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ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 1
ZF - ERGOPOWER TRANSMISSION
6 WG-210
DESCRIPTION
INSTALLATION INSTRUCTIONS
OPERATION
MAINTENANCE
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 2
FUNCTION OF THE CONVERTER
The converter is working according to the Trilok-System, i.e. it assumes at a high turbine
speed the characteristics, and with it the favourable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favourable
operating conditions are existing for each installation case.
The Torque converter is composed of 3 main components:
Pump wheel - Turbine wheel - Stator (Reaction member)
These 3 impellers are arranged in such a ring-shaped system that the fluid is streaming
through the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In
this way, the converter can fulfil its task to multiply the torque of the engine and at the
same time, the escaping oil dissipates the heat created in the converter.
The oil, which is streaming out of the pump wheel, enters the turbine wheel and is there
reversed in the direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft are
receiving a more or less high reaction torque. The stator (reaction member), following the
turbine, has the task to reverse the oil, which is streaming out of the turbine again, and to
deliver it with the suitable discharge direction to the pump wheel.
Due to the reversion, the stator is receiving a reaction torque.
The relation turbine torque/pump torque is called torque multiplication. This is the higher,
the greater the speed difference between pump wheel and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.
With increasing output speed, the torque multiplication is decreasing. The adaption of the
out-put speed to a certain required output torque is infinitely variable and automatically
achieved by the torque converter.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 3
If the turbine speed has reached about 80% of the pump speed, the torque multiplication
becomes 1,0, i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, it is backing
up the torque upon the housing in the conversion range, and is released in the clutch field.
In this way, the stator can rotate freely.
FUNCTION OF HYDRODYNAMIC CONVERTER
(SCHEMATIC VIEW)
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 4
WK (CONVERTER LOCK-UP CLUTCH )
Legend:
1 = Cup spring 4 = Circuit cover/Pump wheel
2 = Plate pack 5 = Turbine wheel
3 = Stator 6 = Piston
At closed converter lock-up clutch (WK), the drag between pump wheel and turbine wheel,
and therefore the hydraulic loss in the converter is equal to „Zero“.
The converter lock-up clutch (WK) is automatically shifted by the EST-37. The speed is
picked up on the turbine side by an impulse sensor.
The pressure oil (15 + 1 bar) for the closing of the clutch WK is directed via a solenoid
shift valve to the WK. At the closing of the WK, the plate pack is com-pressed by a piston
which is movable in axial direction.
A cup spring is pushing back the piston.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 5
STALL TESTING
Stall testing is performed to determine whether a power complaint is due to an engine
problem or transmission malfunction.
Stall speed is the maximum engine RPM attainable when the engine is at full throttle and
when the torque converter turbine is not moving, or “stalled.”
During stall test, compare actual engine speed at full throttle stall with established engine
manufacturer’s specifications
STALL TEST PROCEDURE
To bring oil temperature up to stall testing temperature:
1. Ensure that all oil levels are correct.
2. Place chocks in-front and behind wheels.
3. Ensure that no person is working on or under the machine.
4. Start the engine and let it idle.
5. Apply the park brake.
6. Let the air pressure build up until the low air pressure buzzer goes off.
7. Converter out temperature must be watched .
8. Push brake pedal down and keep it down.
9. Select 6th gear.
10. Push accelerator pedal until engine is running at 1000RPM and keep at this RPM for
no longer than 20 seconds.
11. Remove foot from accelerator pedal and select neutral.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 6
12. Push accelerator until engine is running at 1000RPM and keep there for no longer
than 10-15 seconds.
13. Remove foot from accelerator pedal.
14. Repeat steps 9 to 14 until the converter temperature reaches 45 degrees Celsius,
then repeat steps 9 to 14 but taking the engine RPM up to maximum.
15. Repeat steps 9 to 15 until converter temperature is more than 100 degrees Celsius
(212 ºF), but not exceeding 125 degrees Celsius (275 ºF) and sump oil temperature is
more than 40 °C (104 °F) but not less than 80 °C (176 °F).
