Section

6
6

HOW IT WORKS

TRANSMISSION T 7200 L

9105a, 9115a, 9125a, 9145a,

CS110, CS120, CS130, CS150

CASE STEYR Landmaschinentechnik GmbH Sva 7-95450 EN © 1999 Case Steyr Landmaschinentechnik GmbH
Technische Dokumentation/Training Center Mai, 1999
A - 4300 St. Valentin, Steyrer Straße 32
 Contents

Pages

6.01 GEARBOX – Assembly 3 - 15

6.02 OIL SYSTEM 1 - 15

6.03 MAIN CLUTCH 1 - 19

6.04 GEARBOX – Section 1 - 8

6.05 POWER SHIFT Gearbox – Operation 1 - 36

6.06 Hydr. POWER SHIFT Control Block 1 - 36

6.07 6 Speed SYNCHRONOUS GEARBOX 1 - 23

6.08 REAR AXLE, BRAKES 1 - 24

6.09 POWER TAKE OFF (PTO) Gearbox 1 - 3

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6.01

GEARBOX – Assembly

GENERAL DESCRIPTION

LOCATION OF AGGREGATES

COMPONENT LAYOUT

VIBRATION DAMPER

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General Description
The gearbox is available in three versions, covering a power range of 105 to 150 HP.

T-7224 L → Tractor 9105a CS 110

T-7226 L → Tractor 9115a and 9125a CS 120 and CS 130
T-7228 L → Tractor 9145a CS 150

All gearboxes are fitted with:

∗ 4 stage Power Shift/Reverse Gearbox, hydro-electric gear change with multiple disk clutch.
∗ Fully synchronised 6 speed main gearbox, mechanical gear change.
∗ 24 forward and 24 reverse gears
∗ Additional 16 forward/reverse crawler gears (optional extra)
∗ Forced lubrication in the gearbox by the gearbox hydraulic pump,18 bar (32 cm³, 78 l/min at 2300 rpm engine speed)
∗ Integrated, oil-cooled wet driving clutch – hydro-statically operated, engaged by disk spring and servo-assisted with
booster.
∗ Power shift front wheel drive, integrated into the gearbox
∗ Rear wheel differential with multi-disk lock, hydro-electrically operated.
∗ Wet multi-disc driving and hand brakes.
∗ Final drive with simple planetary gearbox
∗ Two or four-stage power take off (PTO) shaft, with wet PTO shaft clutch, hydro-electrically operated and mechanical
PTO shaft speed change.
∗ Working hydraulics of modular construction with EHR D
∗ There is an opto-acoustic display in the cabin, to indicate gearbox functions, plus an additional indicator lamp on the instrument
panel for forward/reverse pre-selection.
∗ Working hydraulic pump 180 bar (32 cm³, 78 l/min at 2300 engine rpm)
IMPORTANT: The power unit type plate is located beneath the gear shift column. When making inquiries or placing orders, it
is necessary to state the complete aggregate and parts list number as details of the gearbox configuration are
contained in these numbers. Example: Aggregate No. T 7226 L 865
Parts list No. 2093 005 037

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Aggregate layout (power unit module)

1 Vibration damper
2 Power shift gearbox
3 Crawler gear range (optional extra or national standard)
4 Main clutch
5 6 Speed synchronous gearbox
6 Rear axle – Differential
Planetary gear unit
Brakes
7 4-Wheel drive (MFD)
8 4-Wheel drive shaft
9 APL – 4-Wheel Planetary Steering Axle
10 PTO shaft gear unit
11 Rear power take off (PTO) shaft
12 PTO shaft clutch
13 Front PTO shaft (optional extra)

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Power Unit – Type Plate

Type – Type allocation Aggregate No. – Serial No.

T 7226 L 2015

2093 500 037

second last
digit

Parts list
number 9 → 40 km/h version

3
or → 50 km/h version
6

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Component Layout
1 PTO shaft solenoid valve
2 PTO shaft control unit
3 Central rear axle lubrication connection (working hydraulics oil circulation)
4 Working hydraulic pump
5 Suction filter vent hole (M10 x 1)
6 Gear lever, 6-speed main gearbox
7 Speed sensor, working speed – power shift output
8 4-speed power shift control module
9 Forward/reverse shift module
10 Leakage oil return feed line from the booster clutch
11 Pressure line to the booster clutch
12 Clutch master cylinder (booster) → ......
13 Connection to the heat exchanger (M22 x 1.5)
14 Pressure line from the booster to the driving clutch
15 Gearbox oil temperature sensor
16 Measuring point 18 bar (shift pressure not modulated)
17 Solenoid valve for engaging front-wheel drive
18 Suction filter
19 Steering feedback
20 Working hydraulics suction line
21 Rpm sensor, driving speed (6-speed main gearbox drive shaft)
22 PTO shaft
23 PTO shaft gear lever
24 Measuring point for PTO shaft and differential lock 18 bar
25 Steering priority valve → ......
26 Motor speed sensor
27 Gearbox hydraulic pump
28 Gearbox oil pressure switch (18 bar)

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 1 2 3 4 5 26 6 27 7 8 28 9 10

24
23

22

25 21 20 19 18 17 16 15 14 13 12 11

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COMPONENT LAYOUT

1 Brake actuation with bleed point

2 Inhibitor pin for 30 km/h version
3 Driving clutch bleed line
4 Pressure connection, driving clutch from the clutch master cylinder (booster)
5 Connection from the heat exchanger (M26 x 1.5)
6 Leakage oil return line from the clutch master cylinder (booster)
7 Clutch master cylinder (booster) → ......
8 Start inhibitor switch
9 Neutral switch – gearbox control
10 Speed sensor, initial speed / motor speed
11 PTO shaft pressure line / differential lock
12 Central rear axle lubrication connection (working hydraulics oil circulation)
13 PTO shaft control unit with solenoid valve
14 Differential lock control unit with solenoid valve
15 Differential lock pressure measuring point 18 bar
16 PTO shaft
17 Brake booster → ......
18 PTO shaft speed sensor

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 1 2 3 4 5 6
17

18

16

15

14

13

12 11 10 9 8 7

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"Hydrodamp" Vibration Damper System

With the 9100 series, the torsional vibration damper is fitted to the motor flywheel instead of to the driving clutch. It has two damping
systems:
The spring-mass system shifts offsets critical resonance at speeds below the operating speed range.
An individual idling stage (idling damper springs) is matched to customer specific requirements.
The hydraulic damping system reduces the amplitude of vibrations, which occur when passing through resonance (starting and stopping
the engine) or are caused by load impact. When increased vibration amplitudes occur, the highly viscosity stable damping medium is
forced, through precisely defined slits, from one damping chamber to the other, as a result of the relative motion

Main Characteristics of the Hydrodamp System:

– The hydraulic damping fluid is tightly encapsulated. An external supply is therefore not necessary.
– There are no adhesion phases with breakaway and thus no vibration stimulation.
– Damping is proportional to speed, this means that high frequencies or amplitudes lead to greater damping.
– The damping operates free of wear.
Heat build-up is dissipated through the large surface area of the housing.

Important: The secondary part can only move about the primary part by a certain fixed degree.
The Hydrodamp must not be mistaken for a fluid clutch.

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6.02

OIL SYSTEM

P1 OIL SUPPLY HYDRAULIC SCHEME

CAPACITIES – SUPPLY QUANTITIES –
TYPES OF OIL – QUALITY OF OIL
FILTER CONFIGURATION – SERVICE INTERVALS
TOWING PROCEDURES
Hydraulic Scheme P1 (18 bar) and P2 (10 bar) circuits
1 Gear housing (tank)
2 Micro-filter β10 = 15 β30 = 20
3 By-pass valve
4 Coarse filter 200 µm
5 Gear pump V = 32 cm³ Q = 78 l/min at nMotor = 2300 rpm
6 Cold starting valve pmax = 25 bar (safety valve)
7 P1 – connection for external consumer, M10 x 1 thread
8 Power shift control block comprising:
P1 System pressure control 18 bar Channel plate
P2 Pilot pressure control 10 bar Control channels to the power shift clutches A, B, C, D, F, G
Solenoid valves Y21 to Y27 S21 Oil pressure control switch (breaker) switching point p = > 15 bar
Valve housing with hydraulic control sliders B32 Gearbox oil temperature sensor (PTC)
R at 20 °C approx. 1000 Ω , signal voltage approx. 2.5 VDC
R at 45 °C approx. 1150 Ω signal voltage 2.3 VDC
9 By-pass control valve thermo-controlled
Gearbox oil temperature < 55 °C 100 % oil cooler by-pass
Gearbox oil temperature > 70 °C 100 % through the oil cooler
10 Gearbox oil cooler
11 Lube-oil channels to: Power shift gearbox
6-speed synchronous gearbox
Driving clutch (main clutch)
Lube pressure at 80 °C oil temperature 1.2 to 1.5 bar
12 Lube pressure limiting valve pmax = 4 bar
13 Clutch operation master cylinder, circuit 1
14 Booster for clutch operation
Y1 4-wheel drive solenoid valve R = 10,3 Ω ± 10 %
Y5 Rear PTO solenoid valve R = 8,5 Ω ± 10 %
Y10 Differential lock(s) solenoid valve R = 8,5 Ω ± 10 %

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P1 Pressure – Supply (18 bar)

1 Return feed connection – steering

2 Filter bowl
3 Micro-filter (main-stream filter) β10 = 15 β30 = 20
4 Filter – by-pass valve
5 Coarse filter
6 Bleed screw (open during filter change)
7 Suction pipe
8 Gear pump V = 32 cm³ Q = 78 l/min at nMotor = 2300 rpm
9 Pressure pipe
10 Cold starting valve pmax = 25 bar (safety valve for low pressure circuit)
11 Additional connection option for P1 pressure (M10 x 1 thread)
12 Pressure pipe
13 Hydraulic power shift control unit with P1 (18 bar) – and P2 (10 bar) pressure control
14 Hydr. control valve for forward and reverse driving
15 Oil feed run for gearbox lubrication – through the gearbox oil cooler M22 x 1.5 at above 70 °C
16 High pressure suction connection – hydraulic pump

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Component Layout

1 3-way thermo-control valve

2 Oil cooler – short circuit line
3 Oil line to the oil cooler
4 Gearbox oil cooler
5 Oil line from the oil cooler to the power shift gearbox
6 Lube-oil connection M26 x 1.5 and lube pressure limiting valve (max. 4 bar)
7 Clutch booster – bleed line
8 P1 pressure line 18 bar to the booster
9 Slave cylinder, operating circuit Ι
10 Master cylinder, operating circuit ΙΙ
11 Pressure line to the slave cylinder ΙΙ
12 Slave cylinder ΙΙbleed point
13 Lube-oil connection for the rear axle
14 Lube pressure limiting valve (3 bar)
15 Return feed plate – hydraulics
16 Rear power take off (PTO) shaft
17 Pressure oil feed line P1 = 18 bar to Y5 and Y10
18 Lube-oil feed line to the PTO clutch and PTO gearbox
19 Pressure line from the PTO shaft control unit to the PTO clutch
20 Oil level viewing glass
21 Input shaft

S17 Neutral switch (motor start) colour green

S19 Neutral switch (gearbox electronics) colour red
S21 P1 oil pressure switch (closed at p = < 15 bar)
B12 Motor speed or power shift input speed Hall sensor
B7 PTO shaft speed Hall sensor

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Gearbox oil cooling – circuit

1 3-way thermo-control valve

2 Short circuit line to the gearbox lubrication (path 2)
3 Oil line to the oil cooler (path 3)
4 The oil cooler is located behind the radiator grill
5 Line from the oil cooler to the gearbox lubrication
6 Lube-oil distribution
7 Lube pressure limiting valve pmax = 4 bar

Function:

– The total leakage losses in the power shift gearbox at an operating (oil) temperature of approx. 80 °C are nominally 5 - 6 l/min,
max. 10 l/min (provided that the mechanical condition is good).
– The remaining oil (QPump minus Qleakage losses) leaves the P1 control valve in the power shift control block in the direction of the 3-way
thermo-control valve.
– The thermo-control valve divides the oil flow as follows:
at a gearbox oil temperature of
a < 55 °C the total oil flow is fed through line 2.
b 55 °C to 70 °C an increasing amount of oil flows through the oil cooler as the temperature increases.
c > 70 °C the total oil flow is fed through the oil cooler

The lubrication pressure at pos. 6 is 1.2 - 1.5 bar at a gearbox oil temperature of 80 °C (acc. to the manufacturer).

With cold gearbox oil and high engine speed, the lube pressure limiting valve limits the lube pressure to max. 4 bar.

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Oil supply, capacity, type, quality

Common oil supply (excluding planet gearing in the rear axle) for power shift gearbox, 6-speed synchronous gearbox, main clutch and
high pressure hydraulics, including steering.
Capacity 76 l – at normal oil level, lower marking
increased oil level for increased supply – see explanation
Oil supply (for external cylinders)
a at normal oil level, vehicle stationary on level ground max. 32 l
b at normal oil level, vehicle in motion and (or) max. 14° longitudinal or transversal slope max. 20 l
Only when the oil level is filled to the upper marking, is the amount available for supply increased by 8 litres.
Note: For normal operations, only fill to the normal oil level! (lower marking)
Type of oil E, E2 (STOU multi-purpose oil as gearbox oil)
Oil quality GL 4 or MIL-L-2104C/D or -E, or MIL-L-2105
in accordance with the ZF lubricants list TE-ML 06, edition 05.95
See approved oils, page 10

Planet gearing (rear axle)

Capacity 10 l each
Type of oil G2 (G-SAE 90)
Oil quality GL5 or MIL-L-2105 C/D
for further information, see lubricants – Operating Manual

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Approved oils for Gearbox TW 7200, extract from the TF lubricant list TE-ML06, edition 05.95

Manufacturer Product
Agip Petroli SPA Agip Supertractor Universal
Agip Lubrication Technology Autol super – Tractor-Oil Univ.
Baywa AG Baywa Super 2000 CD-MC
German Shell AG Mac Tractor oil Universal TU
Elf Lubricants Tractorelf ST3
Elf Lubricants Antar Agria Super FM
Elf Lubricants Renault Diesel Agrimat oil
Fuchs Mineralölwerke Titan Hydramot 1030 MC
Klöckner Energiehandel GmbH Deutz Oil EHM-Universal 10W30
Klöckner Energiehandel GmbH Deutz Tractor Oil 1030 HC
Mobil Oil Mobil Agri Super
Shell International Shell Harvella T
Shell International Shell Harvella TX
Veba Oel AG Logenta Schlepper-Universal Oil

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Oil and Filter change intervals

Gearbox (change both oil and the two filters cartridges at the same time)
initial change after 500 operating hours
second change: after 1000 operating hours
all subsequent changes: each after 1000 operating hours or at least once a year, check and top-up – see maintenance schedule.

Rear axle planetary gearing

initial change after 50 operating hours

second change: after 500 operating hours
third change: after 1000 operating hours
all subsequent changes: every 1000 operating hours or at least 1 x per year, check and top-up – see maintenance schedule.

To Figure – Oil filter and oil level viewing glass

1 Oil drainage plugs (3 off) – open all to change oil

2 Filler plug
3 Oil level viewing glass a Normal oil level
b increased oil level for increased external consumer supply
4 Gearbox bleed point
5 Hydraulic micro-filter
6 Gearbox micro-filter

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Maintenance and Inspection Schedule

Operating 50 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000
hours
GEARBOX, HYDRAULIC SYSTEM
Check gearbox oil level, if necessary X X X X X X X X X X X X
top up (viewing glass)
Gearbox oil change (at least 1 x per year) X X X X X
Gearbox: replace both filter cartridges X X X X X

REAR AXLE PLANETARY GEARING

Rear axle planetary gearing (left and right) X X X X X X X X X X X
Check the oil level
Rear axle planetary gearing (left and right) X X X X X X
Oil change

FRONT AXLE
Check oil level (centre section) X X X X
Drive oil change (centre section) X X X X X
Planetary gearing oil change (left and right) X X X X X X X X X
Check wheel bearing play X X X X X X X X

POWER ASSISTED STEERING

Common Oil supply for transmission and
hydraulic systems

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Maintenance and Inspection Schedule

Operating 50 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000
hours
BRAKES
Check brake system function X X X X X X X X X X
(see inspection booklet)
Change brake fluid (at least every 2 years) X X
Check compressed air system sealing X X X X X X X X X X
(pressure gauge)
GENERAL INFORMATION
Check for operational safety and X X To be checked by the vehicle owner
roadworthiness, repair as necessary
Check tighten all accessible securing X X X X X X X X X X
screws/bolts and flange connections
Check tighten connections for fuel, cooling,
water, intake, exhaust, hydraulic, steering and X X X X X X X X X X
brake lines
Check the function of all control elements X X X X X X X X X X
Lubricate all pressure lubrication points X X every 50 hours of operation or weekly
Check all control levers for freedom and ease X X
of movement
Check tighten wheel nuts X X X X X X X X X X
Electrical system functional check, battery X X X X X X X X X X
acid level
1. Mandatory check at 50 operating hours
2. Mandatory check at 250 operating hours
Minor inspection every 500 operating hours
(at least 1 x per year)
Major inspection every 1000 operating hours
(at least every 2 years)

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Towing procedure

The following lever positions are an absolute must:

– Crawler gear lever to the "Normal" position

– 6-speed main gear lever to the "Neutral" position

Towing when the engine is running:

Gearbox system pressure 18 bar must be available, (gearbox oil pressure warning lamp on the instrument panel is OFF) working
hydraulic pump must be in operation (otherwise there is no rear axle lubrication).

Engine speed: 1200 - 1300 rpm

Towing speed: max. 30 km/h
Towing time: max. 2 hours

Towing when the engine is at a standstill:

Towing speed: max. 10 km/h

Towing time: max. 2 hours

Non-observance can lead to damage being caused to the gearbox!!

The gearbox oil level is 55 mm below the main gearbox shaft.No splash lubrication takes place.

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6.03

MAIN CLUTCH
(DRIVING CLUTCH)

LAYOUT – DESIGN
DESIGN CHARACTERISTICS
LUBRICATION
OPERATION – first version
OPERATION – second version
FUNCTION – disengaging
FUNCTION – engaging
CLUTCH BOOSTER
WET DRIVING CLUTCH (main clutch)

Position: The driving clutch is located after the power shift gearbox and after the crawler gear shift (optional extra), at the
input to the 6-speed synchronised gearbox.
This greatly reduces the masses, which need to be accelerated or decelerated when shifting gear in the 6-speed
gearbox.

Version: Wet multiple disk clutch, 8 lining disks, 7 steel disks. Disk spring operated, is hydro-statically disengaged with
servo assistance (booster).

Adjustment (lining wear compensation): automatic

Special design features:

The steel disks are pressed to a sinusoidal shape. This prevents the disks from "clinging" to the oil film when
disengaging and guarantees, together with the special disk spring configuration (third, smaller
only takes effect during the first phase when engaging) a gentle, smooth engagement.

Lubrication: The clutch is not immersed in an oil bath. Lubrication pressure is supplied from within. The axial position of the
pressure piece controls the flow of oil. The cooling and lubrication oil is applied to the disks, from the centre, by
means of centrifugal force. Holes in the disk carrier and in the clutch bell housing allow sufficient oil to flow.
Grooves pressed into the clutch lining allow the entry of oil even when the clutch is engaged.
– The adequate cooling and lubrication during the engagement phase (dissipation of heat caused by friction)
guarantees a long life if operated correctly.
– In a disengaged condition, the oil feed is almost totally cut of by shifting the pressure ring.
This guarantees that the clutch fully disengages.
Permissible wear: The grooves in the clutch lining must remain visible.

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Operation – Driving Clutch
Version, booster bottom right-hand side → ...
upper transverse ... →

Components:

1 Master cylinder, circuit 1 S46 Push rod switch (enable – reversing)

2 Expansion chamber B17 Angle of rotation sensor (enable – reversing)
3 Control line to the slave cylinder, circuit 1
4 Slave cylinder
5 Bleeding point, master cylinder, circuit 1
6 Bleeding point, slave cylinder, circuit 1
7 Master cylinder, circuit 2
8 Control line to the slave cylinder, circuit 2
9 Slave cylinder, circuit 2
10 Bleeding point, master cylinder, circuit 2
11 Bleeding point, slave cylinder, circuit 2
12 Driving clutch (main clutch)
13 Booster
14 P1 line (18 bar) to the booster
15 Bleeding point, booster (permanent)

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Function

– The driving clutch is hydro-statically disengaged (assisted by the booster when the engine is running).
– The booster circuit is connected to circuit P1 (gearbox oil).
– Circuits Ιand ΙΙare factory filled with mineral brake fluid.

Note: Only top up the expansion chamber (2) with LHM (green in colour).
SLAVE CYLINDER 2 adjusts automatically.

Bleeding sequence:
Bleed circuit Ιby first opening bleed screw (5) and then bleed screw (6) with the engine at a standstill.
Bleed circuit ΙΙby first opening bleed screw (10) and then bleed screw (11), when doing so, pinch off line (15) and
run the engine at 1200 RPM. Do not operate the pedal.

Attention: The booster circuit is bled automatically when the engine is running.

