal mountings on engine and transmission are in perfect condition.

Rubber parts must not show any signs of cracks, embrittlement or other damage.

Date:

Page:1

of: 2

55

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

164

A4

141 / 142 / 163

15

Description of maintenance work:

164 Gearing; visual check

Safety measures:

Block engine starting device.

Remove all parts which could fall into the transmission once the inspection cover has been opened (anyone working on the transmission should empty their breast pockets).

Tools:

Tool set (on-board)

Parts:

Material:

Test equipment:

Procedure:

Place:

56

see reverse

Date:

Page: 1

of: 2

It is advisable for this work to be carried out at the same time as the oil change - see maintenance work 141.

Remove inspection cover and round cover.

007 985

Check teeth of gears on input shaft, reversing shaft and output shaft. The tooth flanks must not show any signs of pitting or similar wear.

007 986

007 981

57

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

165

A4

----------

180

Description of maintenance work:

165 Check oil pump Engine-dependent pump (primary pump) Trailing pump (secondary pump)

Safety measures:

If removing oil pump, ensure engine starting device is blocked.

Tools:

Tool set WI

Parts:

Material:

„Hylomar SQ 32-M“ sealing compound (Marston)

Test equipment:

Procedure:

Place:

58

see reverse

Date:

Page: 1

of: 3

Engine-dependent pump

(Primary pump)

NOTE: The oil pump is a complete part and is not generally dismantled. However, it is sometimes necessary to dismantle the pump for checking or cleaning. Items to check for on the dismantled pump particularly include extraordinary wear, scoring and increases in anti-friction bearing play.

Removal Remove piping as required. Remove pump.

007 982

NOTE: Carefully clean parts Check parts Apply thin coat of oil to all moving parts

The assembly and installation procedure is the exact reverse of the removal and dismantling procedure.

59

Trailing pump (Secondary pump) NOTE: The oil pump is a complete part and is not generally dismantled. However, the pump may need to be dismantled for checking or cleaning. Items to be particularly checked in the dismantled pump are rims/tyres, mounting play and the axial play of pump gear/pump pinion.

Axial play: Pump gear and pump pinion

0.02 to 0.05 mm

Removal and dismantling Remove piping as required. Remove pump 007 984

Unclip retaining ring.

Assembly

Pull off pump gear.

NOTE: Carefully clean parts Check parts Apply thin coat of oil to all moving parts

Remove fitting key.

Remove bolts on pump cover.

Drive off tapered pin in direction indicated by arrow and remove cover.

Remove pump gear and pump pinion

The assembly and installation procedure is the exact reverse of the removal and dismantling procedure.

1 = Pump gear 2 = Pump pinion 3 = O-ring

3082 B07 002

60

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

166

A4

----------

120

Description of maintenance work:

166 Control unit check

Safety measures:

Block engine starting device.

Tools:

Tool set W1

Parts:

Gaskets

Material:

Test equipment:

Procedure:

Place:

see reverse

Date:

Page: 1

of: 3

61

08.800

08.374

08.430 08.230 08.234 08.240

08.370 08.364 08.360

08.420 08.414 08.410

08.220 08.210

08.590 08.496 08.494 08.486 08.482 08.480

08.804 08.074 08.070 08.540

08.136 08.124 08.130 08.222 08.134 08.206 08.126 08.202 08.224 08.200

08.204

08.530

08.272

08.178

08.020

08.060 08.050 08.030 08.164

08.270

08.062

08.172 08.166

08.812 08.816

08.640

08.290 08.280 08.284 08.110 08.300 08.114 08.116 08.120

08.160 08.154 08.150

08.646

08.808

009 047

62

020 = Control housing 022 = Screw plug, Seal ring 030 = Ball 032 = Pin 034 = Assembly: pressed in flush to sealing surface 050 = Orifice 060 = Screw plug, Seal ring 062 = Screw plug, Seal ring 070 = Ball 074 = Slotted plug 090 = Slotted plug 110 = Control piston 114 = Snap ring 116 = Piston 120 = Snap ring 124 = Cover 126 = Rod wiper 130 = Gasket 134 = Cap screw 136 = Handle 138 = Join compound 140 = for locking/sealing ref. A1 / R3 ZFN 164 150 = compr. spring 154 = washer 156 = Specification 3090 700 027 160 = Control piston 164 = washer 166 = washer 168 = Specification 3090 700 027