Checking of stall RPM:
1. Bring converter temperature up to 100 degrees Celsius (212º F) as described above.
2. Select sixth gear and apply foot brake pedal and keep it down.
3. Push accelerator pedal all the way down.
4. After 10 - 15 seconds the RPM will stabilize making sure the sump temperature does
not exceed 100 °C or (212 °F).
5. This stabilised RPM will be the stall RPM. (Refer to table below.)
6. Do not keep the accelerator pedal fully depressed for longer than 30 seconds .
7. Remove foot from accelerator pedal.
8. Select neutral.
9. Let engine idle for at least 1 minute before switching off.
NOTE: NEVER STALL FOR LONGER THAN 30 SECONDS.
NOTE: IF YOU HAVE A PROLINK AVAILABLE THE OPTIMUM RANGE TO STALL IN
IS FOURTH RANGE.
NOTE: ALWAYS REFER TO LATEST SERVICE BULLETIN FOR STALL SPEED
SPECIFICATIONS.
ADT STALL SPEEDS (As per service bulletin 2000/006)
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 7
STALL CHART FOR “C” SERIES ADT’S
Machine Engine Power(kw) Rpm Low Idle
(Rpm)
High idle
(Rpm)
Stall
(Rpm)
B17C 6x4 OM366A 129KW 2600 600+_20 2770+-50 1683
B20C 6X4 OM366LA 171KW 2400 700+_20 2610+_50 1911
B20CE
6X6
OM366LA 171KW 2400 700+_20 2610+_50 1911
B25C 6X4 OM366LA 185KW 2500 700+_20 2710+_50 1987
B25C6X6 OM366LA 185KW 2500 700+_20 2710+_50 1987
B25CR OM366LA 185KW 2500 700+_20 2710+_50 1987
B30CE
6X6
OM442 195KW 2100 600+_20 2300+-50 1781
B35C 6X6 OM442A 250KW 2100 700+_20 2300+_50 1418
B40C6X6 OM442LA 320KW 2100 700+_20 2300+_50 1568
ANALYZING STALL TEST RESULTS
If stall test readings are 150 RPM higher or lower than specifications....
• The stall test readings are acceptable.
• Stall test readings may vary slightly above or below specifications, depending on
ambient temperature, altitude, tachometer variations and other conditions.
If stall test readings are 200 RPM or more below specifications....
• The engine may be down on power
• The engine may not be attaining full fuel
If stall test readings are extremely low (about 30% lower than specifications...
• The engine may be severely down on power
• The engine may not be attaining full fuel
• The converter stator may be freewheeling
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 8
If stall test readings are 200 RPM or more above specifications...
• The transmission may have slipping clutches
• Transmission oil level might be too low or high
• Converter out pressure may be too low due to internal transmission problem.
If stall test readings are normal, but there are high converter out temperatures after cool
down...
• The converter stator may be stuck
• The transmission cooling system may not be operating properly
• The engine cooling system may not be operating properly.
TROUBLE SHOOTING A FREEWHEELING STATOR
A freewheeling stator can cause extremely low stall speeds.
• To verify a freewheeling stator prior to tear down, road test the vehicle.
• If the vehicle has no power at low speed, but performs normally at high speeds, the
stator may be freewheeling.
• Elevated oil temperatures or no full-throttle upshifts can also indicate a freewheeling
stator.
TROUBLESHOOTING A STUCK STATOR
A stuck stator can cause high converter out temperatures after cool down, despite normal
stall test readings.
• A stuck stator can also prevent the vehicle from reaching its top speed
and/or transmission overheating at highway speeds.
• to verify a stuck stator prior to tear down, stall test as follows:
• Stall until converter out temperature reaches 120-130°(250- 270 degrees Fahrenheit.)
• Place the transmission in neutral, then accelerate the engine to between 1200 and
1500-RPM for 2 to 3 minutes.