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Driving clutch (main clutch)
Components:

1 Clutch shaft 15 Axial roller bearing

2 Pressure plate 16 Pressure spring
3 Disk carrier 17 Piston
4 Pressure piece 18 Pressure channel
5 End plate 19 Needle bearing
6 Packing ring – available from 2.6 mm to 5.3 mm 20 Axial roller bearing
/ in steps of 0.5 mm 21 Thrust washer
7 Outer disks – with lining, 8 off 22 Needle bearing 2 off
8 Inner disks – steel, sinusoidal, 7 off 23 Packing ring for axial play
9 Clutch bell housing 24 Slave cylinder, circuit ΙΙ
10 Circlip 25 ‘O’rings 2 off
11 Spacer rings 2 off 26 Lube-oil channel
12 Main disk springs 2 off 27 Lubrication hole
13 Auxiliary disk spring
14.1 Piston cup ∅ differing
14.2 Piston cup

Note: All types of tractor have the same number of disks in the driving clutch.

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Note:

– When fitting new parts, the width of the packing ring (6) must be determined by measurement (seeWorkshop Manual).
– When replacing the clutch shaft (1) or adjacent, size relevant parts, the packing ring (23) must be determined by measurement
(see Workshop Manual). Clutch shaft axial play 0.2 + 0.1 mm.

Fitting instructions: New lining disks must be soaked in gearbox oil for a period of time prior to fitting.

Important: If in an exceptional case, the driving clutch is subjected to extreme loading several times in succession, cooling down
periods must be allowed for.

How: Gearshift to the neutral position

Engage the clutch (otherwise no cooling oil feed)
Increased engine speed

Note: In the course of a clutch repair, the disengager piston sealing gaiters and the ‘O’rings for the oil feed to the disengager
piston must be renewed and the surface of the piston and its freedom of movement must be checked.
Bleed the secondary clutch operating circuit.

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Driving clutch (main clutch)

a Clutch disengaged

– Hydraulic pressure from clutch operating circuit ΙΙmoves the piston in the clutch’s slave cylinder.
– This movement is transferred to the rotating pressure piece via the axial roller bearing, which presses the pressure plate against the
disk springs.
In doing so, the auxiliary spring is also tensioned.
– The clutch disks are now free. The torque transfer is interrupted.
– The sinusoidal shape of the steel disks assists the clutch in disengaging.
– The lube-oil feed to the disks is interrupted due to the pressure piece being moved on the clutch shaft.

b Clutch engaged

– As can be seen in the Illustration part a, in the disengaged state, both main spring disks are flattened and do not have their full
spring force in this condition.
– Engaging the clutch is therefore supported by the auxiliary disk spring. During the course of engagement, the main disk springs
become increasingly effective. The auxiliary disk spring, is on the other hand, released (see Illustration part b).
– The lube-oil feed is also reinstated during engagement – to lubricate and cool the disks.
(dissipation of heat caused by friction during engagement.)
– The helical spring causes the parts involved in disengagement to be advanced, this compensates for lining wear (clutch adjustment
is thus rendered superfluous).

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Clutch booster – components
1 Booster housing
2 Booster piston
3 Retractor spring
4 Piston cup
5 Control slide
6 Slide spring
7 Inlet hole
8 Drain hole
9 Slave cylinder, circuit Ι
10 Piston – slave cylinder
11 Stop
12 Piston cup
13 Master cylinder, circuit Π
14 ‘O’ring
15 Piston cup
16 Filler disk
17 Filling hole
18 Pressure connection (from master cylinder, circuit Ι)
19 Bleeding point
20 Pressure connection to slave cylinder, circuit Π
21 P1 18 bar supply
22 Booster bleeding (automatic)
23 Bleeding point, slave cylinder, circuit Π

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Clutch booster

Construction and function

– The slave cylinder from circuit Ιis also integrated into booster housing 1. The master cylinder from circuit ΙΙis flanged on opposite.
– The left-hand end of booster piston 2 is shaped to form the piston for the master cylinderΠ. It is returned to its original position by
means of the spring (3).
– Control slide 5 is located in booster cylinder 2 and can be shifted axially. This is kept permanently at its limit, with respect to the slave
cylinder 9, by the slide spring 6.
– The control slide 5 controls the in or outflow of pressure oil from circuit P1 for booster piston 2 by means of its control edges, together
with the control holes 7 and 8.
– The booster is bled automatically through bleed connection 22, when the engine is running.

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Initial position

– Booster piston 2, the slave cylinder 10 piston and control slide 5 are all at their right-hand limits.
– The P1 pressure of 18 bar is present at the piston cup 4 and across the control hole 7 in control slide 5.
– Any leakage oil occurring can return to the gearbox oil via hole 8 and connection 22.
– Connections 18 and 20 are pressure free.

Clutch pedal depressed – disengaging

– Slave cylinder piston 10 is controlled by circuit Ιmaster cylinder (pedal) and moves the control slide (5) to the left. The control edge
allows the inflow of pressure oil through hole 7. P1 pressure takes effect on the ring area of the booster piston and moves this to the
left until hole 7 is covered once again.
– The master cylinder 13 displaces mineral medium to the slave cylinder Π directly at the driving clutch. This will be released.

Clutch pedal released – engaging

– Pistons 2 and 10 and control slide 5 return to their original positions. Pressure oil is released from the ring area to the right of booster
piston 2 through hole 7 If circuit Π needs replenishing with hydraulic fluid, this can be sucked in through hole 17 and the slightly raised
filler disk 16.

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Service and maintenance work

Check for leaks and correct function in accordance with the customer service book or operating instructions.
Replace the mineral fluid LHM (green in colour) every 2000 operating hours or every 2 years at the latest.

Bleeding

Bleed circuit Ιusing the bleeding device or by pumping the pedal. (bleed nipples on the master and slave cylinders, only top up using
green coloured LHM).
Bleed circuit Π without pumping the pedal, squeeze the booster bleed hose instead. Allow the engine to run at 1300 RPM and bleed
circuit Π at the bleed nipples on the circuit Π master and slave cylinders (in doing so, Pentosin LHM will be replaced by gearbox oil).
Upon completion, check for correct function.
Must be completely disengaged at a min. of 75 % pedal travel.

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6.04

GEARBOX – SECTIONAL DRAWING

LUBRICATION
SUPER CRAWLER GEAR
4-WHEEL DRIVE (MFD)
DIFFERENTIAL LOCK
POWER TAKE-OFF (PTO)
Gearbox lubrication

– All shafts in the power shift and synchronous gearboxes (with the exception of shaft 8) are pressure lubricated when the engine is
running (force fed lubrication).
– As well as all idler wheels, clutch disk and drive gearing bearing points.
– The main clutch is provided with additional cooling oil during engagement, to dissipate heat caused by friction.
Pressure oil feed
– From the power-shift gearbox bearing cover into drive shaft 1.
– From the power-shift bearing cover, through a lubrication pipe into countershaft 6, clutch shaft 5 and drive shaft 2.
– From the power-shift gearbox front housing into intermediate shaft 3, through the double gearwheel (crawler gear) or connection
pipe 11 (without crawler gear) into the main shaft 7 (bevel pinion).
– Shaft 8 runs in an oil bath. The lube-oil is fed to the parts to be lubricated by centrifugal force.
Lubrication pressure at an oil temperature of 80 °C at the gearbox inlet 1.2 - 1.5 bar, max 4 bar with colder oil.

GEARBOX – LONGITUDINAL CROSS SECTION – design

1 Drive shaft – with the power-shift clutches A and C

2 Drive shaft – with the power-shift clutches B and D Power-shift gearbox
3 Intermediate shaft – with the power-shift clutches F and G
4 Primary shaft
5 Clutch shaft (main clutch)
6 Countershaft
7 Main shaft (bevel pinion)
8 4-wheel drive shaft
9 Intermediate shaft to the hydro-pump drive
10 Intermediate shaft to the PTO shaft clutch
11 Crawler gear countershaft (double gearwheel)

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Super crawler gear – see gearbox sectional drawing, page 2

– Versions fitted with a super crawler gear have a further 16 forward and reverse gear speeds available, for work requiring extremely
slow driving speeds.
– The following speeds are achieved at nominal engine speed:
Crawler gear engaged, 1st gear in the 6-speed gearbox and 1st power-shift stage v = 0.3 km/h
Crawler gear engaged, 4th gear in the 6-speed gearbox and 4th power-shift stage v = 2.6 km/h

Note: When the crawler gear is engaged, 5th and 6th gears in the synchronous gearbox are blocked by a pin between the shift
shafts.

– The crawler gear is fitted between the power shift gearbox and the main clutch. Shifting is synchronised and has 2 positions.
N = normal (forward)
Direct transmission from power shift drive shaft 2 to the main clutch.
SCG = Shift position Super Crawler Gear
The power train is from the power shift drive shaft 2 to crawler gear countershaft 11. From there to a gearwheel, which, in the
SCG shift position, transmits power to the main clutch.
The speed is reduced twice.

Attention: The power unit must not be subject to full load conditions with the gearshift in the SCG position!

Configuration in the gearbox

The gearshift N - SCG is located after the power shift gearbox but
before the main clutch and thus
ahead of the 6-speed synchronised gearbox
See gearbox sectional illustration, page 2.

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4-wheel drive – see gearbox sectional illustration, page 2

General information
The 4-wheel drive is a multiple disk clutch.
It is engaged by means of a disk spring and electro-hydraulically disengaged.
The 4-wheel drive is situated under the main clutch and runs in an oil bath. It is encapsulated to prevent oil frothing.
Transmission is made via a helical spur gearwheel pair from the front-end of the gearbox main shaft (bevel pinion).
There is only one ratio per tractor type. This can differ between 40 km/h and 50 km/h versions
(see overview pages – Differences in Ratio).
The 4-wheel drive shaft is borne by a cylindrical roller bearing at the rear and a grooved ball bearing at the front (version C 3).
Pressure Oil Feed:
From the pressure oil channel in the gearbox housing, through two square profile rings in the 4-wheel drive shaft. The 18 bar
control pressure gains access to the piston and cylinder through two further square profile rings.
Clutch Slip Torque: 1700 - 2100 Nm

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Differential lock – rear axle

Assembly

– Multi-disk lock with 100% locking value, electro-hydraulically controlled.

– The outer disks engage into the profile in a master gear, the inner disks can not turn with respect to the axle bevel gear.
– The disk piston carries 2 quad-rings as seals and a choke hole for quick disengagement of the lock when switched OFF.
– The differential housing cover is in the form of a cylinder.
Control:
P1 pressure (18 bar) is fed from solenoid valve Y10 via a pressure line to the differential bearing adjusting screw, which is sealed off
from the rear axle housing by 2 ‘O’rings (see Illustration on page 6).
– The adjusting screw has two metal square profile rings on a stepped extension (hidden in the illustration). This effects sealing to the
rotating differential housing.
– The piston has a pressure of 18 bar applied to it through a hole.
This compresses the disk package.

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PTO shaft assembly

The standard version comprises a multi-disk clutch, which is switched by means of an electro-hydraulically operated control device. 4
different speeds can be selected 540 - 750 - 1000 - 1400 rpm.
These gears are shifted mechanically by a dog-clutch engagement, whereby one lever is for 540 – Neutral – 1000 and the second lever
shifts these speeds to fast – Economy 750 - 1400 rpm.
The standard PTO shaft stub is fitted with a 6-spline Ø 13/8 inch profile
Further options:
21 spline involute profile Ø 1 3/8 inch
or
20 spline involute profile Ø 1 ¾ inch
Attention: The maximum permissible power output for the 6-spline profile at 540 rpm is 58 kW (80 HP)
Note: Only operate the PTO shaft shift lever with the PTO shaft clutch disengaged

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6.05

GEAR BOX – POWER FLOW

POWER SHIFT GEAR BOX – CONTROL

ARRANGEMENT – 3 SHAFTS
DIFFERENCES IN RATIO
OPERATION and ACTIVATION for
DRIVING, 4-WD, DIFFERENTIAL LOCK(S), PTO SHAFT
Power-shift gearbox
General information
The 4 stage power-shift unit including F/R is in exploded construction form, carried out according to the so-called 3 shaft principle.
The advantages of this construction are higher degree of efficiency, stable and compact design.
1 Drive shaft – with the power-shift clutches A and C
2 Drive shaft – with the power-shift clutches B and D
3 Intermediate shaft – with the power-shift clutches F and G

Basic function
The engine torque is fed to the power-shift unit drive shaft via the vibration absorber and the input shaft.
In the case of forwards motion, only the drive shaft and output shaft (1 and 2) and their power-shift clutches are involved in torque gear
box. The intermediate shaft (3) runs torque-free.
To reverse, the power flow is effected via the intermediate shaft (3) before it reaches the rear axle, via the drive shaft (2), crawler gear
group (optional equipment) main clutch and the 6-speed synchronous gearbox.

2 power-shift clutches must always be engaged, in order to transfer torque to the drive shaft!

The power-shift is in neutral after starting the engine and only clutch C is engaged. Furthermore, the FORWARDS direction was given
priority in the A88 electronics box (green "forwards" arrow flashing on the display), even if the engine was switched OFF after reversing.
The power-shift clutch is engaged by a P1 pressure of 18 bar (modulated pressure build-up).
The pressure oil feed to the rotating shafts or clutches is sealed by metallic square-profile rings.
The bearings and disk package are pressure lubricated with cooled oil.
A short intermediate shaft transfers the driving torque from the drive shaft to the hydraulic pump (P1 and high-pressure).
A profile in the hydraulic pump drive gear wheel transfers the driving torque to the rear PTO shaft clutch via a further intermediate shaft.
The disengaging power-shift clutch cylinders are emptied by the drain valves integrated into the pistons.

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Gear box section – Power flow Forwards – Power-shift stage 1 - 6th gear, crawler gear shift in N position

– The engine torque is transferred to input shaft 4 via the vibration absorber with zero-loss. This is connected to drive shaft 1 via a
profile, which can not turn in respect to it.
– Drive shaft 1 drives the left-hand gear wheel via the profile, which at the same time serves as disk carrier for the internal disks of
clutch C.
– Clutch C is closed (engaged). Its external disks grip into the piston carrier which transfers the torque on to the external disk of clutch
A.
– Clutch A is also engaged. Its internal disks reach into the disk carrier, which represents a mutual component with the l gear wheel to
the right.
– The gear wheel meshes into the mating gear which is securely seated on drive shaft 2 to prevent it turning with respect to this.
– The sliding sleeve on the crawler gear shift is moved to the left, to the N position. A direct drive transfer occurs and drive shaft 2 drives
the main clutch (driving clutch) via the gear shift parts of the clutch housing.
– The main clutch is engaged through the force of the belleville springs.
– Clutch shaft 5 is driven by the disk carrier, it is fitted in intermediate shaft 6 over a profile to prevent it turning with respect to this.
– The 6th gear is engaged. The synchro-member fitted against turning with intermediate shaft 6, drives the 6th gear via the loose wheel
sliding sleeve. This meshes with the double gear wheel, which is fitted onto main shaft 7 so that it cannot turn with respect to it.
– The driving torque is transferred from the pinion to the rear axle.
4-wheel drive
– A drive gear is mounted at the front end of main shaft 7 to prevent turning. It drives the mating gear on the 4-wheel drive clutch.
This is engaged through the force of the belleville springs and drives the front axle via 4-wheel shaft 8 and the universal drive shaft.

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Power-shift gear box power flow Forwards – stages 1 - 4
General information
P1 pressure (18 bar) is applied to clutch C when the engine is started, it is engaged. There is no drive and the drive shaft is stationary,
as no further action occurs without operating the driving clutch.
The power-shift gearbox is in neutral (at the same time, an N is shown on the display).

Stage I
Clutch C and A on the drive shaft are engaged.
After clutch A, a tooth meshing occurs up to the output shaft.
Ratio 1 : 0.6 and reversal of rotation.

Stage II
Clutches A and D are engaged
Power flow from the drive shaft via the first meshing to clutch D. Tooth meshing from its piston carrier to the piston carrier for clutch A.
Then to the drive shaft via a third meshing.
Ratio 1 : 0,8 and reversal of rotation.
Stage III
Clutches C and B are engaged
Power flow from the drive shaft via clutch C. Meshing to clutch B piston carrier.
Further via the drive shaft.
1 tooth meshing to the output drive shaft.
Ratio 1 : 1 and reversal of rotation.

Stage IV
Clutches D and B are engaged
Power flow from the drive shaft via meshing to clutch D piston carrier. From clutch B to the output drive shaft.
1 tooth meshing to the output drive shaft and reversal of rotation
Ratio 1 : 1.2 and reversal of rotation

Note: In the case of forward travel, no power flow occurs via the intermediate shaft

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Power-shift gear box power flow Reverse – stages 1 - 4
Stage I
Clutches C and F are engaged.
Power flow from the drive shaft via clutch C piston carrier to clutch F piston carrier of (one tooth meshing). One tooth meshing from
clutch F to the output drive shaft.
Ratio 1 : 0.6
2 meshings – between the input and output drive shafts – no reversal of rotation .

Stage II
Clutches D and F are engaged.
Power flow from the drive shaft via tooth meshing to clutch D piston carrier. From there, tooth meshing to clutch C and clutch A piston
carriers, but neither of the clutches are engaged. From there, tooth meshing to clutch F piston carrier. Further via tooth meshing to the
output drive shaft.
Ratio 1 : 0.8 – no reversal of rotation.
4 meshings

Stage III
Clutches C and G are engaged.
Power flow from the drive shaft via clutch C and its piston carrier to meshing with the piston carrier from clutch G. Via the clutch to the
intermediate shaft. From there to the output drive shaft via meshing.
Ratio 1 : 1 – no reversal of rotation.
2 meshings

Stage IV
Clutches D and G are engaged.
Power flow from the drive shaft to clutch D via meshing. Meshing occurs from its piston carrier to the piston carriers of clutches C and A.
Clutches C and A are not engaged. From here, tooth meshing onto the piston carrier of clutch G. Via clutch G to the intermediate shaft.
Further with meshing onto the output drive shaft.
Ratio 1 : 1.2 – no reversal of rotation
4 meshings

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Ratio differences in the drive unit according to type

STEYR and CASE 9105 / CS 110 9115 / CS 120 9125 / CS 130 9145 / CS 150
40 km/h T7224L T7226L T7226L T7228L

Power-shift gearbox
incl. F / R

No. of lining disks 7 8 9

PS clutch

Super crawler gear

6 speed gearbox 6th gear i = 1 : 2,07

MD i = 5.25 : 1
Pinion / spur bevel gear

MD
Planetary gear unit i = 8.25 : 1 i = 9.56 : 1

4-wheel drive i=2:1 i = 2.06 :1 i = 2.41 : 1

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Ratio differences in the drive unit according to type

STEYR and CASE 9105 / CS 110 9115 / CS 120 9125 / CS 130 9145 / CS 150
50 km/h T7224L T7226L T7226L T7228L

Power-shift gearbox
incl. F / R

No. of PS clutch lining 7 8 9

disks

Super crawler gear

6 speed gearbox 6th gear i = 1 : 2,19

MD i = 5.25 : 1 i = 4.82 : 1
Pinion / spur bevel gear

MD i = 8.25 : 1 i = 9.56 : 1
Planetary gear unit

4-wheel drive i=2:1 i = 2.06 :1 i = 2.2 : 1

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Control of the 4-speed power-shift and reversing gearbox

The 4 power-shift gearbox speeds and F/R are electro-hydraulically shifted via the Multicontroller. Its own electronics system is
responsible for the implementation of the required shift and reverse sequences.
According to the driving situation, the electronics system also has the task of building up the pressure in the gear shift clutch in such a
way that gear shifting is always smooth.

FIELD CHARACTERISTIC CURVE: Extremely quick gear shifts are realised for field operation (heavy pulling work under 15 km/h)
via the field characteristic curve, which means that no pulling power interruptions and speed
reductions can arise.

ROAD CHARACTERISTIC CURVE: Smooth gear shifts are realised for transportation work (over 15 km/h) via the road
characteristic curve, so that jerky gear shifting is prevented.

The electronics system selects the correct shift time dependant on the oil temperature and driving speed.
Reversing is possible up to a max. travel speed of 10 km/h. If, at a higher travel speed, the opposite direction should be preselected and
triggered by pressing the clutch pedal, the electronic system automatically switches the gearbox to neutral for safety reasons, at the
same time a warning peep is emitted and Neutral is shown on the display. The electronics system is provided with a self diagnosis facility
and can display an error code in the case of a fault.
The electronics system is also able to monitor the rotational speed variations between power-shift input and output in each stage. The
correct transmission of stages 1 to 4 is stored in the software. If a deviating speed variation now occurs, this is a sign that the clutch is
slipping. Solenoid valves Y21 / Y22 and Y26 / Y27 are now toggled. That means that the solenoid valves which are ON, are switched
OFF and those which are switched OFF are switched ON for a period of 100 ms. If the clutch still slips, the relevant valve Y21 or Y22 is
switched OFF, the power-shift is blocked and an error code is shown. The same applies for Forward / Reverse Y26 / Y27, except that
switching these valves OFF leads to a "Neutral" setting. A fault is also indicated.