172 = Compr. spring 178 = Screw plug, Seal ring 200 = Control piston 202 = Compr. spring 204 = Compr. spring 206 = Shim 208 = Specification 3090 700 027 210 = Washer 212 = Specification 3090 700 027 220 = Control piston 222 = Pin 224 = Bush 230 = Cover 234 = Gasket 240 = Cap screw 270 = Control piston 272 = Screw plug, Seal ring 280 = Compr. spring 284 = Washer 286 = Specification 3090 700 027 290 = Compr. spring 300 = Screw plug, Seal ring 360 = Control piston 364 = Washer 366 = Specification 3090 700 027 370 = Compr. spring 374 = Screw plug, Seal ring 410 = Control piston 414 = Washer 416 = Specification 3090 700 027

420 = Compr. spring 430 = Screw plug, Seal ring 480 = Detent pin 482 = Retaining ring 486 = Compr. spring 494 = Washer 496 = Washer 530 = Seal ring 540 = Plate 590 = Switch, Washer Specification 0000 701 144 640 = Gasket 646 = Plate 800 = Cap screw 804 = Cap screw 808 = Gasket 812 = O-ring 816 = O-ring 900 = Packing material 904 = Bolt + nut

Figure shows: Basic version for electrical actuation

Check control unit: Note: If possible, do not dismantle control unit but replace completely. If dismantling is required for cleaning or changing individual springs, it is not necessary to reset the control unit. However, a pressure test on the transmission must be carried out.

007 976

63

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

167

A4

---------

180

Description of maintenance work:

167 Actuation device (electrical) check

Safety measures:

Block engine starting device.

Tools:

Tool set WI

Parts:

see parts sets T1, T2

Material:

Cleaning product

Test equipment:

Procedure:

Place:

64

see reverse

Date:

Page: 1

of: 2

09.640 09.600 09.620 09.770

09.660

09.676

09.680 09.950 09.940 09.822 09.820

09.640 09.650

09.670

09.682 09.790 09.800 09.890 09.720 09.722

09.810 09.920

09.760 09.780

09.870

09.700 09.702

09.762

09.840 09.900

09.910 009 048

640 = Snap ring 650 = Retaining ring 660 = Gasket 670 = Intermediate housing 676 = Screw plug, Seal ring 680 = Solenoid valve 682 = Cap screw 700 = Solenoid valve 702 = Cap screw 720 = Solenoid valve 722 = Cap screw

760 = Wiring harness 762 = Cap screw 780 = Stecker 790 = Cap screw 800 = Gasket 810 = Protection cover 840 = Screw plug 910 = Cap screw 920 = Cap screw 930 = Hexagon screw 940 = Plate 950 = Grooved stud

* = depending on parts list version Actuation device check

Check

Removal

Check components of electrical actuation unit for wear.

Replace components if required.

01 02 03 04 05 06 07

Remove piping as required.

Unscrew electrical connection plug.

Remove protective cover (810) with gasket (800).

Remove intermediate housing (670) with valves and gasket (660).

Loosen cables and remove valves.

Unclip retaining ring (650).

Pull piston support with piston out of control housing.

Assembly – Installation – – –

Clean components until free of dirt Apply thin coat of oil to all moving parts Replace components as per T2

65

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

169

A4

----------

60

Description of maintenance work:

169 Cleaning of oil cooler

Safety measures:

Tools:

Tool set W1

Parts:

Material:

Test equipment:

Procedure:

Place:

66

see reverse

Date:

Page: 1

of: 5

Depending on the scope of supply, monitoring units, terminal clamps or trolling equipment is fixed to the cooler. These must be removed before removing the cooler itself. It is not usually necessary to fully remove the cables and hoses as they are often longer than necessary.

To loosen the pipe connection (plug-in pipe with Orings) with the control unit, lift the cooler (weight approx. 110 kg) approx. 5 mm using a suitable lifting device and then push 20 - 30 mm towards the input.