• If the converter out temperature doesn’t drop, the stator may be stuck or the
engine/transmission cooling system may be malfunctioning.
If tests confirm that the converter stator is suspect, remove and disassemble the torque
converter and inspect the stator, springs, rollers and race
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 9
CLUTCHES
The multi-speed reversing transmission in countershaft design is power shiftable by
hydraulically actuated multi-disk clutches. All gears are constantly meshing and carried on
antifriction bearings. The gear wheels, bearings and clutches are cooled and lubricated
with oil. The 6-speed transmission is equipped with 6 multi-disk clutches.
At the shifting, the actual plate pack is compressed by a piston, movable in axial direction,
which is pressurized by pressure oil. A compression spring takes over the pushing back of
the piston, thus the release of the plate pack. As to the layout of the transmission as well
as the specifications of the closed clutches.
The six clutches are labled : KV -Clutch Forward
KR -Clutch Reverse
K1 -Clutch
K2 -Clutch
K3 -Clutch
K4 -Clutch
The chart below shows the clutches engaged in there respective gears:
DIRECTION GEAR CLUTCHES ENGAGED
FORWARD 1ST K1 KV
2ND K4 K1
3RD K2 KV
4TH K4 K2
5TH K3 KV
6TH K4 K3
REVERSE 1ST KR K1
2ND KR K2
3RD KR K3
NEUTRAL
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 10
SECTIONAL VIEW OF ZF 210
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 13
INTERAXLE DIFFERENTIAL
Description:
The differential, installed in the output, has the task to transmit different torques on
the
vehicle axles and to function as intermediate compensation in the driving direction
(longitudinal directional of the vehicle).
Due to the installed differential lock, both functions can be put out of service, and a
rigid connection between the axle can be created.
The interaxle lock is enguaged by a an electrical switch on the dashboard. This
intern activates an asco-valve, allowing air to enter the piston and engage the inter-
axle lock.
Function:
The planetary drive (differential) is designed in such a way that the external internal
gear will be driven. The output is produced via the planet carrier (4) – great lever arm
– and via the internal sun gear (6) – small lever arm. Due to these different lever
arms (diameter), a torque splitting of 1 : 2 is given in the actual case as follows:
- Front axle 1/3
- Rear axle 2/3
Due to the special arrangement of the planetary gears (2 and 3) - Ravignaux-System
– the required inversion takes place within the planetary drive, so that both output
(planet carrier and sun gear are running in the same direction of rotation.
If an axle of the vehicle is showing slip, a rigid connection between the vehicle axles
can be created by the differential lock.
In this condition, a torque output of 1:1 is produced.
Operating with Inter-axle Differential Lock
NOTE: It is recommended that the inter-axle differential lock is only engaged
when the machine is operating on very poor ground conditions. The
differential lock must not be engaged when the machine is operating on tar
or graded surfaces.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 14
The inter-axle differential lock switch operates the differential lock in the transfer
case.
! CAUTION: The differential lock must not be engaged when the machine is
moving. This will cause damage to the differential. Inter-axle Differential Lock
Control Engaging the Inter-axle Differential Lock
Legend
VA = Output Front axle (converter-side)
HA = Output Rear axle
D = Engagement and disengagement Differential lock
1 = K3-Spur gear – Input
3 = Planetary gear (Ravignaux-System inner hole circle)
4 = Planet carrier
5 = Screening plate
6 = Sun gear
7 = Output shaft to the Front axle (converter-side)
8 = Internal gear
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 15
1 Front Axle Output shaft 5 Outer planetary gear 9 Inter-axle cover
2 Inter-axle lock sleeve engaged 6 Planet carrier 10 Inner planetary gear
3 Planet carrier shaft 7 Rear axle output shaft 11 Inter-axle lock actuator
4 Third speed clutch C3 gear 8 Sun Gear 12 Inter-axle lock sleeve disengage
TRANSMISION CONTROL VALVE
Transmission control
The transmission pump, necessary for the oil supply of the converter, and for the
transmission control, is located in the transmission on the engine-dependent input
shaft.