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Tape end programming: Codes for gearbox variants

Type Type Veh. No. Imp./rev.• Electronic Software Veh. vmax Gearbox
CS Steyr ndrive nON/nOFF Control Configuration km/h variants
T-7224 L
110 HP 105 HP
T-7226 L
120 HP 115 HP 46/53 40 04
T-7226 L
130 HP 125 HP
T-7228 L 46/43 02
150 HP 145 HP 31 F2
T-7224 L 02
110 HP 105 HP
T-7226 L 46/53 50 04
120 HP 115 HP
T-7226 L
130 HP 125 HP
T-7228 L 46/43 02
150 HP 145 HP

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DRIVING – Operating and control elements

MC Multi-Controller Pre-select direction of travel and select power-shift level

and
Gear shift lever engage gear with the lever
N-SKG gear shift lever Pre-select position N or SKG
Clutch pedal disengage and engage (main clutch)
S46 push-rod switch enables the power-shift clutch to be engaged
B17 angle of rotation sensor
S19 checks whether in gear or not
B32 influences pressure modulation during power shift
B12 speed sensor feeds speed signals – power-shift input on power-shift box A88
B5 speed sensor feeds speed signals – power-shift output on power-shift box A88
Attention: Use spacer block s = 2.5 mm when assembling sensor B5 for the following versions, otherwise it will be destroyed
by the transmitter wheel (gear wheel)
T7228L Types 9145 and CS150, 40 km/h and 50 km/h version
T7224L Types 9105 and CS110, 50 km/h version
B6 speed sensor feeds speed signal – speed of travel
1 hydr. power-shift control unit Y21 - Y27 triggered by A88
Y21 - Y27 control hydraulic valves
hydraulic valves (sliders) control the power-shift clutches

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MULTICONTROLLER "Driving" operating elements

General information

A 3-way function is mounted on the Multi-controller gear lever, in order to initiate drive commands in the drive unit.

a) Handle Operation of the gear lever, in order to select gears 1 - 6 (1 - 4 with crawler gear switched
ON) in the synchronous gearbox, when the clutch pedal is operated
b) Pre-select direction of travel is actived when the clutch pedal is operated
c) Select the power-shift levels shift up (1 - 4) or down. The power-shift commands are immediately effective.

Note: a) Place your hand against the handle to shift the gears
b) Put the gear lever in neutral to start the engine.

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4-wheel drive (MFD) – Operation
4-wheel drive switched OFF

– Switch S2/59 in position 0 = OFF

– Solenoid valve Y1 is charged.
– P1 (18 bar) forces piston 4 against belleville spring 8 until it engages (s = 2.0 ± 0.3 mm).
– The disks are released, the power flow is interrupted. The gear wheel is borne on shaft 1. It can now turn freely against the shaft.
Lubrication: Shaft 1 is below the gearbox oil level. Oil is fed by centrifugal force.
– Stationary metal encapsulation 10 prevents oil frothing.
– 2 metal square profile rings are used as the gearbox housing pressure oil seal to shaft 1 and from shaft 1 to cylinder 2
(in gear wheel F).
Note: Position the open side of the piston ring towards cylinder 2 when assembling.
Optistop: The 4-wheel drive is automatically switched ON by operating both brake pedals.

4-wheel switched ON

1 Switch S2/59 in position I = "permanently on"

2 Switch S2/59 in Auto position = management
2a v = < 14 km/h
2b v = > 14 km/h simultaneous brake operation (Optistop)
– Solenoid valve Y1 is not charged.
– P1 (18 bar) is blocked by Y1.
– Belleville spring 8 presses the disk package together via piston 4, thrust bolt 5 and adjustment wheel 9.
The 4-wheel clutch is engaged.
The 4-wheel clutch simultaneously serves as an overload protection device
Slip torque = 1700 - 2100 Nm

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Differential lock – rear axle

Control

S2/56 Switch – Operation of differential lock(s)

Y10 Solenoid valve – Differential lock(s)
1 P1 pressure line 18 bar – to Y10 and Y5
2 Control line to the front differential lock
3 Test connection to rear differential lock M14 x 1.5
4 Control line to rear differential lock (inner)
5 Disk differential lock

Switch-on sequence

– P1 pressure (18 bar) is applied to solenoid valve Y10 when the engine is running (Test possibility M10 x 1 on the PTO shaft control
unit).
– For versions with differential lock(s) management, the "lower" function must be selected on the power lift operating panel on the Multi-
controller.
– Select switch S2/56 to the Auto or I (permanent) position.
– Y10 is controlled via relay connection with 12 VDC.
– P1 (18 bar) pressure is applied to the piston in the differential housing. The differential lock disks are engaged.
If the management facility is fitted, the differential lock is automatically switched OFF by 3 functions.
a) Steering brake automatically back ON
b) "Transport" power lift automatically back ON
c) v = > 14 km/h (must be switched on manually for v = < 14 km/h).
Test facility (hydraulic): Item 3 (M14 x 1.5)
Y10 R = 8.5 Ω ± 10 % Ι= approx. 1.5 amp (cold)

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PTO shaft – Operating and control elements
Switch-on sequence

P1 (18 bar) is present as far as Y5 when the engine is running.

540 - 1000
the speed can be pre-selected when S2/70/2 is OFF (touch once):
N - ECO
Oil can Lubricating pressure is always present if the engine is running.
S2/70/2 press at intervals in the "ON" position:
Y5 (hydr. control valve) is pulse-controlled
S2/70/2 hold in the "ON" position for at least 3 sec:
Y5 remains activated
6 Continuous pressure build-up in the control line (modulated by Y5) up to 18 bar
PTO modulated controlled start-up
B7 delivers speed signals from the PTO to the instrument
S2/71 activating the management function

Note: a The generator charging indicator should be out after starting the engine, in order to be able to switch the PTO ON.
b In addition, for versions with PTO management, the power lift must be selected to the "Lower" function on the Multi-
controller.
c The PTO shaft management can only be activated with S2/71, when the PTO has been switched ON with S2/70/2.

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PTO - activation

1 PTO shaft gearbox – mounted from the rear into the rear axle housing
2 PTO flange stub – 3 versions are possible:
Type 1 6 spline Profile ∅ 1 3/8 inch Poff = 58 kW (80 HP) at 540 rpm
Type 2 21 teeth Involute profile ∅ 1 3/8 inch
Type 3 20 teeth Involute profile ∅ 1 3/4 inch
Dry changeover possible, screw tightening torque (M12 - 10.9) 110 Nm
3 Shifting from Normal – ECO
4 Shifting 540 - 1000
5 Pressure lubrication
6 Control line – PTO ON p = 18 bar
7 Control valve – Clutch lubrication
a PTO switched OFF = low quantity of lubricating oil
b PTO switched ON = large quantity of lubricating oil plus cooling and lubrication of the clutch disks
Y5 Solenoid valve for PTO (electronically activated)
Y10 Solenoid valve for differential lock(s)
B7 Speed sensor (passive), PTO speed signal fed to A1 (armature) according to Hall principle
Signal: Square wave signal, 20 pulses per revolution

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Description of PTO shaft control unit

1 The solenoid valve is supplied with 12 VDC for PTO ON.

2 The ball controls the start-up pressure.
3 The compression spring acts upon the ball.
4 The piston is a variable stop for the compression spring.
5 The pin is fitted in the control channel as choke for the piston.
6 The stop screw limits the pin’s travel.

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PTO shaft control unit function

1. PTO shaft OFF

– 0 V at the solenoid (not supplied)
– Connection A is attached to connection T via the solenoid valve control slide.
– Connection P is blocked, a system pressure of 18 bar is applied here when the engine is running.

2. Starting up the PTO

– The solenoid valve is supplied with 12 VDC.
– The control slide in the solenoid valve opens the link from connection P to connection A.
– The system pressure travels from connection P over the tranverse hole to the upper side of the ball, which is opens at approx.
2 bar.
The link to connection T is then opened. Only 2 bar is present in connection A at this time.
– This pressure acts on the underside of the piston, across the defined gap between the hole and pin 5.
– In this way, the piston is driven upwards and pre-tensions the pressure spring in doing so.
– The ball is moved in the direction of its seat and the opening cross-section reduces through the increased pre-tension on the
spring.
– The pressure in connection A increases, due to the continuous reduction in size of the opening’s cross-section.

3. PTO shaft ON
– The ball is pressed into the seat, the link between connections A and T is closed.
– The full system pressure of 18 bar now acts in connection A, and thus in the PTO shaft multiple disk clutch.

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6.06

HYDR. POWER SHIFT CONTROL BLOCK

TASKS, CONSTRUCTION
REMOVING AND FITTING the CONTROL BLOCK
CONTROL OF P1 (18 bar) SYSTEM PRESSURE and
P2 (10 bar) PILOT CONTROL PRESSURE
SHIFT SEQUENCE
PRESSURE MODULATION
POWER-SHIFT TROUBLESHOOTING
Tasks of the hydr. power-shift control

– P1 pressure control (System pressure 18 bar)

– P2 pressure control (Pilot control pressure 10 bar)
– Activation of the hydraulic control elements (slider, piston) through the pilot control - solenoid valve Y21 - 28 for each of the selected
transmission ranges (1-4), forward or reverse
– Activation of the corresponding power-shift clutches
– Pressure modulation for closing clutches
– Pressure build-up corresponding to the control command from electronics box A88, dependant on
a driving speed
b gearbox oil temperature field or road travel mode
c whether shifting up or down
– Closing of more than 2 clutches is prevented
– Emergency driving option for electrical or electronics failures
– Message for fault display and warning via S21 at a system pressure drop of p < 15 bar.

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VH Valve housing
V / RH Forward / reverse housing
S Stop
SP Stop plate
X6 6-pole plug for Y21 - Y25

Components for control pressure regulation

P1 Control valve for P1 system pressure 18 bar

P2 Control valve for pilot control pressure 10 bar

Components for F / R control

Y26 Solenoid valve for forward

Y27 Solenoid valve for reverse
1 F / R control valve activated by Y26 or Y27
2 Reset valves for F / R control slide – neutral position
3 Piston
X3 3-pole plug for Y26 and Y27 (on F / R housing), not visible in the diagram.

Components for shifting stages 1 - 4

Y21 Solenoid valve to activate G1

G1 Gear valve 1 (clutches A / B and F / G)
Y24 Solenoid valve to activate H1 retaining valve 1
Y22 Solenoid valve to activate G2 gear valve 2 (clutches C / D)
Y23 Solenoid valve to activate H2 retaining valve 2

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Pressure modulation components

M Modulation valve
B Bleed valve
R Reset valve

Components for field-road travel mode changeover

Y25 Solenoid valve to activate reversing valve U

R Reversing valve
T Two stages - piston
PR Push rod

Safety shift components

S1 Safety valve 1
S2 Safety valve 2 (in F / R valve housing)
S Shuttle valve (see hydraulics scheme for function) positioned in the channel plate (see workshop manual)

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Hydraulic power-shift control
Connection flange on the power-shift gearbox

A
B
C Pressure channels to power-shift clutches A to G
D
F
G
K Housing hole closed by ball
M8 M8 thread for 40 fastening screws.
Observe the different lengths
Tightening torque 23 Nm
Tightening sequence from right to left
R (T) the remaining holes (differing diameters) enable return to the sump (tank)
Note: Use new seals every time the control unit is fitted.

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Hydraulic power-shift control
Fitting – Arrangement (Sandwich) of the hydr. control block

1 Flange surface on the power-shift gearbox housing (right)

↓
2 Seal
↓
3 Shim
↓
4 Seal
↓
5 Ball and spring -----------------
↓
6 Channel plate
↓ ↓
7 Seal Seal 11
↓ ↓
8 Shim Shim 12
↓ ↓
9 Seal Seal 13
---------------------- SP stop plate
↓ ↓
10 F / R housing Valve housing 14

Note: NEVER replace the original seals with liquid sealing compound.

Consequences: Malfunction due to chokes being blocked and danger of control slides jamming.

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Removing and fitting the hydr. Control block / see workshop manual 8.01 - 8.05
Important notes must be observed

Removal

– When removing the fastening screws, do not lose the special washers and pay attention the differing screw lengths.
– Stop plate SP can fall out when removing the valve housing (see "component arrangement" diagram, page 4).
– Only remove the channel plate together with the shim. Otherwise, the ball and spring of one of thereset valves will fall out.
– When removing the control unit, do not tear the seals in the course of troubleshooting, in order to easily determine leaks (tearsduring
operation).

Fitting

– Check the surface of the connection flanges on the gearbox housing and holes (also thread) for cleanliness.
– Correctly position the centering pins (4) as per the workshop manual (special tool).
– Do not mix up the seals. The grooves and holes in the seals are different in front of and behind the shims.
– Before fitting the channel plate, insert the ball and spring (non-return valve) from the rear side with a minimum amount of oil soluble
grease.
– If removed, fit the speed sensor (power-shift output speed) BEFORE the valve housing, otherwise fitting is no longer possible
– Likewise, check the front side of the channel plate BEFORE assembly, to see whether the component parts of shuttle valve W are
present and fitted in the correct order:
1 Plastic ball
2 Disk – with collar to the outside see workshop manual
3 ‘O’ring
– Choke 2 must also be present and fixed with Loctite 242 (new number 243) (see workshop manual).
Note: When removing or fitting rotational speed sensor B5, the switch housing (rear of valve housing) must be removed if the
valve housing is fitted. Only proceed according to the workshop manual and use centering pins (special tools).
Attention: The force of pressure on the switch housing is from the slider return springs. Sliders and springs could fall out.
Clean the vicinity prior to this.

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Control P1 18 bar – and P2 10 bar

P1 18 bar system pressure for power-shift unit

P2 10 bar pilot control pressure (parallel supply of solenoid valves Y21 - Y27)

Components:
1 Cold start valve Pmax = 25 bar (integrated in pump drive housing)
P1 Governor slide valve, pressure 18 bar
P2 Governor slide valve pressure 10 bar (pilot control pressure)
2 Adjuster wheel for P1 pressure

P1 pressure regulation function

– The pump oil flow enters the control housing from below when the motor is running.
– Pressure reaches the left-hand front surface through a control hole in slide valve 2.
– The force if the return spring is overcome at a pressure of 18 bar and the control slider is moved so far towards the right thatits
control edge opens the cross-section partially.
– The sum of the leakage loss in power-shift section 5 amounts to up to 6 l / min at working temperature.
– The remaining oil flow, i.e. the larger portion of the total flow, now flows out of the control housing and eitherdirectly – or through the
gearbox oil cooler to the gearbox lubrication.

P2 pressure regulation function

– Supplied by P1 pressure, the slider regulates the P2 pilot control pressure of 10 bar. This is applied in parallel to the solenoid valves
Y21 to Y27.

Safety
– The cold start valve opens as soon as P1 pressure achieves 25 bar for the following reasons:
a P1 regulator slider, stiff
b Control hole in P1 regulator slider is blocked
c Gear oil viscosity too high (extremely low temperatures)
d Slider in the lubricaton pressure control valve is stiff (pressure accumulation)
Oil flows directly back into the sump if the cold start valve is open.

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Shift example: Power-shift level 2 – forwards active shift elements

Y26 supplied
1 regulator slider F / R from Y26 with P2 (10 bar) activated by piston 3.
Y21 supplied
G1 gear valve 1 from Y21 activated by P2
Y24 energised for a short period (t < 2 sec)
H1 activated by Y24 with P2 for a short time and is hydraulically reset by S1 and S2 to the "field" mode.
Y22 supplied
G2 gear valve 2 from Y22 activated by P2
Y23 energised for a short period (t < 2 sec)
H2 activated by Y23 with P2 for a short time and hydraulically reset by S1 and S2 in the "field" mode.

Safety circuit

Should Y23 or Y24 (or both) not be switched OFF – depending on whether the fault is in the electric or electronic system – or should the
control slider of one of these valves not return to its starting position due to dirt or any other reason, at least one retaining valve (H1 or
H2) would remain active.
Subsequently, at least one of the power-shift clutches would be under too much pressure. The power-shift gearbox would block itself
and slow down the engine.

In order to prevent this, the retaining valves are reset via S1 and S2 when a modulation pressure of 9 bar (pressure in the
clutches which are engaging) has been achieved in the "field" or "road" mode.

Note: The modulated pressure build-up follows a set characteristic line (see modulation)

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Hydraulic scheme – Power-shift control block

– The shift sequences of the individual levels can be re-enacted in the hydraulic schema.
– The situation which is represented is "neutral" in the power-shift gearbox. (Situation after engine start, only clutch C is closed).
– In the upper left-hand box, you can see
a which gear valve is shifted in which driving stage
b which retaining valve is activated for a short time
c which power-shift clutches are closed and when
d on which measuring points and in which shift stages pressure is applied.

Attention:
Pressure modulation is described in greater detail later on in this chapter.

Legend:
continous red line P1 system pressure 18 bar
broken red line modulated pressure (18 bar after shift sequence)
violet P2 pilot control pressure 10 bar
green lubrication pressure
yellow return (tank)

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Hydraulic power-shift control

Pressure modulation – components

M Modulation valve
M1 Control slide
M2 Cocking slider
B Bleed valve
R Reset valve
T Two stage-piston hydraulically activated by P1 in the "field" mode

PR Push rod
R Reversing valve hydraulically activated by Y25 and with P2 in "road" mode
Y25 Solenoid valve

Note: Control slider M1

Bleeder valve E are in motion during each shift sequence, regardless of the mode
Return slider R

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Power-shift and F / R
Pressure modulation – general

Pressure modulation has the task of controlling one of the constructive, layout-appropriate pressure build-up in each of the power-
shift clutches to be engaged, for each newly initiated shift sequence in the 4 stage power-shift or forwards / reverse shift, triggered by
operating the corresponding button on the Multi-controller.

The pressure gradient is adapted to the current driving conditions through the targeted influence of further control elements arranged
outside the pressure modulation.

The pressure gradient is the pressure increase per unit of time

It should not exceed 10 bar per second

The pressure modulation recongises 2 different modes:

"field" mode – also known as hard shift

Conditions: v = < 15 km/h or (and) the gear oil temperature is < 45 degrees centigrade.
The pressure modulation follows a steeper characteristic line in this shift mode, in this way, pressure builds up in a short period of
time (t = < 1 sec.).

"road" mode – also known as soft shift

Conditions: v = < 15 km/h and the gear oil temperature is < 45 degrees centigrade

PRESSURE MODULATION IS INFLUENCED BY DRIVING SPEED AND

BY THE GEARBOX OIL TEMPERATURE.

Solenoid valve Y25 is activated by the gearbox electronics in order to change from the "field" to the "road" mode.
It always remains energised in the "road" mode.

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PRESSURE MODULATION VALVE
Starting pressure (see pressure diagram)

– The control cross-section is completely open until the starting pressure is achieved. The air play of the clutch(es) is raised quickly and
the disks are applied lightly.
– Pressure modulation is applied after achieving the starting pressure.
– The starting pressure should be 3.5 bar ± 0.2 bar in the "road" mode. The starting pressure is substantially higher in the "field" mode
(approx. 8 - 9 bar).
– Starting pressure is determined by the length of the piston in the 2 stage valve.
– The piston carries the ZF spare part number on its inner face as identification.
– 5 different piston lengths are available.

ZF piston SP-No.: 2093 352 087 fitted in production.

CASE STEYR SP-No.:

Starting pressure too HIGH: Fit shorter piston

ZF SP-No.: 2093 352 086 Starting pressure sinks by 0.3 bar
CASE STEYR SP-No.:
ZF SP-No.: 2093 352 085 Starting pressure sinks by 0,6 bar
CASE STEYR SP-No.:
ZF SP-No.: 2093 352 084 Starting pressure sinks by 0.9 bar
CASE STEYR SP-No.:

Starting pressure too LOW: Fit longer piston

ZF SP-No.: 2093 352 088 Starting pressure increases by 0.3 bar
CASE STEYR SP-No.:
ZF SP-No.: 2093 352 089 Starting pressure increases by 0.6 bar
CASE STEYR SP-No.:

Important: Using a pressure recorder, a pressure characteristic line must be recorded and analysed for both the
"field" and "road" gear shift before another piston is fitted.

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Pressure control ramp "Road" and "field" characteristic curve

– The C2 shutter determines the pressure gradient of the pressure control ramp for the "road" and "field" characteristic curve.
– The pressure gradient is the pressure increase per unit of time during pressure modulation (see diagram).
The permitted value is 10 ± 1 bar / sec.
– The pressure gradient is determined with 2 measuring points which are recorded within a specific time interval.
– 4 C2 shutters with differing hole diameters are available.
– The shutters can be identified by a series of grooves or notches.
If the pressure ramp is too flat, use the next larger C2 shutter.
C2 shutter ∅ SP-No. Designation
Series 0.65 mm ZF 2093 352 070 1 width Groove
CASE STEYR
0.70 mm ZF 2093 352 046 3 Notches
CASE STEYR
0.75 mm ZF 2093 352 047 2 Notches
CASE STEYR
0.80 mm ZF 2093 352 049 1 Notch

Important: Using a pressure recorder, a pressure characteristic line must be recorded and analysed for both the "field" and
"road" gear shift before another piston is fitted.

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Pressure modulation – Starting position

An operating status between two power-shift sequences serves as starting position, in order to better understand the automatic
introduction of pressure modulation.

– An oil pressure of 18 bar is constantly applied on shutter C1.

– Only a small volume flows to the pressurised clutches (compensation for the leakage loss on the square profile rings of the
compressed oil feed to the LS clutches).
– For this reason, no pressure drop worth mentioning arises at shutter C1 and an 18 bar pressure remains on the engaged clutches.
– As a pressure of > 14 bar acts on the return slider, the hydraulic force from the left predominates the mechanical force of the spring.
– The full control pressure has a connection on the return valve and supports the tension force of the tension springs.