007 985

General Excerpt from manufacturers specification: The heat exchanger must be cleaned regularly to ensure constant performance. As the level of contamination depends on the application, operating times should be adhered to and the heat exchanger must be cleaned at regular intervals as defined by the operator.

Removing plate cooler from transmission To prevent large quantities of oil escaping when the cooler is removed, the oil can be drained at two points. (see Transmission views, Section 2, item 50) 1. Screw on input end (item 50) unscrew approx. 20 - 25 mm. This allows some of the oil in the transmission to flow back into the oil sump.

2. Unscrew vent screw from control unit (in direction of transmission centre) (also item 50). Remove spring and piston.

The oil here also flows back into the oil sump.

3. After ventilation, re-install spring and piston.

Re-tighten both screws.

NOTE If the cooler is not lifted slightly before pushing, the Orings between the cooler and transmission housing may get damaged.

Once the water connections have been removed, the cooler can be lifted upwards.

NOTE The earliest transmissions supplied had water flanges which partly comprised low plates fixed with dowel pins. If the pipes have been directly connected to these plates, some of these pipes must be removed before the cooler can be lifted.

Disassembly of plate cooler Before disassembly, it is recommended that the plate pack be marked with a diagonal coloured stripe on the long side to make subsequent re-assembly easier and prevent mixing up of the plates.

The plates are held in position and aligned on both sides by means of guide pins. For disassembly purposes, extensions (item 190) are attached to these guide pins so that the plates are held in position even when the plate pack (extension length 120 mm) has been fully released (see fig.).

The total of 10 clamping screws are long enough to cover the entire clamping distance.

Unscrew clamping screws evenly to prevent tipping and misalignment. Various clamping lengths of 10 mm in transverse direction and 25 mm in longitudinal direction must not be exceeded.

Remove plates one by one and clean in accordance with following instructions.

67

Item 190, plate pack assembly

Unclamped plate pack

008 154

Item 190

Plate cleaning NOTE Each plate has an oil and a water side. Please ensure that all oil is removed from the plate before placing it in running water to clean the water side (environment protection).

Differentiation is made between 5 sorts of contamination : a) Gross fouling • Seaweed • Wood chips/fibres • Mussels • Barnacles Cleaning: Mechanical cleaning after opening.

1. Soft brush and running water CAUTION Avoid gasket damage!

2. High pressure hose 3. Back-flushing of the unopened heat exchanger can sometimes be sufficiently effective.

68

b) Biological growth – slime • Bacteria • Nematodes • Protozoa Cleaning: Mechanical cleaning after opening.

1. Soft brush and running water CAUTION Avoid gasket damage!

2. High pressure hose 3. Chemical cleaning using alkaline cleaning agents: • Sodium hydroxide • Sodium carbonate • Cleaning effect can be considerably increased by the addition of small quantities of hypochlorite or agents for the formation of complexes and surfactants.

Concentration max. 4 %, Temperature max. 80 °C

c) Incrustation – scaling • Calcium carbonate • Calcium sulphate • Silicates Cleaning: Mechanical cleaning after opening.

1. Soft brush and running water CAUTION Avoid gasket damage!

2. High pressure hose 3. Chemical cleaning on opened unit by using: • Nitric acid • Sulfamic acid • Citric acid • Phosphoric acid • Complexing agents (EDTA, NTA) • Sodium polyphosphates

e) Oil residues, asphalt, fats Cleaning: Mechanical cleaning after opening.

1. Hydrocarbon-based deposits may be removed by using a soft brush and a Paraffinic or Naphtabased solvent (e.g. Kerosine).

CAUTION Gaskets in natural, butyl and EPDM rubber swell in these media.

Contact time should be limited to 0.5 hour.

The following solvents should not be used: • Ketones (e.g. Acetone, Methyletylketone, Methylisobutylketone) • Esters (e.g. Ethylacetate, Butylacetate) • Halogenated hydrocarbons (e.g. Chlorothene, Carbon tetrachloride, Freons) • Aromatics (e.g. Benzene, Toluene) 2. Dry with a cloth or rinse with water.