The feed rate of the pump is Q = 105 l /min, at nEngine = 2000 min -1 .
This pump is sucking the oil via the coarse filter out of the oil sump and delivers it via
the ZF-Fine filter which is also externally mounted on the transmission to the main
pressure
valve. This filter has a by-pass valve built into it ,this allows for the oil to pass
throught to the system when the oil is cold. It also allows the oil to pass through to
the sysem when the filter is blocked.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 16
The six clutches of the transmission are selected via the 6 proportional valves P1 to
P6. The proportional valve (pressure regulator unit) is composed of pressure
regulator (e.g. Y6), follow-on slide and vibration damper.
The control pressure of 9 bar for the actuation of the follow-on slides is created by
the pressure reducing valve. The hydraulic oil (16+2 bar) is directed via the follow-on
slide to the respective clutch. Due to the direct proportional selection with separate
pressure modulation for each clutch, the pressures to the clutches, which are
engaged in the gear change, will be controlled. In this way, a hydraulic intersection of
the clutches to be engaged and disengaged becomes possible.
This is creating spontaneous shiftings without traction force interruption. At the gear
change, the following criteria will be considered:
- Speed of engine, turbine, central gear train and output.
- Transmission temperature.
- Shifting mode (up-, down-, reverse shifting and speed engagement out of Neutral).
- Load condition (full and part load, traction, overrun inclusive consideration of load
cyclesduring the gear change).
The main pressure valve is limiting the max. control pressure to 16+2 bar and
releases the main flow to the converter and lubricating circuit.
In the inlet to the converter, a converter safety valve is installed which protects the
converter from high internal pressures (opening pressure 11 bar).
Within the converter, the oil serves to transmit the power according to the well-known
hydro-dynamic principle.
To avoid cavitation, the converter must be always completely filled with oil.This is
achieved by a converter pressure back-up valve, rear-mounted to the converter, with
an opening pressure of about 4,3 bar. The oil, escaping out of the converter, is
directed to a heat exchanger. From the heat exchanger, the oil is directed to the
transmission and there to the lubricating oil circuit so that all lubricating points are
supplied with cooled oil.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 18
REAR VIEW OF TRANSMISSION
1 Torque converter lockup valve 7 Transmission mounting holes
2 Hose to torque converter 8 Rear axle output shaft
3 Hydraulic pump drive 9 Output speed sensor
4 Transmission control valve 10 Transmission oil filter
5 Bleed hose from torque converter
lockup valve
11 Transmission control valve
6 Transmission oil dipstick and fill tube 12 Supply hose to torque converter lockup
valve
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 19
TEST POINTS AND THERE LOCATIONS
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 20
NO DESCIPTION PRESS CONNECTION MARK
15 TOO COOLER 1 5/16”-12 un-2b
16 FROM COOLER 1 5/16”-12 un-2b
52 BEHIND COOLER …Opening press 4,3 Bar M14X1,5
63 BEHIND COOLER Temp 100°°C/ short time120°° C M14X1,5
58 CLUTCH …………………………..K3 16+2 bar M10X1 C
53 CLUTCH FORWARD…………….KV 16+2 bar M10X1 B
57 CLUTCH …………………………..K2 16+2 bar M10X1 A
69 CONTROL UNIT………….(OPTION) 16+2 bar M16X1,5 G
65 SYSTEM PRESSURE 16+2 bar M10X1 K
51 INFRONT OF COOLER/Opening press 11 bar M10X1 H
68 SYSTEM PRESSURE 9 bar M16X1,5 J
49 PLUG CONNECTION
60 CLUTCH …………………………..K4 16+2 bar M10X1 F
55 CLUTCH REVERSE..…………….KR 16+2 bar M10X1 E
56 CLUTCH …………………………..K1 16+2 bar M10X1 D
67 LOCK UP………………………….WK 15+2 bar M10X1
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 21
TRANSMISSION CONTROL VALVE COMPONENTS
The transmission control valve assembly regulates the hydraulic control circuit of the
transmission. The control valve receives electrical signals from the transmission
controller to energize the proportional solenoids which direct oil to move the booster
valves. When the booster valves are shifted against the spring, oil pressure begins
to start modulation and fill the oncoming pack.