The control valve remains to the left at its limit and the control opening is completely open.

– 18 bar pressure also acts on both faces of the bleed valve. The hydraulic forces on it are balanced as a result.
In addition, the spring resistance also has an effect. The position of the slider holds the chamber vent open.
– The tensioning slider remains in the right-hand limit position and holds the piston of the 2 stage valve to the right, against the 18 bar
pressure, via the push rod.

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Pressure modulation – Initiating a power shift

– A corresponding key is pressed on the Multi-controller.

– Subsequently, at least one slider changes a gear valve or a F / R slider (dependant on the shift stage).
– The hydraulic connection is produced between the pressure modulation output and at least one released, depressurised
power-shift clutch.
– A larger volume could flow at the point when the clutch fills up, as the piston in the clutch must first overcome an air play ofapprox.
4 mm before the clutch disks are pressed together.
– The C1 shutter which is arranged in front of the pressure modulation only releases a limited volume of flow.
– As a result, the pressure in the pressure modulation collapses except for a residual value and return valve slider returns to the
left into its starting position. The chamber between the pressure control valve slider is bled.
The pressure modulation is only automatically initiated through this sequences.
– The entire pressure build-up is made up of 3 sections:
a Clutch filling – is ended when the starting pressure is achieved.
b Pressure modulation – more linear, controlled pressure increase between p = starting pressure and p = 14 bar.
c More rapid pressure increase from 14 bar to 18 bar (see pressure diagram).
The starting pressure in the "road" mode should be 3.5 bar ± 0.2 bar (constructive stipulation).
The starting pressure is substantially higher in the "field" mode, between 8 and 9 bar.
– The control slider is positioned to the far left and the control cross section is completely open, until the starting pressure is
achieved.

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Pressure modulation – more linear pressure build-up after achieving the starting pressure

– Starting pressure filling time is achieved after approx. 0.2 sec in the "road" and "field" modes.
– The hydraulic force overcomes the force of the tension springs and moves the control slider to the right. The control cross-
section is substantially reduced.
The pressure characteristic line bends and now runs less steeply.
– Meanwhile, the modulation pressure builds up further linearly. A permanent connection to the front of the slider in thebleed valve is
made through the C2 shutter.
– The ventilation slider is moved against the spring as soon as the modulation pressure is p > 7 bar. The current modulation pressure
acts on the tension slider from the right. This pre-tensions the tension springs to an equilibrium of forces.
– As the increasing modulation pressure now acts on both sliders in the pressure control valve at the same time, the control
cross section is not completely cut off.
– The full engine torque can be transmitted from a pressure of approx. 14 bar in the power-shift clutch.
– The return slider is moved against the spring as soon as p > 14 bar. The modulation pressure supports the expanding force of the
tension springs.
– Both pressure control valve sliders are moved instantly to the outside. The control cross-section is completely open.
– From this moment on, the full system pressure of 18 bar acts on the power-shift clutch which just engaged.
(Look at the kink in the characteristic line again, this time in steep ascent).

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Power-shift and F/R

Pressure modulation – differences in sequences for "road" and "field" modes.

"Road" mode – soft shifting – slower pressure build-up, course of the characteristic curve is flatter.

– Solenoid valve Y25 ("field"– "road" valve) is energised by the gearbox electronic system.
– In this way, the 10 bar pilot control pressure reaches the reverse valve and moves the slider against its spring.
– The 18 bar channel in the reverse valve is cut off and chamber is bled of air.
– The tension springs press the tension sliders and with that, also the push rod and the 2 stage piston to the right.
– The end position of the tension slider is determined by the length of the 2 stage piston.
– In general, the result is a low spring pre-tension between the springs in pressure control valve A.
– The control slider is moved to the right and pressure modulation is applied after achieving p = 3.5 bar (starting pressure in "road"
mode).
– A small control cross-section appears during pressure modulation as the tension springs are less pre-tensioned.
Pressure build-up occurs more slowly.

"Field" mode – hard shifting – more rapid pressure build-up, course of the characteristic curve is steeper.

– Solenoid valve Y25 is not energised.

– The reverse valve steers 18 bar into chamber i.
– The 2 stage piston pushes the tension slider to the left via the push rod.
– Pre-tension on the tension springs is increased. A starting pressure of 8 to 9 bar must be achieved so that the control slider
moves to the right.
– The control cross-section is reduced by less than in "road" mode.
– Pressure increase occurs more quickly, this is why the characteristic line is steeper.
– After modulation pressure has achieved 9 bar, the hydraulic retaining valves are reset after the safety valves have reached a
system pressure of 18 bar. The clutches to be disengaged are instantly relieved of pressure.
– Solenoid retaining valves Y23 and Y24 are switched OFF several tenths of a second later by the gearbox electronics system.

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"Road" mode

Function

– Y25 is energised by gearbox electronic system A88.

– Pressure P2 (10 bar) moves the reverse valve (U) slider against the return spring.
– Pressure P1 (18 bar) is cut off and the chamber to the left of the two-stage piston (Z) can be bled of air.
– The tension springs in the pressure modulation valve move the tension slider, push rod and 2 stage piston to the left.
– Due to the low pre-tension force of the tension springs, the modulation pressure which is building up moves during the next power-
shift (At the same time, pressure in the engaging power-shift clutch) moves the control slider slightly to the left at 3.5 bar (starting
pressure).
– The control slider reduces the control cross-section. A more linear pressure build-up with flatter characteristic curve results.
Note: In the case or the failure of Y25, or for specific faults in the electrics or electronics of the power-shift
control system, the hydraulic control system returns to the ”field”mode.

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Hydraulic power-shift control

Gearshift forward from 3rd to 4th ratio in the "field" mode (curves recorded in the practical example with a printer)

compare
a Increase – pressure build-up in the clutch D
b Stop period for the clutch C
c Total shift time until characteristic line kink
d Starting pressure – pressure at the start of modulation
e Pressure gradient – pressure increase in bar per sec.
with the curve in "road" mode

Conditions for the "field" mode

Driving speed < 15 km/h or
Gearbox oil temperature < 45 °C or
both

Function

– Y25 is NOT energised. The P2 pilot control pressure of 10 bar does not reach the reverse valve slider.
– The reverse valve return spring pushes the slider into the starting position.
– P1 18 bar reaches the left-hand side of the 2 stage piston and moves it to the right, to the limit.
– The tension slider in the modulation valve is also moved to the right via the push rod.
– Due to the larger pre-tension force of the tension springs, the control slider first moves from its starting position at a starting pressure
of approx. 9 bar

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6.06 Training Center St.Valentin 37
6.07

6 SPEED SYNCHRONOUS GEARBOX

DESIGN, FUNCTION
DUOCONE – SYNCHRONISATION
GEAR SHIFT ADJUSTMENT
DIFFERENCES IN RATIO
ADJUSTMENTS in the synchronous and power shift gearboxes
Bevel pinion ADJUSTMENT – Differential master gear
6-speed synchronous gearbox

Assembly

– The synchronous gearbox is designed in the traditional two-shafted way (countershaft and main shaft)
– Since the change of the direction of rotation for reversing was moved into the power shift gearbox, a simple design was possible.
Shaft bearing
Tapered roller bearings for both shafts
X bearing for the countershaft
O bearing for the main shaft
Adjusting the bearings see Adjustments on pages 9 and 10
Bearing of the movable wheels on the shafts
– movable wheels 1. and 2. gear needle bearing
– movable wheels 3., 4. and 5. gear as friction bearing on the countershaft
– movable wheel 6. gear as friction bearing on the steel bushing
For more information on Adjusting the Bearings and Other Settings, see pages 9 and 10.

Lubrication

Forced oil lubrication from the neutral circulation of circuit P1.

Lubricating oil feed: Countershaft – from the back through a lubrication pipe
Main shaft – from the front from the power shift gear
Lubrication pressure at the lubricating oil entry (power shift gear) at
gearbox oil temperature cold max. 4 bar (valve)
≥ 80 °C 1.2 - 1.5 bar
Maximum gearbox oil temperature
a when driving on public highways max. 100 °C
b when performing other work long-term max. 80 °C
short-term max. 90 °C

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Arrangement of the gears
1st and 2nd gears at the rear, shift control on main shaft
3rd and 4th gears at the front, shift control on countershaft
5th and 6th gears in the centre, shift control on countershaft

Synchronisation
1st and 2nd gear duocone
blocking synchronisation
3rd to 6th gear single cone

Friction lining sintered bronze alloy

Function

The driving torque is delivered by the main clutch to the countershaft. From there, via the pair of wheels of the gear selected (helical
gearing) to the main shaft, which is formed as a bevel pinion at its rear end.

4-Wheel drive (MFD)

At the front end of the main shaft a spur gear (helical gearing) drives a mating gear in the four-wheel drive clutch.
Attention: For each tractor type there is only one final speed ratio (40 km/h or 50 km/h) assigned.

All shift forks are fitted with sliding shoes made from bronze alloy. Their bearings can pivot. The advantages are:
a adaptation to the sliding sleeve
b noise reduction
c long life due to ideal material matching

Shifting the gears

– Gearshift engages flexibly with ball in lever of rotating shaft.
– Shift finger on rotating shaft engages in carrier of the chosen gear’s shift shaft.

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Duocone synchronisation 1st and 2nd gears
Components:

1 Synchromesh body 7 Inner ring (2 off) with outer cone

2 Sliding sleeve 8 Intermediate ring (2 off) with sinter bronze lining on outer and inner cone
3 Pressure piece (3 off) 9 Outer ring (2 off) with inner cone
4 Pressure spring (3 off) 10 Gear wheel 1st gear
5 Clutch piece (3 off) 11 Gear wheel 2nd gear
6 Clutch disk (2 off) 12 Needle bearing

Function

– When the sliding sleeve is moved, the spring-loaded pressure piece exerts axial pressure on the outer ring. Since the inner ring can
not deviate, the outer ring is pushed onto the intermediate ring and the intermediate ring onto the inner ring (see function of cone in
figure).
– The intermediate ring engages the clutch disk with its drive tabs in such a way that it cannot turn.
– Inner and outer ring engage the 3 clutch pieces with their drive tabs.
– Thus, the two rings are can not twist because of the clutch pieces and the synchromesh body which is located on a profile on the shaft
(bevel pinion).
– The previously mentioned parts are synchronized by work of friction.
– The radial torsional force lessens and the sliding sleeve can be moved by the outer ring shifting claws and finally engages with the
shifting claws of the clutch disk.

Advantages: Lesser specific loading and therefore longer life

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6.07 Training Center St.Valentin 5
Shift positions

– Adjust all shifting forks with grub screws to the same shift travel (measure with a dial test indicator).
– Adjust all shift shaft carriers with grub screws so that their gaps are flush.
– Adjust the shift finger on the rotating shaft so that it engages centrally (not offset) with its carrier in 3rd and 4th gear.
– In the "Super crawler gear" version, adjust the shift travel (symmetrical) from outside, through the opening to the left in the area of the
crawler gear, also with grub screw in the shift fork.
The gear latches for all shift shafts can be accessed from the top outside.

Latches to avoid wrong gear-shifting

– Prevention – shifting 2 gears at the same time: inhibitor pins between the shift shafts (observe the varying lengths)
– When the crawler gear is engaged, an inhibitor pin blocks the shift rod for the 5th and the 6th gears.
– In the 30 km/h version, an inhibitor pin mounted vertically across the 5th and 6th gear shift fork prevents shifting to 6th gear.

Important: Observe the sequence of the shift positions

a Shift forks: always after mounting a shift shaft (otherwise they can no longer be accessed).
b Carrier – gears 1-6 and shift fingers on rotating shaft:
After adjusting all shift forks, but before fitting the main clutch
c crawler gear shift fork:
After assembling the power shift gearbox and the 6-speed gearbox.

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Differences in ratio

When ordering spare parts for repair, observe the following:

T7224L (CS110, 9105) power shift ratio differs between 40 km/h and 50 km/h versions.

T7226L (CS120, CS130, 9115 and 9125)

Ratio (number of teeth) of pair of 6th gear wheels differs between 40 km/h and 50 km/h versions.

T7228L (CS150, 9145)

Bevel pinion ratio – different differential master gear in 40 km/h and 50 km/h versions.

T7224L
T7226L Four-wheel drive ratio dependent upon tractor type or 40 km/h or 50 km/h versions.
T7228L

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6-speed power shift gearbox

Countershaft Axial play 0.05 - 0.12 mm

Packing ring at the back of the bearing cover

Loose wheel 6th gear Axial play of the bearing bushing 0 - 0.15 mm
Adjustment: flange bushing in various lengths

Main shaft (bevel pinion) Bearing pre-tension rolling moment 4 - 5 Nm

Packing ring between castellated nut and four-wheel drive wheel

Attention:Determine packing ring S for position of bevel pinion before adjusting the bearings (see pages 11 and 12).

Movable parts on main shaft Axial play 0.05 - 0.20 mm

Collar ring behind the front tapered roller bearing in various lengths

Clutch shaft (main clutch) Axial clearance 0.2 - 0.1 mm

Packing ring at the rear end of the clutch shaft

Hydro-pump drive – Adjustments

Spur gear bearing – pump drive shaft

Axial clearance max. 0.4 mm
Packing ring between ball bearing and P1-hydraulic pump (front pump)

Intermediate wheel bearing (tapered roller bearing) Axial play 0.03 - 0.07 mm
Packing ring between bearing and circlip

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Gearbox adjustments

Power-shift gearbox

Drive shaft 1
Drive shaft 2 Axial play 0.03 - 0.07 mm
Intermediate shaft 3

Packing rings in the back of the bearing cover

Attention:

– Rotate the shafts or the loose wheels respectively before measuring

– To verify the adjustment, fit only 1 shaft at a time
Movable wheels on the 0.03 mm Axial play
power shift shafts up to 0.7 Nm rolling moment

Packing ring between bearing and circlip

Air play of the power shift clutches 3.8 - 4.3 mm

Adjustment with retaining rings of different widths in the piston carrier.

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Adjustment – bevel pinion (position)

Meshing adjustment part 1

1 Tooth of the differential master gear

Meshing to the left: Thrust flank at 15 Nm braking moment on the bevel pinion
Meshing to the right: Towing flank
2 Bevel pinion (main shaft)
3 Inner bearing ring (tapered roller bearing)
4 Gearbox casing
S Packing ring
K Test measurement of the end face – gearbox casing on the inner ring of the tapered roller bearing after bearing adjustment
(pre-tension) when deviation of bevel pinion = 0 (see Workshop manual)

Observe the test sequence in workshop manual

For the adjustment part 2, see pages 13 and 14 and the workshop manual.

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6.07 Training Center St.Valentin 12
Meshing adjustment part 2 rear axle components or marking in the area of the rear axle housing

1 Use "thicker seal" coding (see coding on seal).

2 Use "thinner seal" coding (see coding on seal).
3 Differential
4 Differential master gear
5 Differential master gear screws
6 Lubricating oil distributor (when fitting, put throttles in the correct position, see workshop manual)
7 Lubrication pressure limiting valve pmax = 3 bar
8 Control line to the differential lock
9 Lube-oil line to wet disk brake
E(84) theoretical adjustment dimension

Adjustment procedure

to 1 or 2 respectively:

– Use correct seal according to the marking punched into the flange surface of the rear axle (one - or two zeroes).
– Adjust differential bearing with the help of the adjusting screws to 5 to 7 Nm rolling moment.
– Measure dimension E and, if necessary, pre-set adjusting screws by turning them at the same angle to 84 mm.
– Screw gear box casing to rear axle housing but insert correct seal beforehand.
Tighten screws M14 / 10.9 to 185 Nm.
– Check the tooth flank play and, if necessary, correct it to 0.15 - 0.20 mm.

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Version "crawler gear group"

Crawler gear shifting area adjustment

– When repairing or replacing parts in transmission versions with crawler gear, the dimension in this area must be set to 14.5 +0.1 mm
once again.
– For this purpose, the thrust ring "S" for the axial needle bearing or the clutch bell housing respectively is available in steps of 0.1 mm
or 0.05 mm respectively and 6.3 mm to 7.4 mm.
– The purpose of this dimension is to ensure that, despite the production tolerances, the whole crawler gear group has sufficient room
on the one hand and not too much play on the other hand.

Note: Whenever repairs are carried out in this area, the axial play of the clutch shaft (0.2 +0.1 mm) must be checked using the
adjustment procedure described previously. If necessary, change packing ring at the rear end of the clutch shaft; see workshop
manual T7200L, page 3.10 to 3.13.

When measuring the axial play of the clutch shaft, the drive shaft 2 must be pressed to the rear (in direction of the main clutch; the drive
shaft is adjusted with play) using an appropriate tool (screwdriver etc.), otherwise the measurement will be incorrect.

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Version without "crawler gear group"

– Instead of the gear shift parts for N or SKG, a coupling sleeve (see figure above) transfers the driving torque from the power shift drive
shaft 2 to the clutch bell of the driving clutch.
(Fit the coupling sleeve with the bevel towards the front).
– In the version without crawler gear group, the thrust ring S towards the front axial roller bearing on the clutch shaft is used only in the
standard measurement of S = 6.7 mm.

Attention: As the version without crawler gear does not have the longitudinally bored double gear wheel 11 between the power shift
intermediate shaft 3 and the gearbox main shaft (bevel pinion) 7, a lubrication pipe is inserted there.If it is forgotten during
fitting, all bearing points on the main shaft will run dry.

Note: Standard transmission fluid level is 55 mm below the main shaft.

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Adjustments – 4-wheel drive

Bearing: cylindrical roller bearing to the rear

ball bearing to the front
Packing ring 12 between roller bearing and circlip

Four-wheel clutch air play adjustment

– Press four-wheel clutch together according to workshop manual and measure clearance. If necessary, adjust with appropriate packing
ring 9 to 2.0 ± 0.3 mm.

Shaft 1 axial play adjustment

– Fit ball bearing 11 according to workshop manual with special tool until shaft is free of play.
– Fit old packing ring 12 and circlip 13.
– Pull or push shaft 1 to its front limit and measure the axial play with a dial test indicator.
– Correct the packing ring dimension as necessary until there is an axial play of 0.1 - 0.3 mm.
– Slightly grease sealing lips, then fit sealing ring 14 and metal fleeting ring 15 with special tool, according to workshop manual.

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Tightening torques for bolts
Ma safety type
Power-shift gearbox

Housing flange PS gearbox, 6-speed gearbox M14 / 10.9 185 Nm

Bearing cover for power shift shafts M10 / 8.8 46 Nm
Grub screws – sealing of power shift shaft oil access holes 18 Nm Loctite 270

Power shift control – hydraulic section

Channel plate M8 23 Nm
Valve housing V / R M8 23 Nm
4-speed control module M8 23 Nm
Speed sensor PS-outlet M8 / 8.8 23 Nm

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 Ma safety type
6-speed synchronous gearbox

Housing flange 6-speed gearbox – rear axle M14 / 10.9 185 Nm

gearbox main shaft – castellated nut 650 Nm hammered in

Countershaft

Piston carrier M8 / 8.8 23 Nm

Rear bearing cover M10 / 8.8 46 Nm
Lubrication pipe – banjo bolt 50 Nm
Grub screws in shift forks and carriers 34 Nm Loctite 243
Grub screws – four-wheel drive clutch shaft 18 Nm Loctite 270
Shift housing M12 / 10.9 117 Nm
Drive housing – hydraulic pumps M10 / 8.8 46 Nm

Pressure oil feed – four-wheel drive clutch

Swiveling screw fitting 90 Nm

Screw-in plug 80 Nm
Screw – oil filter head 40 Nm

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 Ma safety type
Solenoid valve – four-wheel drive clutch

Valve insert 30 Nm
Hexagonal nut 9 Nm
Temperature transmitter 20 Nm
Engine speed sensor = power shift input M8 23 Nm
Driving speed M8 23 Nm

Rear axle

Differential housing – master bevel pinion M12 / 10.9 110 Nm Loctite 243
Brake plate M12 / 8.8 80 Nm
Axle stub M12 / 8.8 80 Nm

Axle stub fastening – tightening torque and number of screws, modification see CS note.

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6.08

REAR AXLE

DESIGN, FUNCTION
PRESSURE LUBRICATION
BRAKES – Adjustments
AXLE STUB – Adjustments
BRAKE BOOSTER
Rear axle

Assembly

– The rear axle is flanged to the 6-speed synchronous gearbox.

– Bevel pinion – differential master gear with Gleason-teeth – the transmission differs depending upon type and speed.
– Bevel gearwheel differential (4 differential wheels) with 100 % multiple disc differential lock, controlled by P1. Pressure oil feed
through square profile rings.
– Wet multiple disk brake, fast running (5 lining disks), hydrostatically controlled (push-key version with booster – 1st variant, draw-key
version without booster – 2nd variant).
– Mineral brake fluid Pentosin LHM – green in color.
– Parking brake acts mechanically on working brake.
– Planetary gearbox final drive with own oil supply, transmission depending on type.
– Version of axle stub depending on type, see following pages.
– Tapered roller bearings for differential and axle shafts.
Cartridge sealing rings on the wheel hubs.
– PTO shaft gear unit with PTO shaft clutch mounted from the rear into the rear axle.