Concentration max. 4 %, Temperature max. 60 °C d) Sediment • Corrosion products • Metal oxides • Silt • Alumina • Diatomic organisms and their excrements of various colours Cleaning: Mechanical cleaning after opening.

1. Soft brush and running water CAUTION Avoid gasket damage!

2. High pressure hose 3. Chemical cleaning on opened unit by using: • Nitric acid • Sulfamic acid • Citric acid • Phosphoric acid • Complexing agents (EDTA, NTA) • Sodium polyphosphates

Cooler re-assembly The sequence for cooler re-assembly and remounting on the transmission is the exact reverse of the procedure for disassembly.

CAUTION See following drawings for cooler plate sequence.

Each individual plate contains the manufacturer’s number (order number) so that the correct sequence can be safely verified.

NOTE The gaskets are firmly affixed to the titanium plates. If a gasket has become loose, adhesive and procedure instructions can be obtained from ZF-MARINE or directly from the plate manufacturer, Alfa Laval.

Alfa Laval also offers an affixing service, i.e. the plates can be sent to the company, and they will remove the old gaskets and affix new ones.

Concentration max. 4 %, Temperature max. 60 °C 4. Cleaning effect can be increased by the addition of agents for the formation of surfactants.

69

709 70

233

affixed 135

249

30,5

Gasket material: NBR

Plate material: titanium 0,5 4,7

unclamped

591,5 650

S2 End plate I order no. 119025-1111 0.6 mm 1 piece

S3

Two-hole plate Order no.

119291-2104 0.5 mm 1 piece

A plate

B plate Duct plate Order no. 119291-2103 0.5 mm 41 pieces

Duct plate order no.

119291-3103 0.5 mm 42 pieces

T2 End plate II Order no.

119619-2191 0.6 mm 1 piece

T3 S3

S2 Thrust plate

Stamped order number (on all plates)

with guide pins

End plate I Order no. 119025-1111 B Plate no. 1 Duct plate Order no. 119291-2103 A

S2 - Water inlet S3 - Oil outlet T2 - Water outlet T3 - Oil inlet

Duct plate Order no. 119291-3103 B Gasket on this side on all plates

21 x combination A/B Plate no. 2 - 43

Two-hole plate Order no. 119291-2104 A Plate no. 44 Duct plate Order no. 119291-3103 B

A

Duct plate Order no. 119291-3103 A Aclamped

= N (2.9 + X)

Plate no.

45 - 84

Duct plate Order no. 119291-2103 B Plate no. 85 End plate II Order no. 119619-2191 A Plate no.86

Aunclamped = N (4.2 + X) Aclamped = 292.6 mm Aunclamped = 404.4 mm N = number of plates X = plate thickness

20 x combination A/B

T2

Thrust plate

T3

009 145

70

71

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

173

A4

121

15

Description of maintenance work:

173 Input shaft seal check (if possible, in conjunction with Maintenance work WA 121)

Safety measures:

Tools:

Parts:

Material:

Test equipment:

Procedure:

Place:

72

see reverse

Date:

Page: 1

of: 2

If possible, carry out this procedure in conjunction with Maintenance Work 121.

Check input shaft seal for leakages. Catch escaping oil if necessary.

Check oil level regularly and add oil if required.

Replace input shaft seal as soon as possible (see Repair Manual).

007 980

73

MAINTENANCE SYSTEM JOB SHEET Transm. type:

ZF 23560 C / D

Maintenance work no.

Maintenance level

Related maintenance work if possible as per

Time in min.

174

A4

121

15

Description of maintenance work:

174 Output shaft seal check (if possible in conjunction with Maintenance Work 121)

Safety measures:

Tools:

Parts:

Material:

Test equipment:

Procedure:

Place:

74

see reverse

Date:

Page: 1

of: 2

If possible, carry out this procedure in conjunction with maintenance work 121.

Check output shaft seal for leakages. Catch escaping oil if necessary.

Check oil level regularly and add oil if required.

Replace output shaft seal as soon as possible (see Repair Manual).

007 977

75

ZF Marine GmbH D-88038 Friedrichshafen Telefon +49 7541 77- 0 Telefax +49 7541 77- 908 000 www.zf.com

Antriebs- und Fahrwerktechnik