The transmission control valve contains:
� Pressure regulating valve
� Pressure reducing valve
� 6 dampening valves
� 6 booster valves
� 6 proportional solenoid valves
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 22
TRANSMISSION PRESSURE REGULATING CIRCUIT
The pressure regulating valve is a spring-loaded spool valve which regulates main
pressure oil by controlling flow into the control circuit. Excess oil from the control
circuit flows to the torque converter.
Main pressure oil flows to the solenoid pressure reducing valve. The pressure valve
provides a constant oil pressure to the proportional solenoids and is not affected by
shift modulation. The solenoid pressure reducing valve is not adjustable.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 23
TRANSMISSION MODULATING CIRCUIT
The six proportional solenoid valves direct oil to the booster valves to provide
machine direction, speed selection and shift modulation. The transmission controller
sends a varying electrical signal tot he proportional solenoids which controls the
speed of clutch engagement during a shift. All of the proportional solenoid valves
are identical.
� Y1 solenoid valve engages the fourth speed booster valve.
� Y2 solenoid valve engages the reverse booster valve.
� Y3 solenoid valve engages the first speed booster valve.
� Y4 solenoid valve engages the third speed booster valve.
� Y5 solenoid valve engages the forward booster valve.
� Y6 solenoid valve engages the second speed booster valve.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 24
All booster valves and springs are identical.
The dampening valves act as an accumulator in the control circuit. Any pressure
spikes will be absorbed by the dampening valve which allows for smooth and quiet
operation of the booster valves. All dampening valves and springs are identical.
Two clutch packs have to be engaged for the machine to move. One directional
clutch pack, either forward and fourth speed clutch or reverse and one speed clutch
pack, either first, second or third speed clutch.
TRANSMISSION CLUTCH MODULATION
The transmission controller will vary the clutch modulation according to a number of
speed and load factors. Therefore if clutch modulation is checked in a test condition
with the machine stopped and the transmission in stalled condition, the clutch
modulation will be different than normal operation.
The proportional solenoids control both the rate of engagement and disengagement
of clutches. This provides the optimum timing of the engaging and disengaging
clutches. This provides a smooth shift between each gear under all operating
conditions.
In neutral-to-1st forward shift only, the forward clutch is modulated. The same is true
for the reverse shift, only the reverse clutch is modulated. In all of the speed
changes in forward and reverse only the on-coming clutch is modulated.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 25
CONTROLLER
VTS-3
The gear shift control is located on the right side of the cab. The gear shift control
comprises of the gear shift control lever (2), the automatic/manual selector
button (1) and the gear selection identification plate (3).
The selector button is used to switch between manual and automatic modes.
The gear selection identification plate is a graphical representation of the gear shift
gate.
• V (Forward), is used to select a forward gear.
• N (Neutral), is used to select neutral gear.
• R (Reverse), is used to select a reverse gear.
Gear Shifting
Gear shifting in automatic is dependent upon engine speed (rev/min) and operating
conditions (on site conditions).
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 26
The position of the gear shift lever in the gear shift
gate (1) is represented by the plate (2). The driving direction is selected by the
horizontal tilting of the gear shift lever.
The following procedure must be used in gear shifting:
• Start the engine.
• Ensure that the park/emergency brake is applied.
• Apply the service brake.
Forward Selection (Automatic)
• Press in the function knob (1) and select Forward (V) by moving the gear shift lever
forward.
NOTE:If the gear shift lever is moved without depressing the function knob,
Neutral will remain selected.
• Release the park/emergency brake.
• Release the service brake and increase the engine speed (rev/min).
As the machine speed increases, the transmission will select (sequentially) the next
gear. The inhibitor will not allow a lower gear to be selected until the engine speed
has been reduce sufficiently to prevent overspeeding of the transmission.