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Pressure lubrication

– Pressure oil feed – from the neutral circulation or pressure-free return of the high-pressure hydraulic system
– Lubricating pressure limiting valve pmax = 3 bar (see figure ”gearbox bird’s-eye view”)
– Pressure lubrication is made to
– Tooth meshing bevel pinion – differential master gear
– Differential
– Differential bearing
– Pressure oil feed to disc brakes running in oil bath for continuous oil exchange (dissipation of heat caused by friction)

Important: Fit the chokes in the correct position when fitting the lubricating oil distribution pipes (see workshop manual).
Attention: Fitting instructions for differential, differential lock, tooth flank play, bearing adjustment, brakes and axle stub, see workshop
manual and info’s (see service-bulletin).

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Rear axle – Section

Rear view Brake operation 1st version

1 Rear axle housing 13 Actuating cylinder

2 Differential 14 push-key
3 Differential master gear 15 differential piston
4 Adjusting screw (for differential bearing) 16 Hand-brake lever
5 Safety plate 17 Adjusting screw and lock nut
6 Disk – differential lock
7 Piston (Sealing 2 quad-rings)
8 Control pressure connection (18 bar when differential lock is ON)
9 Pressure lubrication connection for differential and bearings
10 Pinion shaft
11 Brake operation (expander)
12 Lining disks (2 + 3)

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6.08 Training Center St.Valentin 4
Axle stub – construction and adjustments

1 Rear axle housing (modification 4 additional threads, see info’s)

2 Internal geared wheel (modification 4 additional holes, see info’s)
3 Internal geared wheel thread (modification 4 additional screws, see info’s)
4 Axle stub
5 Planet carrier
6 Brake plate
7 Threads for brake plate
8 Pinion shaft
9 Shaft sealing ring
10 Thrust ring
11 ‘O’ring
12 Sprung dowel pin
13 Planet wheel
14 Oil drainage plug
15 Axle shaft
16 Tapered roller bearing
17 Cartridge sealing ring (for fitting instructions, see workshop manual)
18 Grub screw and ball
19 Castellated nut

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6.08 Training Center St.Valentin 6
Adjustments

Axle shaft bearing

– Tighten castellated nut to bearing pre-tension
– Slightly loosen castellated nut
– Tap axle shaft until there is freedom of movement and bearing play
– Tighten castellated nut until bearing no longer has play (0 - 0.01 mm bearing pre-tension)

Planet carrier axial play

– Adjust to 0.15 - 0.25 mm axial play using the grub screw.
– Treat the thread and grub screw with Loctite Activator and secure using Loctite 243.

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6.08 Training Center St.Valentin 8
Brake system

Assembly

– The working and parking brake is as a multi-disc brake, which runs in an oil bath and is integrated into the rear axle.
– The parking brake acts mechanically on the working brake.
– The 5 lining disks on either side act on the planetary gear pinion shaft.
– With the motor running, the oil is continuously exchanged thus dissipating the heat caused by friction.
– The service brake is operated hydrostatically, in the first generation, as push-key brake – assisted by a brake booster.
– The second generation – as a draw-key brake does not require a booster.
– The brake boosters are supplied with 18 bar from the circuit P1.
– The operating circuits 1 (from the pedal to the booster) and 2, from the booster to the brake actuator operate with mineral brake fluid,
green in color (LHM, Pentosin).

Attention: Never mix with other brake fluids!

– Depending on national standards or optional equipment the tractor can be fitted with Optistop-four-wheel brake or a wet multi-disk
brake in the front wheel hubs. The latter is controlled by a hydraulic brake valve.

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6.08 Training Center St.Valentin 10
Brake diagram with brake booster (first generation)

1 Brake pedal
2 Master cylinder, circuit 1
3 Expansion chamber circuit 1 and clutch operating circuit 1
4 Brake line
5 Slave cylinder, circuit 1
6 Bleeding point
7 Brake booster
8 P1 supply 18 bar (gearbox oil)
9 Bleeding point (booster)
10 Main brake cylinder circuit 2 with compensating valve and compensating line
11 Expansion chamber, circuit 2
12 Compensating line
13 Brake line
14 Actuator with differential piston and brake adjustment
15 Bleeding point
16 Hand-brake lever
17 Brake expander (brake plate)

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6.08 Training Center St.Valentin 12
Brake booster with main brake cylinder circuit II
Components:

1 Booster housing 17 Pull rod

2 Booster piston 18 Brake compensating valve
3 Retractor spring 19 Packing ring
4 Stop (with ‘O’Ring and piston rod sealing) 20 Piston rod
5 Circlip 21 Feed from expansion tank
6 Slave cylinder, circuit 1 22 Pressure connection from master cylinder circuit 1
7 Piston - slave cylinder 23 Bleeding point circuit 1
8 Piston spring 24 Pressure connection to working brake
9 Circlip 25 Compensating line
10 Quad-rings (sealing rings) 26 Connection P1 18 bar
11 Main brake cylinder, circuit 2 27 Booster bleeding (automatic)
12 Piston main brake cylinder 28 Inlet – control hole
13 Retractor spring 29 Outlet – control hole
14 Circlip 30 Bleeding point
15 Piston cup 31 Plastic tag (green in color) on slave and
16 Feeder valve main brake cylinder

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6.08 Training Center St.Valentin 14
Brake booster initial position
Construction and function

– The slave cylinder of circuit 1 is integrated into the booster housing. The main brake cylinder is flanged on.
– The left-hand side of piston 7 controls the booster (power assistance).
– The booster medium (gearbox oil) is separated from the brake medium (Pentosin) by the sealed off stop 4.In the same way, quad-
ring 10/1 separates the two media.
Braking when engine is at a standstill
– Pressure from the master cylinder (brake pedal) operates piston 7 of slave cylinder 6. The left-hand surface of piston 7 moves piston
rod 20 across booster piston 2 the and in doing so, moves piston 12 of the main brake cylinder 11.
– Pistons 2, 7 and 12 are at the right-hand stop in their initial position.
– Adjusting valve 16 is held open by pull rod 17. Mineral brake fluid can enter from the expansion chamber.
– The position of piston 7 in relation to control holes 28 and 29 causes the pressure of P1 to be shut off at 28 and
at 29 a possible oil leakage can return via 27 so that there is no hydraulic actuating power on booster piston 2.
– Connections 22, 24 and 25 are pressure free.

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6.08 Training Center St.Valentin 16
Partial braking (brake end position)
a both pedals operated

– Pressure from the master cylinder of the pedal acts via connection 22 on the slave cylinder 6 and moves control piston 7 to the left
against spring 8.
– Inlet hole 28 is opened and P1 starts to act on the ring area of booster piston 2.This pushes it to the left. Piston 12 of the main brake
cylinder 11 is moved to the left by piston rod 20.
– The feeder valve closes inlet 21. The pressure generated reaches the brake actuator via connection 24 and partial braking sets in.
– There is a pressure compensation with the second main brake cylinder over the mechanically opened compensating valve 18.
– The partial pressure of p < 18 bar acting on booster piston 2 also acts on the left-hand surface of piston 7.The latter assumes a mid-
position. Control holes 28 and 29 are closed.
This state is known as the brake end position.

b single-wheel brake (steering brake)

– When the main brake cylinder is not operated, compensating valve 18 remains closed. The brake pressure of the other main brake
cylinder supports itself on the closed compensating valve 18.

General information

– The booster circuit bleeds automatically when the engine is running.

– Leakage in the slave cylinder circuit 1 returns to the gearbox oil through booster bleeding point 27.
– A visible sign is the decreasing fluid level in the expansion chamber.
– Leakages at piston cup 15 of the main brake cylinder or on the piston rod sealing of stop 4 reach the open air through bleeding
point 30.

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6.08 Training Center St.Valentin 18
Full braking

– With the help of increased pedal power – and thus a higher pressure in circuit Ι, piston 7 of the slave cylinder is kept at its limit at the
left-hand side of booster piston 2.
– The outlet control hole 29 remains ineffective. The P1 pressure of 18 bar gets through the inlet control valve 28 unhindered to the ring
area of booster piston 2 so that the booster power is added to the increased pedal power. The main brake cylinder now generates a
high brake pressure.

Braking when engine is at a standstill

– The mechanical state is the same as with full braking with the engine running.
– Since there is no pressure, there is no booster effect.
The brake pressure is reduced or the pedal power must be increased respectively.

Service and maintenance work requirements

– Check brake system for correct function and leak-tightness and adjust working and parking brake / for maintenance intervals see CS-
booklet and operating manual).
– Replace mineral brake fluid LHM (green in colour) in brake operating circuits Ιand Π every 2,000 service hours or every 2 years.

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6.08 Training Center St.Valentin 20
Brake bleeding (version with booster)

– Top up expansion chamber of circuits 1 and 2 with LHM-Pentosin.

– Bleed circuit 1 at the bleeding point of slave cylinder with bleeding device or by pumping the brake pedal.
– Bleed circuit 2 at the bleeding point of the actuator (brake cylinder) with bleeding device or by pumping the brake pedal.

Note: The brake booster is bled automatically when the engine is running.

Adjusting the working brake

– Remove bleeder valve 1 and fit a damped pressure gauge (up to 16 bar).
– Remove screw-on cover 2.
– Bleed actuation cylinder.
– Pressurise actuation cylinder to 9 bar (+ 1 bar).
– Screw in the adjusting screw 3 by hand. (Adjustment piston 4 rests on the upper circlip 5.)
– Pressure inside actuation cylinder is at 0 bar.
– Turn adjustment screw 3 out by two revolutions and counter with hexagonal nut 6.
– Replace screw-on cover 2.
– Remove pressure gauge, fit bleeder valve 1 and bleed actuation cylinder.

Note: A defective actuation cylinder must be replaced (do not repair).

Adjusting the parking brake:

Adjust parking brake by turning the yoke end on the hand-brake lever so that the hand-brake lever returns to its initial position on the
actuator.

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6.08 Training Center St.Valentin 22
Adjusting the brake without booster

– Unhook hand-brake cable and check that the hand-brake lever on actuator moves freely.
– Loosen lock nut.
– Tighten adjusting nut to 50 - 60 Nm.
– Loosen adjusting nut again and then tighten it to 10 Nm.
– Turn adjusting nut back 1.5 revolutions and counter.
– Re-fit the hand-brake cable.

Adjusting the parking brake:

Adjust hand-brake linkage rod to the hand-brake lever at the actuator so that the hand-brake lever returns to its initial position.

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6.08 Training Center St.Valentin 25
6.09

POWER TAKE OFF (PTO) – Gearbox

CONSTRUCTION
ADJUSTMENTS
PTO shaft gearbox

Assembly

1 Housing 12 Packing ring for bearing of flange shaft

2 Clutch bell Adjustment 0 to 0.05 mm clearance
3 Clutch shaft 13 Axles for intermediate wheels
4 Flange shaft 14 Adjusting nuts for bearing adjustment
5 Screw flange – PTO shaft 0 to 0.05 mm clearance
6 gearshift 540 /1100 RPM 15 Lube-oil channel
7 gear shift N – ECO 16 PTO-shaft
8 Bearing flange with pressure and lubricating oil connection and 17 Pressure channel (18 bar if PTO shaft is ON)
changeover amount of lubricating oil 18 Main lubrication (if PTO shaft is ON)
9 Hall generator for PTO shaft speed 19 Sealing ring flange shaft
10 Transmitter wheel for hall generator z = 20 20 ‘O’rings (axle sealing)
11 Packing ring for clutch shaft bearing
Adjustment 0 to 0.05 mm clearance

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6.09 Training Center St.Valentin 2
Bearing adjustment (summary) and tightening torques

All 4 tapered roller bearings Means of adjustment

Clutch shaft Pos. 11 packing ring
Intermediate shaft Pos. 13 nut
Intermediate shaft Pos. 14 nut
Flange shaft Pos. 12 packing ring

are to be adjusted to an axial clearance of 0 - 0.05 mm.

Tightening torque Ma safety type

PTO shaft gearbox

Rear axle housing – PTO shaft gearbox M10 / 8.8 46 Nm
Grub screws – PTO shaft clutch shaft 18 Nm Loctite 243
Oil inlet cover – PTO shaft M8 / 8.8 23 Nm
Sealing cover – PTO shaft flange shaft M8 / 8.8 23 Nm
PTO shaft stub M12 / 10.9 110 Nm

Flange bearing – shifting

PTO shaft 540 / 1000 and normal / economy M8 / 8.8 23 Nm
PTO shaft speed sensor M8 23 Nm

6.09 Training Center St.Valentin 3

 Section
6A

6A
HOW IT WORKS

POWER SHUTTLE
(Supplement to section 6)

9105a, 9115a, 9125a, 9145a,

CS110, CS120, CS130, CS150

CASE STEYR Landmaschinentechnik GmbH Sva 7-95490 EN © 1999 Case Steyr Landmaschinentechnik GmbH
Technische Dokumentation/Training Center Mai, 1999
A - 4300 St. Valentin, Steyrer Straße 32
 Contents

Page Page

3-4 Characteristics
25 Reversing characteristic (pressure - time
5 Modifications - Mechanics, Hydraulics
diagram)
6 Modifications - Electrics, Electronics
26 Current - pressure characteristic diagram
7-8 Position of the components on the vehicle
27 Pedal travel comparison values
9 - 10 P1 and P2 hydraulics layout
28 Pedal characteristic (travel - pressure)
11 - 12 Lubricating circuit - components
29 Technical data
13 - 14 Operating and control elements for driving
30 Fault code - general
15 - 16 Installation position of the main clutch
31 Driving programmes
17 - 18 Main clutch components
32 Electrics - fusing / electric welding
19 - 20 Main clutch - fundamental characteristics
33 Equipment for programming and fault code read-out
21 - 22 Power Shuttle control - components
34 Codes for end-of-tape programming
23 Power Shuttle control - basic function
35 Abbreviations used in the fault code list
24 Control circuit to main clutch
36 - 42 Fault codes
43 - 44 Miscellaneous information

POWER SHUTTLE Training Center St.Valentin 2

 POWER SHUTTLE
CHARACTERISTICS

• Starting, reversing and stopping possible without operating the clutch pedal

• 2 operating possibilities for starting and reversing:

a Via lever keys (operated with the left hand)
b Via keys on the multi-controller

• Stopping by activating function N (neutral) via the lever key

• Reversing possible up to 12.5 km/h

• Smooth, gentle frictional connection of the main clutch through modulated, sensor-controlled rotational
speed and speed monitoring

• Starting safety through driver's seat switch, safety pushbutton - rear side of multi-controller, for starting via the multi-controller

• The main clutch can be controlled via the clutch pedal for particularly smooth starting and driving

• Low pedal force through electrical signal transmission from the clutch pedal to the electronic control unit
(hydrostatic clutch operation no longer necessary)
Activation of the main clutch via an electrohydraulic proportional valve

• The clutch control system does not have to be bled after assembly or repair work
(The system bleeds itself after operating the clutch a few times)

POWER SHUTTLE Training Center St.Valentin 3

 forward
forward

neutral
Ç

reverse É reverse

power
shuttle

POWER SHUTTLE Training Center St.Valentin 4

MODIFICATIONS - Mechanics, Hydraulics

• Modified construction of the main clutch:

Opened by spring tension and
closed electrohydraulically. Pressure oil supply via circuit P1, 18 bar

• Modified countershaft in the area of the main clutch

• Hydrostatic clutch control mechanism including clutch booster has been dropped

• Modified 6-speed transmission housing:

Inclusion of rotational speed sensor B4 - rotational speed at clutch output
(The gear wheel for the 2nd gear on the transmission main shaft is used as the pick up)
Inclusion of proportional pressure control valve Y3

• Integrated pressure oil channel and M16x1.5 test connection

• Bigger hydraulic pump for circuit P1, 18 bar

V = 36 ccm, Q = 88 l/min

• Lubrication system of the rear wheel differential and PTO shaft clutch connected to the transmission lubrication system.
Volume of lubricating oil regulated by throttles
3 bar lubricating pressure limiting valve in the rear axle housing has been dropped

• Pedal force for fine dosing is attained by means of a matched return spring

• The clutch pedal only operates the angular sensor (B17) and, the plunger-operated switch (S46), on reaching a pedal travel of 75%

POWER SHUTTLE Training Center St.Valentin 5

MODIFICATIONS - Electrics, electronics

• A68 New electronics box for activating the main clutch and power-shift transmission
• New software
• PC application (laptop or notebook) for the following procedures:
• End of tape - programming of the electronics box
• Reading out the stored fault codes
• Deleting the fault code memory
• Data display and
• Menu-prompted troubleshooting
• S4/4 lever keys with 3 key functions (F, R and N)
• B4 Rotational speed sensor for rotational speed at the clutch output (hall generator)
• S46 Plunger-operated switch (plunger-operated Reed switch) is operated directly via the clutch pedal at a travel of 75%

Safety-relevant components
• Starting safety through:
• S8 seat switch
Guard for lever key S4/4
Neutral position for lever key S4/4
Safety key S11/13 on the rear side of the multi-controller

Attention:the following operating functions are only active when seat switch S8 has been activated
(Driver is sitting in the driving seat)
S4/4 lever key functions Forwards and Reverse
S11/7 multi-controller key Forwards
S11/8 multi-controller key Reverse
(With safety key S11/13 depressed at the same time)

POWER SHUTTLE Training Center St.Valentin 6

POSITION OF COMPONENTS on the vehicle

1 Hydr. control block for power-shift and field/road characteristic curves S4/4 Lever key
2 Hydr. control block F/R S8 Seat switch
P6 Display on the A-column
A68 E-box for power-shift and Power Shuttle control
MC Multi-controller Power-shift, Power Shuttle F/R
B17 Angular sensor Clutch pedal
S46 Plunger-operated switch Clutch pedal, black
Y3 Proportional pressure control valve for main clutch
B4 Rotational speed sensor Main clutch, rotational speed at output
B5 Rotational speed sensor Power-shift output
B6 Rotational speed sensor Driving speed
B12 Rotational speed sensor Power-shift input (engine speed)
B34 Temperature sensor Transmission oil
S19 Neutral switch 6-speed transmission and starting interlock, green (break contact)
S21 Oil pressure switch P1 circuit (make contact)
Y1 Solenoid valve Four-wheel (MFD)
Y4 Solenoid valve Front PTO shaft
Y5 Solenoid valve Rear PTO shaft
Y10 Solenoid valve Differential lock front and rear

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POWER SHUTTLE Training Center St.Valentin 8
P1 HYDRAULICS LAYOUT (18 BAR) AND P2 (10 BAR)
1 Transmission housing (tank) 13 Main clutch
2 Fine filter β10 = 15 β30 = 20 14 Lubrication of differential
3 By-pass valve 15 Lubrication of PTO clutch
4 Coarse filter 200 µm 16 5.5 mm throttle
5 Gear pump V = 36ccm Q = 88 l/min 17 2.6 mm throttle
6 Cold start valve pmax = 25 bar (safety valve) 18 M16x1.5 test connection for
7 P1 connection for ext. users, M10x1 thread Control pressure to main clutch
8 Power-shift control block consisting of: B34 Temperature sensor for transmission oil
P1 System pressure control 18 bar S21 Oil pressure switch (make contact) p=14.5 bar
P2 Pilot pressure control 10 bar Y1 Four-wheel solenoid valve
Channel plate R = 10.3 ohms +10%
Solenoid valves Y21 to Y27 R = 28 ohms Y3 Proportional pressure control valve
Valve housing with hydr. control valves R = 5.3 ohms +10%
Control channels to the power-shift clutches Y4 Front PTO (not serial)
9 By-pass control valve thermally controlled R = 8.5 ohms +10%
Transmission oil temperature < 55°C 100% oil cooler by-pass Y5 Solenoid valve for rear PTO
Transmission oil temperature > 70°C 100% through oil cooler R = 8.5 ohms +10%
10 Transmission oil cooler Y10 Solenoid valve for diff. locks
R = 8.5 ohms +10%
11 Lubricating oil channels to: Power-shift transmission, main clutch
6-speed synchronous transmission
12 Pressure control valve for lubricating pressure pmax = 4 bar Pressure at 80 °C oil temperature 1.2 to 1.5 bar

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POWER SHUTTLE Training Center St.Valentin 10
LUBRICATING CIRCUIT - components

1 3-way thermal control valve

2 Short-circuit line to transmission lubrication (path 2)
3 Line to oil cooler (path 3)
4 Oil cooler (located behind radiator grill)
5 Line from oil cooler to transmission lubrication
6 Lubricating oil distribution and pressure control valve for lubrication pressure pmax = 4 bar
7 Lubricating line to main drive differential and PTO clutch
8 Lubricating line to PTO clutch
9 Test connection for pressure test (activation of main clutch), M16x1.5

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POWER SHUTTLE Training Center St.Valentin 12
DRIVING - Operating and control elements

N - SKG Gear shift lever for selecting super crawling gear or normal
MC Multi-controller with gear shift handle grip For controlling the Power Shuttle, selecting the power-shift stages and engaging
the gear S11/7 (V) S11/8 (R) S11/13 (safety key for Power Shuttle and electronic lifting gear control)
S4/4 Lever key for controlling RS and Neural
Clutch pedal For engaging and disengaging the main clutch
(only if particularly gentle starting and driving is necessary)
B17 Angular sensor For transmitting the pedal position to the electronic control unit (A68)
S46 Plunger-operated switch (colour: black) For releasing the power-shift at a pedal travel of 75%
Y3 Proportional pressure valve Controls the closing pressure for the main clutch (modulated)
B12 Rotational speed sensor Rotational speed at power-shift transmission input (engine speed)
B5 Rotational speed sensor* Rotational speed at power-shift transmission output
B4 Rotational speed sensor Rotational speed at main clutch output
B6 Rotational speed sensor Driving speed
B34 Temperature sensor Transmission oil temperature
S21 Pressure switch (make contact) For monitoring the transmission oil pressure switching point p = < 14.5 bar
S19 Neutral switch (colour: green) Signal for neutral position of the 6-speed transmission for Power Shuttle and
engine start
S8 Seat switch (Safety)
Y1 Solenoid valve Four-wheel (MFD)
1 Hydr. power-shift control unit Y21 - 27 activated by A68
Y21 - 27 control hydr. control valve (pilot control)
Control valves control power-shift clutches
2 Pressure line P1 18 bar supply to proportional valve Y3
3 M16x1.5 test connection Modulated control pressure for closing the main clutch
* Use a 2.5 mm spacer for: CS150 and 9145 40 km/h and 50 km/h and for CS110 and 9105 50 km/h

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POWER SHUTTLE Training Center St.Valentin 14
INSTALLATION POSITION OF THE MAIN CLUTCH
1 Vibration damper 13 6th and 5th gear synchronizer
2 Intermediate housing 14 Countershaft
3 Input shaft 15 PTO shaft drive
4 Power-shift group 16 2nd and 1st gear synchronizer
5 Clutch "C“ 17 Main shaft
6 Clutch "A“ 18 Front axle drive
7 Crawling gear group 19 Crawling gear drive
8 Crawling gear group synchronizer 20 Clutch "F“
9 Drive clutch 21 Clutch "G“
10 6-speed main transmission (counter and main shafts) 22 Clutch "D“
11 Spur wheel for hydraulic pump drive 23 Clutch "B“
12 4th and 3rd gear synchronizer

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POWER SHUTTLE Training Center St.Valentin 16
 MAIN CLUTCH COMPONENTS

1 Output shaft (power-shift transmission)

2 Normal gear - crawling gear synchronizer
3 Clutch casing
4 Disk pack
5 Disk carrier
6 Adjusting ring for play
7 Piston
8 Sealing rings for sealing the piston (flexible moulded sealing rings)
9 Release springs
10 Rotary pressure compensator (consisting of: screening plate, 2 O-rings, ring-shaped oil chamber and compensation channel)
11 Clutch shaft
12 Control pressure supply (sealing between shaft and bearing flange by means of 2 rectangular rings (metal)
13 Pressure lubricating channel
14 Pressure control channel
15 Adjusting ring for axial play of the clutch shaft
16 Pressure spring
17 Countershaft (6-speed synchronized transmission)

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POWER SHUTTLE Training Center St.Valentin 18
MAIN CLUTCH - fundamental characteristics

A few important constructional characteristics of the main clutch were retained for the Power Shuttle version. They are:
• Wet multi-disk clutch with 16 friction surfaces with a diameter of 200 mm
• Positioning of the main clutch between the power-shift transmission and synchronized transmission
• Sinusoidal formation of the steel disks for smooth clutch engagement and perfect release
• Supply of large cooling oil flow when engaging the clutch but the oil supply is cut off when in a declutched state
• Fixed dimension between the toothing on the output shaft (power-shift) and stop disk (axial roller bearing) 14.5 + 0.1 mm
Stop disk is available in various dimensions as a spare part
• Axial play of the clutch shaft 0.2 + 0.1 mm
Adjusting disk available in various dimensions as a spare part
Modifications for the Power Shuttle version
• Opening of the clutch through spring force
• Closing through characteristic modulated control pressure
• Pressure oil supply to the rotating clutch shaft (sealed by means of rectangular metal rings), sealing between the shaft and piston by
means of flexible moulded sealing rings. (The open side must face towards the pressure oil side after assembly).
• The integrated rotary pressure compensator ensures troublefree opening of the clutch even at high rotational speeds
• Clutch play 6.0 - 0.4 mm
• Play adjustment by measuring and selecting the correct adjusting rings in accordance with the workshop manual
• Wear limit of the clutch lining is reached when recesses on the clutch lining disappear
• Lay new lining disks in transmission oil before assembly

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POWER SHUTTLE Training Center St.Valentin 20
POWER SHUTTLE control components
1 Motor P1 18-bar supply from lower pressure circuit
2 Vibration damper S8 Seat switch (safety)
3 Hydr. control block for power-shift and F/R
4 Main clutch
5 6-speed synchronized transmission
6 Clutch pedal
Y3 Proportional pressure control valve
Y26 u. 27 Solenoid valves F/R
Y21 - 25 Solenoid valves, 4 stages, power-shift and field - road characteristic
A68 Electronic control unit
P6 Display unit
B12 Rotational speed sensor Power-shift Input (engine speed) Rectangular signal
B5 Rotational speed sensor Power-shift Output Rectangular signal
B4 Rotational speed sensor Main clutch Output Rectangular signal
B6 Rotational speed sensor Driving speed Rectangular signal
B17 Angular sensor Position of clutch pedal Analog signal (VDC)
S4/4 Lever key F/R and Neutral key functions
S19 Neutral switch Neutral position of 6-speed transmission and starting interlock (break contact)
S21 Oil pressure switch Monitoring of transmission oil pressure (make contact) switching point p< 14.5 bar
B34 Temperature sensor Transmission oil
S46 Plunger-operated switch "High“ signal (+12 Volt) gets at 75% clutch pedal travel interrupted

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POWER SHUTTLE Training Center St.Valentin 22
POWER SHUTTLE CONTROL - basic function
General information
• The electronics box (A68) forms the central control unit (hardware) for the Power Shuttle and power-shift control
• The software is entered and programmed type and speed-related by means of a PC or laptop
• Characteristic curves are stored in the software. The closing of the main clutch and power-shift clutches is thus activated
by modulated pressure.

INPUTS
Switches
The lever key (S4/4), the keys on the multi-controller, the plunger-operated switch (S46) on the clutch pedal, the neutral switch (S19)
and the oil pressure switch (S21) supply individual digital impulses as a signal to A68.
Sensors
Sensors B17 and B32 supply a continuous analog D.C. signal to A68
Sensors B4, B5, B6 and B12 supply a continuous rectangular signal to A68. The frequency is decoded as the signal.
OUTPUTS
Actuators
• Upon activation A68 feeds the proportional pressure control valve (Y3) with a variable direct current which
a follows a preprogrammed characteristic curve when starting without the clutch pedal
b has a level corresponding to the position of the clutch pedal upon starting with the clutch pedal
c if certain rotational speed signals fail, then A68 activates a so-called default characteristic to engage the main clutch
• The direct current for Y3 is varied infinitely by pulse-width modulation
• Solenoid valves Y21 to Y27 are activated digitally by A68. This activation is effected by a "low" signal at the respective output
• A digital output supplies all information to the display (P6)
• Additional connections are used to transmit data from and to the test/programming unit via an interface using digital signals
• Faults which occur in the system are signalled to the driver in the form of a 2-digit code number on the display and are written into the
fault memory. This can be read out and deleted.

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CONTROL CIRCUIT TO THE MAIN CLUTCH FOR SHUTTLE OPERATION as well as starting with and without
the clutch pedal
General information
• The software has 4 reversing characteristic curves for starting or reversing without the clutch pedal. Their pressure level depends on
the gear selected in the 6-speed synchronized transmission (pressure level increases when a higher gear is selected), whereby the
characteristic curves for the 1st and 2nd gear are almost identical. There is only one characteristic curve for the 5th and 6th gear.
If certain rotational speed signals fail, the A68 activates the proportional valve (Y3) according to a "default characteristic
curve" whose pressure curve corresponds to the characteristic curve for the 5th and 6th gear.
• If the clutch pedal is used to start, then activation of the proportional valve (Y3), and thus the main clutch, is not effected in
accordance with a characteristic curve but according to the current position of the clutch pedal.
Signal characteristic when "engaging the clutch without using the clutch pedal"
• The driver's command to start or reverse is carried out by operating keys. This sends
"high" digital signals (+12 VDC) to the E-box (A68).
• A68 immediately activates a variable direct current with the characteristic of a selected characteristic curve in the range of
400 to 1060 mA for control valve Y3.
The infinite variation of the control current is effected by pulse-width modulation.
• At the same time Y3 activates a variable hydraulic control pressure of 2 to 18 bar to close the main clutch.
The increase in the control pressure is effected proportionally to the current rise - see characteristic curves on page 26.
Signal characteristic when "engaging the clutch using the clutch pedal"
• The angular sensor (B17) for the clutch pedal supplies a variable direct voltage (VDC) of 1 to 4 volts (the signal voltage increases
when the clutch pedal is fully depressed)
• The signal voltage of B17 is transmitted to the E-box (A68)
• A68 activates the control current for Y3 according to the signal voltage of B17
• Y3 activates the hydraulic control pressure for the main clutch
• The signal voltage of sensor B17 and the control current for Y3 bear a ratio to each other - refer to page 27.
On reaching a pedal travel of 75%, the plunger-operated switch (S46) interrupts the "high“ signal (+12 VDC) to A68. 2 clutches are
then actuated in the power-shift transmission and there is a power transfer from the engine to the main clutch.
• The power-shift transmission is actuated the moment the main clutch starts to close.
Attention: If it is discovered that the values of the control voltage and control current do not match when taking a comparison
measurement whilst troubleshooting, then it must also be checked whether the programming and code input has been carried in
accordance with the tractor type and final speed.

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POWER SHUTTLE Training Center St.Valentin 25
POWER SHUTTLE Training Center St.Valentin 26
 COMPARISION VALUES PEDAL TRAVEL - B17 SIGNAL VOLTAGE - CONTROL CURRENT TO Y3

Pedal travel B17 VDC (in volts) Y3 ADC (in mA)

Idle position 1.00 1060

1/6 1.50 920

1/3 2.00 760

1/2 2.50 670

2/3 3.00 610

3/4 (75%)* 3.25 585

5/6 3.50 560

Fully depressed 4.00 400

* The plunger-operated switch (S46) is also activated by the clutch pedal at a pedal travel of 75%.
The "high“ signal of +12VDC to E-box A68 (pin 44) gets interrupted.

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POWER SHUTTLE Training Center St.Valentin 28
TECHNICAL DATA
Hydraulic pump for P1 circuit (18 bar) V = 36 ccm Q = 88l/min
Main clutch
Type Wet multi-disk clutch
Number of friction surfaces 16
Outside diameter 200 mm
Play 6.0 - 0.4 mm
Axial play of the clutch shaft 0.2 + 0.1 mm
Hydr. control pressure modulated 1.5 - 18 bar
Closing time for auto. clutch engagement Approx. 3.5 sec
Y3 Proportional pressure valve
Position on vehicle Behind gear lever for the 6-speed transmission
Type Proportional pressure valve
Control pressure 1.5 - 18 bar
Qmax 30 l/min (at Dp » 4 bar)
Control current (from A68) 400 - 1060 mA direct current (ADC)
Type of current control Pulse-width modulation
Ohmic resistance R = 5.3 ohms + 10%
Voltage 8 - 15 volts
Current Up to 1.2 amps (ADC)
Tightening torques:
Valve insert Ma = 10 + 2 Nm Spanner size 28 mm
Nut for fastening the magnet Ma = 5 + 3 Nm
B17 Angular sensor (cl. pedal) Supply pin 2 = 5 VDC stabilised
Ground pin 1
Signal pin 3 = 1 - 4 VDC
S4/4 lever key Control pulses (key) + 12 VDC
S46 plunger-operated switch (cl. pedal) Control signal (at pedal travel of 75%) + 12 VDC gets interrupted

POWER SHUTTLE Training Center St.Valentin 29

FAULT CODES
General information
If there is a fault, only the fault code with the highest fault number is displayed (depending on the driving programme).
The "spanner“ fault symbol also lights up on the display.
WARNING: The acoustic and optical displays/signals (alert tone, continuous alert tone, fault codes, "N“lights up)
must always be observed. Safety-relevant driving situations can arise if these alert signals are not taken notice of !
Independent of this, faults which have been determined are stored in the A68 fault memory (fuse F19 must be OK).
An acoustic alert tone sounds:
•a When the direction of travel is changed at a driving speed of >12.5 km/h
•b After a misoperation when changing the direction of travel if the speed is still >12.5 km/h and the direction cannot be shifted
from NEUTRAL.
(In these two cases there is a continuous tone at intervals)
The continuous tone is switched off by shifting the transmission to NEUTRAL and reducing the driving speed to <12.5 km/h.
• Excessive transmission oil temperature (tone sounds 5 times, then at 2-minute intervals as long as the transmission oil temperature is
too high.)
The number of the fault code indicates the seriousness of the fault
The control automatically switches to another driving programme depending on the seriousness of the fault
NOTE: When shifted to NEUTRAL, the vehicle coasts without being powered by the engine

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DRIVING PROGRAMMES
Normal Driving Fault code 10 - 22
Minor faults, the tractor continues to operate normally. Starting/change of direction possible delayed or jerkily.
Eliminate the fault the next time the tractor is taken to the garage. Delete the fault memory!
Fault code 22 Transmission oil temperature too high
Reduce the load until the fault code goes out. If the fault cannot be eliminated by reducing the load, then the tractor must be taken to the
garage!
Restricted driving Fault code 27 - 41
Power-shifts are locked
Work can be continued. However, it is advisable to go to the garage as soon as possible!
Stand-by driving programme (Limp Home) Fault code 47 - 58
Power-shifts are locked.
Preconditions for starting and changing direction:
• The transmission must be in the neutral position for at least 1 second with the tractor standing still
WARNING: In the event of a failure of rotational speed sensor B6 for the driving speed (fault code 47, 48, 49), it is also
possible
to change the direction of travel at driving speeds exceeding 12.5 km/h - DANGER OF ACCIDENT!
Work which has been started can be finished. The tractor must then be taken to the garage!
Emergency driving programme Fault code 64 - 70
Power-shifts are locked. No function of the main clutch (driving clutch) - Driving only possible via lever keys.
Preconditions for starting and changing the direction of travel:
The transmission must be in the neutral position for at least 1 second with the tractor standing still.
WARNÍNG: When using the emergency driving programme for driving, the power transfer cannot be interrupted by operating
the
clutch pedal. This is only possible via the lever key (S4/4) - danger of accident!
Fault must be eliminated at the garage without delay.
You are not allowed to continue working when using the emergency driving programme!
It is only for driving to the next garage!
It is no longer possible to drive Fault code 76 - 99
IMPORTANT: Call Customer Service/vehicle has to be towed (refer to towing instructions - operating instructions, page 106

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ELECTRICS - fusing and welding instructions

Fuses for the power supply:

F 19 3 amps +30 supply potential to A68 fault memory
F 24 10 amps +15/2 supply potential to A68 for operating the Power Shuttle and power-shift control
Both fuses are located on the central printed board (A12)

Electric welding on the tractor or on mounted/connected implements

• Switch off the ignition
Earth for welding must be as close as possible to the welding point

POWER SHUTTLE Training Center St.Valentin 32

Equipment for programming and fault code read-out

Laptop or PC
With Pentium at least 100 MHz clock frequency
32 MB RAM memory
500 MB hard disk memory
12“colour screen (min.)
CD-ROM drive
Windows 95 operating system Obtainable at specialised dealers

The following programming and software equipment is obtainable at CASE STEYR.

Diagnose Software 1TSW 605
Diagnose Software EST-45 in german 1TSW 611 Diagnose Software EST-38 in german 1TSW 606
for version with in english 1TSW 612 for version in english 1TSW 607
Power Shuttle in france 1TSW 613 without Power Shuttle in france 1TSW 608
in spain 1TSW 614 in spain 1TSW 609
in italian 1TSW 615 in italian 1TSW 610
DPA - 03 interface adapter 1TSW 616
Adapter cabel 1TSW 617

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 Vehicle Electronic Soft- Vehicle Max. Transmission Identification code
type control ware configuration speed versions Case Steyr
T 7224
9105
CS 110
T 7226 04
9115 40 km / h
CS 120
9125
CS 130
T 7228
9145
CS 150 33 03 1
T 7224
9105
CS 110
T 7226
9115 50 km / h
CS 120 04
9125
CS 130
T 7228
9145 03
CS 150

POWER SHUTTLE Training Center St.Valentin 34

ABBREVIATIONS
LI Line interruption GV Gear valve
SE Short circuit against earth HV Holding valve
S+ Short circuit against vehicle network plus, general SV Solenoid valve
nPSI Rotational speed at power-shift transmission input Term Terminal
nPSO Rotational speed at power-shift transmission output
nDCO Rotational speed at driving clutch output
nPTO Rotational speed at PTO, driving speed
MC Main clutch
MCped Main clutch pedal
ID Input, digital
IU Analog input voltage (U)
IR Analog input resistance (R)
IF Input frequency (F)
OU Output voltage (U) (supply plus sensor system)
SES Supply earth sensor (sensor system)
SESA Supply earth sensor, analog (sensor system)
ODE Output digital earth
OIP Output current (I) proportional
SPS Supply Plus (actuator system)

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 11 EEPROM end-of-tape data - NORMAL operating mode - Carry out/repeat
invalid (contact pressure) - Default contact pressure MC adjustment
12 Temperature sensor LI, S+ - Default value: cold - Check cabling
(MCped holding time, splitter holding times, - Check temperature sensor
slip times) - Check sensor supply
- Same operating mode - Check vehicle network voltage
13 Temperature sensor SE - Default value: - Check cabling
(MCped holding times, splitter holding times, - Check temperature sensor
slip times) - Check sensor supply
- Same operating mode - Check vehicle network voltage
14 Synchronous neutral switch - Same operating mode - Check cabling
plausibility - Check neutral switch
- Check rot. speed sensor/cabling
nPTO, nMC
15 Warning lamp LI - Same operating mode - Check cabling
(oil pressure / MC excessive - Check lamp
rot. speed) - Check supply to warning lamp
16 Warning lamp SE - Same operating mode - Check cabling
(oil pressure / MC excessive - Check supply to warning lamp
rot. speed)
17 Warning lamp S+ - Same operating mode - Check cabling
(oil pressure / MC excessive - Check supply to warning lamp
rot. speed)
18 System pressure plausibility - Warning lamp lights up - Check oil pressure switch
- Same operating mode - Check cabling
- Check system pressure
- Check rot. speed sensor for nPSI
19 Signal line display SE - "EE" on display, continuous beep - Check cabling
- Same operating mode - Check display
20 Signal line display S+ - "EE" on display, continuous beep - Check cabling
- Same operating mode - Check display
21 Limit speed exceeded - Continuous beep as long as rot. speed is - Reduce driving speed
excessive- Same operating mode

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 22 Excess temperature - Signalled by 5x beep, then 1x every 2 min. - Reduce load
- Same operating mode - Switch off engine
27 Characteristic valve LI - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
28 Characteristic valve SE - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
29 Characteristic valve S+ - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
30 Holding valve 2 LI - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
31 Holding valve 2 SE - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
32 Holding valve 2 S+ - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
33 Holding valve 1 LI - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
34 Holding valve 1 SE - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
35 Holding valve 1 S+ - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)

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 36 Gear valve 2 LI - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
37 Gear valve 2 SE - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
38 Gear valve 2 S+ - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
39 Gear valve 1 LI - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
40 Gear valve 1 SE - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
41 Gear valve 1 S+ - ALTERNATIVE STRATEGY operating mode - Check cabling
(power-shifts locked) - Check valve
- Check valve supply (SPS2)
47 nPTO rot. speed sensor LI, - LIMP-HOME operating mode - Check cabling
S+ - Check rot. speed sensor
48 nPTO rot. speed sensor SE - LIMP-HOME operating mode - Check cabling
- Check rot. speed sensor
49 nPTO rot. speed sensor - LIMP-HOME operating mode - Ignition off/on
gradient - Check cabling
(plausibility) - Check rot. speed sensor
50 nMC rot. speed sensor LI, S+ - LIMP-HOME operating mode - Check cabling
- Check rot. speed sensor
51 nMC rot. speed sensor SE - LIMP-HOME operating mode - Check cabling
- Check rot. speed sensor
52 nMC rot. speed sensor - LIMP-HOME operating mode - Ignition off/on
gradient - Check cabling
(plausibility) - Check rot. speed sensor
53 nPSO rot. speed sensor LI, - LIMP-HOME operating mode - Check cabling
POWER SHUTTLE Training Center St.Valentin 38
 S+ - Check rot. speed sensor
54 nPSO rot. speed sensor SE - LIMP-HOME operating mode - Check cabling
- Check rot. speed sensor
55 nPSO rot. speed sensor - LIMP-HOME operating mode - Ignition off/on
gradient - Check cabling
(plausibility) - Check rot. speed sensor
56 nPSI rot. speed sensor LI, S+ - LIMP-HOME operating mode - Check cabling
- Check rot. speed sensor
57 nPSI rot. speed sensor SE - LIMP-HOME operating mode - Check cabling
- Check rot. speed sensor
58 nPSI rot. speed sensor - LIMP-HOME operating mode - Ignition off/on
gradient - Check cabling
(plausibility) - Check rot. speed sensor
64 Clutch pedal sensor system - Shift to neutral, EMERGENCY DRIVING - Ignition OFF/ON.
plausibility operating mode - End-of-tape programming
sensor/switch Make/repeat MCped adjustment
- Check/adjust mechanical tolerance
of the MCped sensor system
- Check cabling
- Check MC switch
- Check MC sensor
- Check sensor supply
- Check sensor/switch for LI,SE,S+
65 Clutch pedal sensor system - Shift to neutral, EMERGENCY DRIVING - Check cabling
LI, SE operating mode - Check sensor installation
- Check sensor
- Check sensor supply
66 Clutch pedal sensor system - Shift to neutral, EMERGENCY DRIVING - Check cabling
S+ operating mode - Check sensor installation
- Check sensor
- Check sensor supply