Manual Gear Shifting
• While driving in automatic, move the gear shift lever to the right (+) to select a
higher gear or to the left (-) to select a lower gear.
• The gear shift lever is spring-loaded to the central position and either + or - will
have to be selected to keep shifting gears.
• To revert back to automatic gear selection, depress the function knob once.
• To change to a lower gear, decrease the engine speed and move the gear shift
lever to the next lower gear. All selected forward gears will be indicated on the
transmission display screen as follows:
NOTE: When driving in manual gear shift mode the arrows will not be
displayed on the screen.
Reverse Selection
NOTE: There is no automatic function on reverse gear selection. The three
reverse gears can only be individually selected manually
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 27
• From Neutral (N), select Reverse (R) on the gear selector.
• Release the park/emergency brake.
• Release the service brake and increase the engine speed (rev/min).
• As the machine speed increases, decrease the engine speed slightly and move the
gear shift lever to the right (+) to the next gear.
• As the machine speed decreases, decrease the engine speed and move the gear
shift lever to the left (-) to the next gear.
The selected reverse gears will be indicated on the Transmission display screen.
! CAUTION: Do not continually select from 1st forward to reverse as this will
cause damage to the transmission.
VTS - 3 SCHEMATIC
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 28
DISPLAY
INDICATIONS ON THE DISPLAY
STOP
h f e d
a b c g
(Sonderzeichenelemente a-h)
linkeStelle
rechteStelle
LEGEND
Specialcharacters
Display
a, f Automatic range (up shifting and downshifting)b, c, d, e Pre-selected gearg EST-37 has detected an error, is flashing.h This Special character will not be used at the EST-37
ACTUAL GEAR AND DRIVING DIRECTION:
On the two alphanumeric 16-segment displays, the EST-37 issues the actual status
of gear and driving direction.
Left position: Actual gear
Right position: Actual driving direction
ADT B30C
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BELL TRAINING 2000 ZF 29
Display of the engaged gear: Display 1, 2, ... 6
(central Side)
Waiting for Controller-Neutral:
Indication on the Display: NN (central and right Side). In this condition, Neutral is
pending on transmission.
To engage a gear, at first Neutral must be shifted on the Controller before the
electronics allows to engage a gear again.
Pre-selected Driving range:
(Special characters b, c, d, e)
The number of the lines indicates the driving range, respective to the gear pre-
selected:
1 Bar: Driving range 1
2 Bars: Driving range 2
3 Bars: Driving range 3
4 Bars: Driving range 4, 5 or 6
Display Manual/ Automatic:
(Special characters a, f)
If the two Symbols a , f (Arrows) and the bars b, c, d, e are indicated, the system is in
the Automatic mode (automatic up- and downshiftings).
⇒ Flashing of the Arrows (a, f), the KD (Kick-Down) – Mode is activated.
Display of the Cold-start phase:
Transmission stays in Neutral
Bars are flashing:
WK open
Error display:
If the system is recognizing an error, the spanner (Special symbol „g“) is flashing. If
Neutral is pre-selected on the Controller, a two-digit error number appears on the
two alphanumeric display positions (central and right Side).
If more than one error is pending, the different error numbers will be indicated one
after the other on the Display in cycles (about 1 second).
⇒⇒ The error code will be only then indicated if the Controller is in Neutral !
ADT B30C
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BELL TRAINING 2000 ZF 30
Warning display:
At exceeding the warning threshold Temperature – Sump / Retarder / behind the
Converter and the warning threshold Speed – Engine, changes the indication on the
Display to the actual gear and the corresponding
warning indicator.
⇒⇒ If several warnings are simultaneously active, only the warning with the
highest priority will be indicated.