POWER SHUTTLE Training Center St.Valentin 39

 67 Sensor supply undervoltage - Shift to neutral, EMERGENCY DRIVING - Check cabling
operating mode - Check cabling at temperature
sensor/ clutch sensor
- Check sensor supply
68 Sensor supply - Shift to neutral, EMERGENCY DRIVING - Check cabling
Overvoltage operating mode - Check cabling at temperature
sensor/ clutch sensor
- Check sensor supply
69 Clutch pedal sensor system - Shift to neutral, EMERGENCY DRIVING - Ignition OFF/ON.
Plausibility end-of-tape data operating mode - End-of-tape programming
Make/repeat MCped adjustment
70 EEPROM end-of-tape data - Shift to neutral, EMERGENCY DRIVING - Ignition OFF/ON.
invalid (clutch pedal sensory operating mode - End-of-tape programming
system) Make/repeat MCped adjustment
76 Proportional valve LI - Shift to neutral, - Check cabling
IMMOBILISE VEHICLE operating mode - Check valve
- Check valve supply (SPS1)
77 Proportional valve SE - Shift to neutral, - Check cabling
IMMOBILISE VEHICLE operating mode - Check valve
- Check valve supply (SPS1)
79 Direction valve forward LI - Shift to neutral, - Check cabling
IMMOBILISE VEHICLE operating mode - Check valve
- Check valve supply (SPS1)
80 Direction valve forward SE - Shift to neutral, - Check cabling
IMMOBILISE VEHICLE operating mode - Check valve
- Check valve supply (SPS1)
82 Direction valve backward LI - Shift to neutral, - Check cabling
IMMOBILISE VEHICLE operating mode - Check valve
- Check valve supply (SPS1)
83 Direction valve backward SE - Shift to neutral, - Check cabling
IMMOBILISE VEHICLE operating mode - Check valve
- Check valve supply (SPS1)

POWER SHUTTLE Training Center St.Valentin 40

 85 Combinatorial - Shift to neutral, - Check cabling
driving switch fault (LI, SE, IMMOBILISE VEHICLE operating mode - Check driving switch
S+)
87 Pin coding does not match - CONTINUOUS-NEUTRAL operating mode - Check pin coding
vehicle type - Ignition off/on
(T7100/T7200) - Check end-of-tape data
Carry out end-of-tape programming
- Check cabling
89 SPS1 plausibility (SE,S+) - Shift to neutral, - Check cabling (SE, S+)
IMMOBILISE VEHICLE operating mode - Check voltage at SPS1
- Check voltage at Term.30
- Check forward/reverse valves (S+)
90 SPS2 plausibility (SE, S+) - CONTINUOUS-NEUTRAL operating mode - Check cabling (SE, S+)
- Check voltage at SPS 2
- Check voltage at Term.30
- Check cabling at GV/HV/SVterm.
(S+)
91 MC plausibility circuit - Shift to neutral, - Switch on/off crawling gear lever
IMMOBILISE VEHICLE operating mode - Plugs mixed up on rot. speed
sensors: Nmc/Npto
- Check cabling at proportional valve
(S+)
- Check prop. valve
- Check MC
- Check rot. speed sensors nPSO,
nMC
- Check hydraulic system
92 Vehicle network overvoltage - Shift to neutral, - Ignition off/on
IMMOBILISE VEHICLE operating mode - Check vehicle network
- Check cabling
93 Vehicle network undervoltage - Shift to neutral, - Ignition off/on
IMMOBILISE VEHICLE operating mode - Check vehicle network
- Check cabling
94 Proportional valve S+ - Shift to neutral, - Check cabling

POWER SHUTTLE Training Center St.Valentin 41

 IMMOBILISE VEHICLE operating mode -Check valve
95 Direction valve forward S+ - Shift to neutral, -Check cabling
IMMOBILISE VEHICLE operating mode -Check valve
96 Direction valve backward S+ - Shift to neutral, -Check cabling
IMMOBILISE VEHICLE operating mode -Check valve
97 Application fault - CONTINUOUS-NEUTRAL operating mode -Check application data
98 Configuration fault - CONTINUOUS-NEUTRAL operating mode -Ignition OFF/ON
(End-of-tape customer - Check/carry out end-of-tape
programming) programming (customer, variant)
99 EEPROM end-of-tape data - CONTINUOUS-NEUTRAL operating mode - Ignition OFF/ON
incorrect (vehicle config.) - Repeat end-of-tape programming.

POWER SHUTTLE Training Center St.Valentin 42

Miscellaneous information

Fault - effect/reaction of system Possible cause of fault Possible remedy

No display activation/"EE" display - EST45 "does not run up" - Check supply paths, LI, SE
- Communication line defective - Check fuse F24 (term.15, term.30)
- Voltage supply defective - Check communication line (LI)
Diagnosis tool cannot set up a - EST45 "does not run up" - Ignition off/on, repeat
connection - Communication line defective - Check supply paths, LI, SE
- Voltage supply defective - Check fuse (term.15, term.30)
- Check communication line (LI)
Power-shift transmission switches to - Wrong vehicle variant selected for end-of- - Check/correct vehicle variant
neutral when starting/reversing (jolt tape programming programmed for end of tape
discernible). - nPSI and nPSO rot. speed sensors defective - Check cabling for rot. speed sensors for
Display: "N", forward/reverse arrows - Defect in hydraulic system nPSI and nPSO
flash, no fault code, continuous beep - (Neutral through reversing monitor) - Check rot. speed sensors for nPSI and
nPSO
- Check hydraulic system
Automatic changing up/down in splitter, - Wrong vehicle variant selected for end-of- - Check/correct vehicle variant
shift noises approx. every 1-2 sec. tape programming programmed for end of tape
- Rot. speed sensor for nPSI and nPSO - Check cabling for rot. speed sensors for
defective, mixed up nPSI and nPSO
- Gear valves GV1/GV2 mixed up - Check cabling for gear valves GV1/Gv2
- Defect in hydraulic system - Check rot. speed sensors for nPSI and
(pressure modulation by GV toggling) nPSO
- Check hydraulic system
Short interruption in the tractive power - Wrong vehicle variant selected for end-of- - Check/correct vehicle variant
whilst driving with closed drive train tape programming programmed for end of tape
(power-shift pressure modulation) - Rot. speed sensor for nPSI and nPSO - Check cabling for rot. speed sensors for
defective nPSI and nPSO
- Defect in hydraulic system - Check rot. speed sensors for nPSI and
(pressure modulation by GV toggling) nPSO
- Check hydraulic system

POWER SHUTTLE Training Center St.Valentin 43

Automatic starting not possible, vehicle - No starting lock signal - Check starting lock signal (LI, SE, S+)
remains in neutral

POWER SHUTTLE Training Center St.Valentin 44

 Section

8
8

HOW IT WORKS

OC-LS HYDRAULIC SYSTEM

(Open Center - Load Sensing with Constant Displacement Pump)

9105a, 9115a, 9125a, 9145a,

CS110, CS120, CS130, CS150

CASE STEYR Landmaschinentechnik GmbH Sva 7-95430 EN © 1999 Case Steyr Landmaschinentechnik GmbH
Technische Dokumentation/Training Center Mai, 1999
A - 4300 St. Valentin, Steyrer Straße 32
 Contents

LS Hydraulics – Technical Data Page 8–3 – 8–5

LS Hydraulics – Introduction Page 8–6
LS Hydraulics – Auxiliary Control Unit Variants Page 8–7 – 8–8
LS Hydraulics Scheme – Components List Page 8–9
LS Hydraulics Schematic Diagrams Page 8 – 10 – 8 – 13
Pipe Layout Plan Page 8 – 14 – 8 – 16
Functional Description Page 8 – 17 – 8 – 24
Connection Plate Page 8 – 25 – 8 – 28
SB 23-LS-Q4 Auxiliary Control Unit Page 8 – 29 – 8 – 36
SB 23-LS-Q3 Auxiliary Control Unit without Latches Page 8 – 37 – 8 – 42
SB 23-LS-Q3 Auxiliary Control Unit with Latches Page 8 – 43 – 8 – 44
Electrical Auxiliary Control Unit Page 8 – 45 – 8 – 48
SB 23 LS EHR Control Unit Page 8 – 49 – 8 – 54
Fitting Instructions for LS Blocks Page 8 – 55 – 8 – 56
OC Directional Control Valve Connection Page 8 – 57 – 8 – 58
LS Directional Control Valve Connection Page 8 – 59 – 8 – 60

LS Hydraulics High Pressure Circuit – Technical Data

LS-Hydr./K. Training Center St. Valentin 8–2

Oil System: – Common (Transmission, Steering, Hydraulics)

Oil Quantity / Quality: – 721 / STOU according to ZF lubrication list TE-ML06

Oil quantity available: – with the tractor at a standstill on level ground, the normal oil level is 32 l.
– with the tractor in motion at a longitudinal or lateral angle of tilt of max. 14°, the normal oil level is 20 l.
– at an increased oil level, the above values increase by approx. 8 l.

Oil change: – after 500, 1000, and every further 1000 operating hours – at least once a year

Oil filter: – 130 l/min suction filter cartridge, filter density β18 = 75, by-pass valve opens at 0.3 bar +/- 10 %

HD Gear pump: – 32 cm³ single pump = 78 l/min at 2300 rpm – engine;

– tandem pump – 1st pump 32 cm³ = 78 l/min at 2300 rpm
2nd pump 16 cm³ = 39 l/min at 2300 rpm – engine

Connection plate: – with pressure scale, DBV is 175 bar (pilot valve) ∆p = 4 - 6 bar
∆p changeover to ∆p = 11 bar
– p max. at N = 30 bar

SB 23 Q4 (priority): – double action

– mechanical operation
– latch in positions B and F
– pressure point in position A
– freedom of movement - position
– automatic latching at approx. 150 bar (from 1. January 1999, at approx. 165 bar)
– shut-off valve in B channel
– individual pressure scale (3-way flow regulator) with setting range of 0-45 l/min
– 1st priority after steering
– leakages A → R = 18 cm³/min B → R = 1 cm³/min = at 125 bar
T = 50 °C, ν = 33 mm²/s.

LS-Hydr./K. Training Center St. Valentin 8–3

SB 23 Q3 without
latches and freedom of movement
– double-action
– mechanical operation
– shut-off valve in B channel
– individual pressure scale (2-way flow regulator) with setting range of 0 - 80 l/min
– leakages A → R = 18 cm³/min B → R = 1 cm³/min = at 125 bar
T = 50 °C, ν = 33 mm²/s

SB 23-LS-Q3 with latches

and freedom of movement:
– double-action
– mechanical operation
– latch in positions B and F
– pressure point in position A
– automatic latching at approx. 150 bar (from 1. January 1999, at 165 bar)
– freedom of movement - position
– shut-off valve in B channel
– individual pressure scale (2-way flow regulator) with setting range of 0 - 80 l/min
– leakages A -> R = 18 cm³/min B -> R = 1 cm³/min = at 125 bar
T = 50 °C, ν = 33 mm²/s

ACU EL./LS: – double-action

– electro-magnetic operation
– freedom of movement - position
– voltage of magnets = 12 VDC
– power consumption of each magnet = 32.7 W
– resistance of magnets = 2.7 Ω ± 10 %
– continuous duty (100 %)
– max. oil flow is 50 l/min (output A)
– Tightening torque for locking block Y2/4 = 25 Nm
2/4 and 3/4 directional control valves M 5x45 = 9 Nm

LS-Hydr./K. Training Center St. Valentin 8–4

SB 23 EHR-LS: – proportional, single-action, LS sublevel construction
– permissible max. pressure p = 250 bar, R1 = 30 bar
– rated pressure flow is 80 l/min
– leakages A -> R = 4 cm³/min at 125 bar, ν = 35 mm²/s
– direct slider operation through 12 V proportional magnet
– coil: R = 1.7 Ω /max. = 3.5 A
– safety valve: 220 + 20 bar

Steering servostat: – Manufacturer: Danfoss OSPQ LSR

– absorption volume of rotor pump is 80 cm³/R
– oil flow with the amplifier slide opened to the maximum is 160 cm³/R
– amplification starts at 10 rpm of the steering wheel
– PLV in the LS connection is 150 bar (from 1st June 1998, it will be 170-175 bar)

Tightening torque for block control units: see page 55.

LS-Hydr./K. Training Center St. Valentin 8–5

LS Hydraulics – Introduction

With CASE-STEYR tractors, different hydraulic systems are used for the various tractor series and sizes. Before the Load Sensing
System with fixed displacement pump (LS System) was introduced, CASE-STEYR had exclusively been using the constant flow system.
Since the performance of the hydraulics system is improving continuously and fuel consumption is becoming an issue of increasing
importance, the use of a more advanced hydraulics system is required. The most important improvements of the LS System are as
follows:

• very low neutral circulation pressure (e.g. on long road-journeys) keeps power consumption and oil heating to a minimum

• pressure scale in the connection plate reduces choke losses in the partial power range

• oil flow regulators in the mechanical control units enable operation of several consumers in parallel

• priority control in the first auxiliary control unit (Q4) keeps the hydraulic motor at a constant speed

LS-Hydr./K. Training Center St. Valentin 8–6

LS Hydraulics – Auxiliary Control Unit Variants

• The LS System is available with 2 pump variants.

Variant 1: 32 cm³ gear pump = 78 l/min at 2300 rpm engine speed
Variant 2: 32 cm³ tandem gear pump = 78 l/min and 16 cm³ tandem gear pump = 39 l/min
with a total volume flow of 117 l/min at 2300 rpm engine speed
• Front-end and rear-end lifting gear are usually available as single-action but may be ordered as double-action if required.

Variants of auxiliary control units are available in the form of four blocks:

Block 1: 1st position from left, double-action (Q3), freedom of movement, shut-off valve in plug-in connection B,
continuouslyadjustable oil quantity of 0 - 80 l/min, kick-out, mechanical operation;
2nd position double-action with freedom of movement and shut-off valve in plug-in connection B, electromagnetic operation

Block 2: 1st position from left, double-action (Q4) with freedom of movement, shut-off valve in plug-in connection B, continuously
adjustable oil quantity of 0 - 45 l/min, kick-out, mechanical joystick operation in fore and aft direction and priority over other
control units;
2nd position double-action (Q3) without freedom of movement, shut-off valve in plug-in connection B, continuously
adjustable oil quantity of 0 - 80 l/min, mechanical operation through joystick in lateral directions.
3rd position double-action with freedom of movement and shut-off valve in plug-in connection B, electromagnetic operation

Block 3: 1st position from left, double-action (Q4) with freedom of movement, shut-off valve in plug-in connection B, continuously
adjustable oil quantity of 0 - 45 l/min, kick-out, mechanical operation and priority over other control units.
2nd position is the same as for block 2, pos. 2;
3rd position is the same as for block 2, pos. 3;
4th position is the same as for the 3rd position;

Block 4: positions 1, 2, and 4 are the same as for block 3.

3rd position double-action with freedom of movement (Q3), shut-off valve in plug-in connection B, continuously adjustable oil
quantity of 0 - 80 l/min, kick-out, mechanical operation;

LS-Hydr./K. Training Center St. Valentin 8–7

Note: From the technical point of view, retrofitting of electrical and mechanical auxiliary control units at a later date is
possible. When ordering the tractor, however, the higher costs of retrofitting should be considered.

Plug-in connections: The plug-in connections used can be connected up under pressure. When connecting, the plug and the
connection can be under pressure. However, the connection must be depressurised. To enable smooth
connecting-up, it is recommended to switch the control unit to the freedom-of-movement position. In the same
way, the plug-in connections are provided with a pull-out protection and an oil tray.

LS-Hydr./K. Training Center St. Valentin 8–8

LS Hydraulics Scheme – Components List

1 Suction filter (with by-pass valve) 20 Pressure-free oil return (plug-in connection)
2 32 cm³ gear pump = 78 l/min at 2300 rpm engine speed 21 0.35 bar non-return valve
3 32 cm³ + 16 cm³ tandem pump = 120 l/min at 2300 rpm engine speed 22 1.5 bar non-return valve
4 LS steering priority valve 23 Return plate
5 Four-wheel brake control unit 24 Lubrication for rear PTO shaft
6 Line to the front axle brake 25 3 bar PLV rear axle lubrication
7 Control line from service brake 26 Lubrication of rear axle
8 Control unit – hydraulic trailer brake 27 Splash buffle
9 Plug-in connection – hydraulic trailer brake 28 Steering servostat with 150 bar PLV
10 Control line from working brake 29 Steering cylinder
11 Connection plate with pressure scale and 175 bar PLV 30 Lifting gear cylinder
12 Mechanical auxiliary control unit (depending on block variant) 31 Three-way valve for lifting/pressure
changeover
13 Mechanical auxiliary control unit (depending on block variant) 32 Double-action lifting gear cylinder
14 EHR control unit with 220+20 bar shock valve 33 p line sprung front axle
15 Spacer 96 Cooling for rear axle brake
16 Electrical or mechanical auxiliary control unit (depending on block variant) N Neutral circulation
17 Electrical Auxiliary Control Unit X Insertion plate (divides N/R channel)
18 End plate up to May 1998 p Pressure connection from the pump
19 End plate from May 1998 with LS connection for sprung front axle, R or T Return to the sump
without sprung front axle connected to the return plate LS Signal line
19 A End plate will be implemented as standard (Power Beyond) by the end of 1998 A, B Connection for consumer
55 D+ interrupter (EHR box)
EF Transfer to the connection plate
CF Transfer steering servostat

LS-Hydr./K. Training Center St. Valentin 8–9

LS-Hydr./K. Training Center St. Valentin 8 – 10
LS-Hydr./K. Training Center St. Valentin 8 – 11
LS-Hydr./K. Training Center St. Valentin 8 – 12
LS-Hydr./K. Training Center St. Valentin 8 – 13
 PIPING PLAN – POWER SHUTTLE

LS-Hydr./K. Training Center St. Valentin 8 – 14

 PIPING PLAN – POWER SHUTTLE

LS-Hydr./K. Training Center St. Valentin 8 – 15

 PIPING PLAN – POWER SHUTTLE
11 12 13 14 15 16 17 18/19

20

30 30

LS-Hydr./K. Training Center St. Valentin 8 – 16

Functional Description

Neutral circulation:

The oil taken in by the gear pump (2) is fed via a pipeline to the priority valve (4). The priority valve has not been included in this scheme
because it is not required for the direct function of the auxiliary control units. The oil flows from the priority valve (4) to the connection
plate (11). The connection plate (11) contains the pressure scale (35) which enables neutral circulation (37) due to the increasing oil
pressure applied to the spring (36). Since no consumer is operated in the neutral circulation, the pressure applied to the closed sliders
(38 + 39) of the individual consumers is very low. The neutral circulation pressure results exclusively from the force of the spring (36)
because signal line (40) merges into the return (41) and is therefore pressure-free.

LS-Hydr./K. Training Center St. Valentin 8 – 17

LS-Hydr./K. Training Center St. Valentin 8 – 18
Functional Description

One consumer in operation:

Once the consumer (I) is activated via the control slider (38) of the first control unit (12), a connection to the signalling shuttle valve (44)
leading into the signalling line is established via the hole (43). Then, the neutral circulation pressure and the spring (36) both act on the
pressure scale (35). Thus, the cross section to the neutral circulation (37) is reduced. The pressure in the pump pipeline (45) rises and
the consumer (I) is in operation. The working pressure applied to the consumer (I) results from the working resistance and the adjusted
oil quantity passing through the oil flow regulator (46) and the adjustable choke on the control unit (12). The working pressure also acts
on the pressure scale (46 = oil flow regulator) via the connection (48). Thus, the speed of the consumer (I) remains constant even with
varying work loads. The first control unit (12) of this equipment contains a three-way oil flow regulator (46), i.e. this control unit has
priority over all other control units. The surplus oil flow is passed by the three-way oil flow regulator (46) via the connection (49) to the
other consumers which are all connected in parallel. Since the consumer (I) does not use all of the oil delivered by the pump (2), the
remaining oil flows back to the neutral circulation (37) passing pressure scale (36).

LS-Hydr./K. Training Center St. Valentin 8 – 19

LS-Hydr./K. Training Center St. Valentin 8 – 20
Functional Description

Two consumers in operation:

In this scheme, the consumer (II) has been activated by the second control unit (13). The slider (39) has established the connection to
the consumer (II) via the connection (49) to the two-way oil flow regulator (20), leading to the adjustable choke (21). The working
pressure of the second consumer (II) results from the load to be moved and the working speed selected. The working speed can be
determined by means of the two-way oil flow regulator (52) and/or the adjustable choke (53). The scheme shows that the working
pressure of consumer (I) is higher than the working pressure of consumer (II) because only the highest pressure of all consumers being
operated is transmitted via the shuttle valves (44 + 45) to the pressure scale (35) in the connection plate (11). Then, the pressure scale
(35) in the connection plate (11) supplies the pressure of consumer (I) and the oil quantity of both the consumers. The excess oil flow
produced by the pump (2) flows from the pressure scale (35) into the neutral circulation (37). Only two consumers are shown in the
scheme. However, up to 4 ACU’s and the EHR control unit can be fitted to the vehicle, i.e. theoretically and practically all consumers can
work with different quantities and working pressures simultaneously, as long as the total oil flow being currently delivered by the pump is
not exceeded.

LS-Hydr./K. Training Center St. Valentin 8 – 21

LS-Hydr./K. Training Center St. Valentin 8 – 22
Functional Description

Maximum working pressure:

The cylinder (II) has run against the stopper, the second control unit (13) remains switched on. The working pressure of consumer (II)
exceeds the working pressure of consumer (I). Therefore, the signalling shuttle valve (44) switches over. Then, the working pressure of
consumer (II) acts on the pressure scale (35) in the connection plate (11). The pump pressure and/or the working pressure of consumer
(II) rises to the maximum working pressure. The choke (56) and the PLV (55) prevent the pressure from rising any further. The slider in
the pressure scale (35) opens the neutral circulation connection (37) until the forces are balanced. The pump (2) works at maximum
working pressure until consumer (II) switches off. Consumer (I) is not affected by the pressure and the varying oil quantities, i.e. the oil
flow set remains constant and the speed of the oil motor does not change.

LS-Hydr./K. Training Center St. Valentin 8 – 23

LS-Hydr./K. Training Center St. Valentin 8 – 24
Connection Plate

In addition to the inlet connection (45) and the neutral circulation connection (N), the connection plate (11) also has a pressure scale (35)
for operating the fixed displacement pump and an adjustable pressure limiting valve (55).
The pressure scale (35) fulfils the following functions:

• In conjunction with the current choke cross sections on the directional control valves – control slider (38) and/or adjustable choke (47)
– the connection plate works as a three-way flow regulator. The load pressure acts, via the (LS) control line (40), on the spring side of
the pressure scale (35). (Spring (36) plus ∆p = 11 bar.)
• When the pressure has been removed from the control line (LS) (40) (all control units are in the neutral position), the inlet pressure
(45) acts on the pressure scale (35) and causes it to open, whereby a ∆p of 4 bar is applied to the spring (36) of the neutral circulation
(N).
• The pressure scale (35) and the adjustable 175 bar PLV (55) make up the main stage of a pilot-operated pressure limiting valve which
is used to restrict the maximum working pressure.
• Test connection (76) for testing the pump pressure (from 1. January 1999, M10x1)
• Test connection (77) for testing the signal pressure (from 1. January 1999, LS M10x1)
• The sectional drawing does not show test connection (77) which is situated opposite the flange face and merges into the LS channel.

LS-Hydr./K. Training Center St. Valentin 8 – 25

LS-Hydr./K. Training Center St. Valentin 8 – 26
Connection Plate – ∆p Changeover

The volume flow passing through a choke depends on the pressure head (∆p), i.e. the greater ∆p the larger the volume flow passing
through the directional control valve. The pressure head (∆p = 4 bar) is determined by the spring (36), resulting in a volume flow which is
actually too low. By reinforcing the spring (36), larger volume flows can be obtained but when the directional control valves are in the
neutral position, the neutral circulation pressure also increases. To realise a large volume flow of 80 l/min and a low neutral circulation
pressure, a pilot valve (34) is integrated in the pressure scale (35). This valve opens, as soon as the pressure in the LS connection (40)
activates one of the directional control valves. Thus, the higher pressure from connection P (45) can be fed through the choke (57) into
the hole (58) and through the open valve (34) and be applied to the spring side of the pressure scale (35). Spring = ∆p 4 bar + ∆p of
changeover = ∆p 11 bar on the choke → resulting in a volume flow of at least 80 l/min (Q3 directional valves).

LS-Hydr./K. Training Center St. Valentin 8 – 27

LS-Hydr./K. Training Center St. Valentin 8 – 28
SB 23-LS-Q4 Auxiliary Control Unit

This directional control valve is a double-action control unit with shut-off valve in connection B, freedom-of-movement position,
mechanical lock in position B and freedom-of-movement position, pressure centre in position A, kick-out and a three-way flow regulator
which gives priority to the control unit. The flow regulator can be adjusted within a setting range of 0 - 45 l/min via a rotary knob outside
the rear window. (This Q4 control unit with priority must be fitted directly after the connection plate, otherwise the priority will be lost.
Operation via joystick in fore/aft direction.)

Neutral Position:

The oil flow is fed from the pump via the connection plate through connection (P) to the control unit (12). From there, it is fed through the
hollow slider of the three-way flow regulator (46) via the adjustable choke (47) to the closed control slider (38). The pressure being
applied presses the slider (46) against the spring (59) and opens connection (P1), which supplies all the other consumers. The spring
(51) holds the control slider (38) in the neutral position. Thus, outputs A and B are closed. In addition, B has a shut-off valve (conical
slide valve 60) which seals the output to 100 %.

LS-Hydr./K. Training Center St. Valentin 8 – 29

LS-Hydr./K. Training Center St. Valentin 8 – 30
SB 23-LS-Q4 Auxiliary Control Unit

Pressure in "B":

The slider (38) is pulled out of the control unit (12) against the spring (51); the balls (61) are latched in this position. The neutral
circulation pressure can act on the pressure scale (35) of the connection plate (11) via the connection released by the slider, the shuttle
valve (44) and the LS connection (40). In the same way, the pressure can act on the spring side of the three-way flow regulator through
the hole (62). The working pressure being produced opens the non-return valve (63) and can be fed through the open shut-off valve (60)
to output B. The oil returning from connection A can flow through the open slider (38) into the connection R. The working speed of the
relevant consumer can be adjusted by means of the displacement of the control slider (38). In the same way, the maximum flow of
0 - 45 l/min can be adjusted using the adjustable choke (47).

Kick-Out:

The automatic shutdown of the control unit shortly before reaching the maximum working pressure is referred to as "kick-out". Upon
reaching the set latching pressure of approx. 150 bar (from 1. January 1999, 165 bar), the oil pressure acts through a hole in the slider
(38) on the latching valve (66) and the piston (67). The piston, on the other hand, exerts pressure on the coned tappet (68). Then, the
balls (61) can give way and the spring (51) can shift the slider (38) to the neutral position. Using the packing rings (69), the latching
pressure can be altered. Inserting packing rings will cause the latching pressure to rise. The pressure set should never be to near the
maximum working pressure in order to ensure a safe shutdown (the temperature of the oil rises).

LS-Hydr./K. Training Center St. Valentin 8 – 31

LS-Hydr./K. Training Center St. Valentin 8 – 32
SB23-LS-Q4 Auxiliary Control Unit

Pressure in "A":

The slider (38) is pushed against the spring (51) into the control unit (12). The balls (61) sense the path and transmit the max. path via
the pressure point (no latch). The neutral circulation pressure can act on the pressure scale (35) of the connection plate (11) via the
connection released by the slider (38), the shuttle valve (44) and the LS connection (40). In the same way, the pressure can act on the
spring side of the three-way flow regulator (46) through the hole (62). Then, the working pressure being produced opens the non-return
valve (63) and can be fed through the open slider (38) to output A. The returning oil flows from connection (B) via the mechanically
opened shut-off valve (60) into the return (R).

Shut-Off Valve:

Under high load pressure, the shut-off valve (60) can only be opened via the pilot valve (64). When the slider (38) is moved, the tappet
(65) exerts pressure on the ball (64), causing the oil to flow into the chamber below the shut-off valve. The slider (38) has not yet opened
the return connection; thus, the pressure produced is the same as in output B (pressure compensation). Due to the pressure
compensation the shut-off valve (60) can be opened without the use of force. The returning oil flow can be adjusted via the fine-control
edges.

LS-Hydr./K. Training Center St. Valentin 8 – 33

LS-Hydr./K. Training Center St. Valentin 8 – 34
 SB 23-LS-Q4 Auxiliary Control Unit

Freedom of Movement:

Pushing the slider (38) over the pressure point in position (A) causes the balls (61) to latch into the freedom-of-movement position. The
shut-off valve (60) is completely open, slider (38) has connected channels A, B and R with one another. A consumer, e.g. a cylinder, can
now be freely operated. Thanks to the UPC couplings, devices under pressure can be connected up in the freedom-of-movement
position without the use of force.

LS-Hydr./K. Training Center St. Valentin 8 – 35

LS-Hydr./K. Training Center St. Valentin 8 – 36
 SB 23-LS-Q3 Auxiliary Control Unit without Latches

This double-action auxiliary control unit comprises a shut-off valve in output B, and is parallel to the p connection. An oil flow of setting of
0 - 80 l/min is made possible, pressure independent of the two-way flow regulator and the control slider (39). A max. flow of 0 - 80 l/min
can be set through the adjustable choke by means of the adjusting knob outside the rear window. The control unit is mounted in the
second position as seen from the connection plate. It is operated by means of the joystick in a lateral direction without latches.

NEUTRAL POSITION:

The control slider (39) is in the neutral position due to spring (70). The slider of the two-way flow regulator (52) is opened completely by
spring (71). The oil under neutral circulation pressure can flow through the p connection, the slider (52), and the adjustable choke (53) to
the control slider which will then stop the oil flow. Due to the neutral position of the slider (39), the LS connection is linked to the return
(R). Thus, the pressure scale (35) in the connection plate remains in neutral circulation. Outputs A and B are kept closed by the slider
(39). Connection B contains a shut-off valve (74) in order to obtain 100 % sealing.

LS-Hydr./K. Training Center St. Valentin 8 – 37

LS-Hydr./K. Training Center St. Valentin 8 – 38
 SB 23-LS-Q3 Auxiliary Control Unit without Latches

Pressure in "B":

The slider (39) is pulled out of the control unit (13) against the spring (70) (without latching). The neutral circulation pressure can flow
through the connection (P) via the slider (52), the choke (53), the open control slider (39), the shuttle valve (54) into the LS channel and
act on the pressure scale (35). In the same way, the pressure can pass through the hole (72) and act on the spring side of the two-way
flow regulator. The working pressure now being produced opens the non-return valve (73) and can be passed through the open shut-off
valve (74) to output B. The oil returning from connection (A) can flow via the slider (39) into the R connection. The working speed of the
relevant consumer can be adjusted via the travel of control slider (39). The maximum flow of 0-45 l/min can also be adjusted using the
adjustable choke (53) and remains constant even with changing working pressure.

LS-Hydr./K. Training Center St. Valentin 8 – 39

LS-Hydr./K. Training Center St. Valentin 8 – 40
 SB 23-LS-Q3 Auxiliary Control Unit without Latches

Pressure in "A":

The slider (39) is pushed against the spring (70) into the control unit (13). The neutral circulation pressure can act on the pressure scale
of the connection plate (11) via the connection enabled by the slider (39), the shuttle valve (54) and the LS channel (40). In the same
way, the pressure can pass through the hole (72) and act on the spring side of the two-way flow regulator. The working pressure now
being produced opens the non-return valve (73) and can be fed through the open slider (39) to output (A). The returning oil flows from
connection (B) via the mechanically opened shut-off valve (74) into the return (R).

Shut-Off Valve: For the functional description, see SB 23-LS-Q4 Auxiliary Control Unit, chapter Pressure in "A" (page 33).

LS-Hydr./K. Training Center St. Valentin 8 – 41

LS-Hydr./K. Training Center St. Valentin 8 – 42
 SB 23-LS-Q3 Auxiliary Control Unit with Latches

• Double-action directional control valve,

• Shut-off valve in "B"
• Freedom-of-movement position
• Latch in position "B" and freedom-of-movement position
• Kick-out (150 bar)
• Pressure point in position "A"
• Two-way flow regulator with adjustment range of 0 - 80 l/min
• In block variant 4, mounted in third position

In all positions, this control unit works the same way as the SB 23-LS-Q3 control unit without latch. Thus, the same functional description
applies with the exception of the lock and the freedom of movement. For lock and freedom of movement, see SB 23-LS-Q4.

LS-Hydr./K. Training Center St. Valentin 8 – 43

LS-Hydr./K. Training Center St. Valentin 8 – 44
 Electrical Auxiliary Control Unit

The double-action electrically operated auxiliary control unit is always fitted after the mechanical control units. Depending on the block
variant, up to 2 control units may be fitted. The directional control valves used by the control unit are so-called "black/white valves". Due
to the electrical operation, the control unit can be operated in many different ways, e.g. by means of pushbuttons on the multi controller
or joystick or via the remote control in the front grill for the front lifting gear. Electrical control units can also be operated by means of the
lever switch on the right-hand wheel cladding. The control unit can also be equipped with all three operating facilities. The locking block
Y2/4 maintains a pressure seal on output B. The freedom-of-movement position can be selected using the multi controller or the lever
switch. (With electrical control units, the amount of oil flow cannot be regulated.)

Technical data: Tightening torques:

Duty cycle: DC 100 % Securing screws M5x45 = 9 Nm

Voltage: 12 VDC Locking block Y2/4 = 25 Nm

Power consumption: 32.7 W

Oil temperature: -20 to + 100 °C

Max. operating pressure: 320 bar

Max. oil flow: 45 l/min at 50 bar

LS-Hydr./K. Training Center St. Valentin 8 – 45

LS-Hydr./K. Training Center St. Valentin 8 – 46
Electrical Auxiliary Control Unit

I Neutral position:
All solenoid valves are de-energised. Springs keep all three directional control valves in position (see drawing 1). Directional control
valve 2/4 links channel P with A. Channel A is closed. The directional control valve 2/4 links the LS channel with the return. Thus, the
pressures scale (35) in the connection plate (11) remains in neutral circulation. Control valve 4/3 keeps outputs A and B closed. In
addition, the locking block Y2/4 maintains a pressure seal on output B.
II Pressure A:
The solenoid valves Y2/1, Y2/3, and Y2/4 are energised. On the one hand, the neutral circulation pressure is fed through the 2/4
directional control valve to the shuttle valve (75) into the (LS) channel and can act on the pressure scale (35), and on the other hand,
it is fed through the 4/3 directional control valve to output (A). The oil returning from connection (B) can flow through the open Y2/4
locking block and the 4/3 directional control valve into the return.
III Pressure B:
The solenoid valves Y2/1 and Y2/2 are energised. On the one hand, the neutral circulation pressure is fed through the 2/4 directional
control valve to the shuttle valve (75) into the (LS) channel and can act on the pressure scale (35), and on the other hand, it is fed
through the 4/3 directional control valve and the Y2/4 locking block – which acts in this flow direction like a non-return valve – to output
(B). The returning oil flows through the 4/3 directional control valve into the return (R).
IV Freedom-of-movement position:
The solenoid valves Y2/2 and Y2/4 are energised. The oil can flow from output (B) via the open Y2/4 locking block through the 3/4 and
the 2/4 directional control valves into the return connection (R). At the same time, output (A) is also connected to the return via the 4/3
directional control valve. In this position, the hydraulic oil passing the outputs (A) and (B) can flow in both directions. This example
shows, that the piston in the cylinder can move freely.

LS-Hydr./K. Training Center St. Valentin 8 – 47

LS-Hydr./K. Training Center St. Valentin 8 – 48
 SB 23-LS EHR Control Unit

General information:
The EHR control unit is mounted in the third position after the connection plate. It is an electro-magnetic proportional control unit of plate
construction with an integrated two-way flow regulator in parallel to the P channel. The magnets are controlled via the A55 E-box by
means of pulse-bandwidth modulation.

Neutral Position:
The magnets (H) and (S) are de-energised. The slider (79) of the two-way flow regulator has been shifted by the spring (75) against the
neutral circulation pressure to a balanced position. The pressure can be fed from connection (P) to the closed slider (80). The (LS)
channel is also connected via slider (80) for lifting, with connection (R). The load pressure from output (A) acts on the conical slide valve
(81), the load safety valve (82), the pilot cone (83), and the main conical slide valve for lowering.

Emergency Operation:
In case of an electrical or electronic failure the slider can be operated manually to raise or lower the lifting gear. The relevant magnet
must6 be pushed onto the rubber cap by means of a pin. (it is not necessary to run the engine to lower)

WARNING: In case the control unit has to be disassembled for cleaning or repair (see maintenance manual), care should be taken not
to remove the positioning screws (92) and (94). Otherwise, the adjustment of the control unit will be altered. If the control
unit has been misaligned, it must be replaced (replacement unit).

LS-Hydr./K. Training Center St. Valentin 8 – 49

LS-Hydr./K. Training Center St. Valentin 8 – 50
 SB 23-LS EHR Control Unit

RAISING:

The E-box (A 55) energises magnet (H). The current supplied is proportional to the control deviation. The slider (80) is pushed against
the spring (85) of the magnet (H). The pressurised oil from connection (P) can, on the one hand, now flow via the open slider (80)
through the hole (86) and act on the spring side of the two-way flow regulator (79), and on the other hand, flow via the shuttle valve (90)
into the LS channel and act on the pressure scale (35) of the connection plate (11). At the same time, the oil flowing to output (A) causes
the conical slide valve (81) to open. The working pressure being produced results from the implement load and the lifting speed. The
lifting speed depends on the electrical current, which flows through magnet (H) and causes slider (80) to open. Slider (80) acts as an
adjustable choke for the two-way flow regulator (79).

This results in the following options:

1. A lifting speed which does not depend on the load or the pump flow
2. Parallel operation of several auxiliary control units, steering and EHR which work with different flow rates and pressures until such
time as the current pump flow is achieved.

LS-Hydr./K. Training Center St. Valentin 8 – 51

LS-Hydr./K. Training Center St. Valentin 8 – 52
SB 23-LS EHR Control Unit

LOWERING:

Depending on the adjustment of the potentiometer for the lowering speed (nominal value), the EHR box supplies the magnet (S) with a
defined current. The position sensor transmits the actual lowering speed value to the EHR box, which continuously compares the
nominal and actual values and adjusts the current supply to the magnet (S) accordingly. This results in a lowering speed independent of
load.
By supplying the magnet (S) with current, the pilot cone (83) opens and the load pressure on the rear side (89) of the main cone (84) is
passed into the return. Then, the pressure acting on the front side opens the main cone (84). Thus, the travel of the main cone (84) is
determined by the travel of the magnet (S) and the pilot cone (83). Opening the main cone (84) causes the pilot cone (83) to close.
When the pilot cone (83) is closed, the load pressure on the rear side (89) can act on the main cone. The returning oil can flow through
an external line (R1) into the sump.

LS-Hydr./K. Training Center St. Valentin 8 – 53

LS-Hydr./K. Training Center St. Valentin 8 – 54
 Fitting Instructions for LS Blocks

• When fitting the individual blocks, care should be taken that in certain points between the control units which have been marked in the
drawing with the letter (Z) (very thin intermediate disks), one intermediate disk must be mounted per securing screw. The intermediate
disks (Z) must be fitted to obtain a contact point and to avoid distortion of the control units.
• In the drawing, the securing screws are listed in sequence:
Tighten A -> B -> C using the specified tightening torque
A and B = 25 + 8 Nm
C = 14 + 5 Nm
The property class of the screws and nuts is 10.9
• The insertion plate (X) separates the return from the neutral circulation channel.
To avoid the insertion plate to falling out, grease should be used when fitting it in the connection plate (11).

LS-Hydr./K. Training Center St. Valentin 8 – 55

LS-Hydr./K. Training Center St. Valentin 8 – 56
OC Directional Control Valve Connection

It is possible to integrate OC directional control valves, for the front loader or other consumers, into the hydraulics circuit. The connection
must be established as described in the following scheme (broken lines). Under no circumstances must a consumer be fitted between
the pump and the priority valve, otherwise the priority of the steering would be lost. Care should also be taken that the max. oil flow of
the directional control valve equals or exceeds 80 l. In the directional control valve, a 175 bar pressure limiting valve must be integrated
in order to protect the hydraulic pump.

LS-Hydr./K. Training Center St. Valentin 8 – 57

LS-Hydr./K. Training Center St. Valentin 8 – 58
 LS Directional Control Valve Connection

If the factory fitted equipment is insufficient, it is possible connect LS directional control valves and harvesting machines as described in
the following scheme.
There are two possible variants:

1. For tractors without a sprung front axle, the LS line must be connected to the return plate and linked to the directional control valve by
means of the LS connection. Tractors with end plate (18 + 19) must be modified to end plate (19 A).
2. For tractors with sprung front axle, the LS line must be connected to the end plate and fitted with an external shuttle valve as
described in the following scheme (item 98). This shuttle valve is commercially available and can be ordered from Messrs. Parker
under the designation ERMETO WV8-PL (M14 x 1,5). Production of the end plate (19A) will start by the end of 1998. Until then, this
hole in the P channel must be drilled in the workshop.

LS-Hydr./K. Training Center St. Valentin 8 – 59

LS-Hydr./K. Training Center St. Valentin 8 – 60