Warning indicator Warning Priority
WR Temp. behind Retarder 1
WT Temp. behind Converter 1
WS Temperature in Sump 2
WE Engine speed 3
Display EE:
Indication on the Display: EE (central and right Side).In this state, the Display has a
timeout, i. e. it receives no Data from the EST-37. Main reasons:
- EST-37 is in TOTAL RESETTING MODE (e.g. because of output train
disconnection or external power supply at the lines to the gear-solenoid
valves). - EST-37 without supply - Data line not correctly connected, etc.
Error code definition:
The error codes are composed of two hexadecimal numbers. The first number
indicates the kind of signal, the second number the signal and the kind of
error.
⇒ Since there are different Software versions for the Customers, the listing of the
error codes must be taken from the Documentation of the Vehicle Manufacturer.
ADT B30C
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BELL TRAINING 2000 ZF 31
First Number Meaning of the Number1 hex Digital input signal2 Analog input signal hex3 hex Speed signal4 hex CAN signal error5 hex CAN signal error6 hex CAN signal error7 hex Analog current output signal8 hex Analog current output signal9 hex Digital output signalA hex Digital output signalB hex Transmission error, Clutch errorC hex Logical errorD hex Power supplyE hex Highspeed signalF hex General error
ELECTRONIC CONTROL UNIT TCU
The electrohydraulic transmission control can be automated by connection on the
electronic TCU.
The basic functions of the automatic system are the automatic shifting of speeds,
adaption of the optimum shifting points, the comfortable kickdown function as well as
comprehensive safety functions in relation to operating errors and overloading of the
power-transmitting components with a comprehensive fault storage. The control
units can be programmed – customer- and vehicle-specific – in a wide spectrum,
control parameters can be logically linked, and also special functions such as gear
limitation, converter or retarder functions can be integrated.
⇒ Due to the great number of the available TCU, the exact Technical Data
must be taken from the respective installation drawing.
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 32
AUTOMATIC CALIBRATION OF THE SHIFTING ELEMENTS (AEB)
The AEB serves to compensate tolerances (plate clearances and pressure
level),which are influencing the filling procedure of the clutches. For each clutch the
correct filling parameters for:
⇒ Period of the rapid – filling time
⇒ Level of the filling equalizing pressure are defined in a test cycle.
The filling parameters are stored, together with the ABE-Program and the driving
program in the transmission electronics. Because the Electronics will be separately
supplied, the AEB-Cycle must be started only after the installation of both
components in the vehicle, thus ensuring the correct mating (Transmission and
Electronics).
⇒ At any rate, the AEB-Cycle must be carried out at the Vehicle Manufacturer prior
to the commissioning of the vehicles.
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 33
It is imperative, to respect the following Test conditions:
- Shifting position Neutral
- Engine in idling speed
- Parking brake applied
Transmission in operating temperature
⇒ After a replacement of the transmission, the electrohydraulic control or the TCU in
thevehicle, the Aeb-Cycle must be as well carried out again. The AEB-Cycle
continues for about 3 to 4 minutes. The determined filling parameters are
stored in the EE Prom of the Electronics. In this way, the error message F6 shown
on the Display will be cancelled also at non-performed AEB.
⇒ For the start of the AEB-Cycle, there are principally two possibilities:
1. Start of the AEB by separate Tools which are connected on the diagnostic port
of the wiring. Following Tools for the AEB start will be offered by the ZF Service.:
- Mobidig 2001 (see Point 5.2 – Diagnostic systems)
Testmann (see Point 5.3 – Diagnostic systems)
-AEB Starter Order-No.: 0501 211 778
The Special Tool, developped by the ZF can be used only for the starting of the AEB
2. Start AEB by operating elements on the vehicle. For it, a CAN-Communication
between transmission and vehicle electronics is necessary.
⇒Due to the operation of the transmission, the paper friction linings, installed in the
Ergopower transmissions are settling, i.e. the plate clearance becomes greater.
Because these settling appearances can interfere the shifting quality, ZF
recommends to repeat the AEB-Cycle at the Maintenance intervals.
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 34
⇒ The ZF recommends likewise at a reduced shifting quality as first measure to
repeat the AEB-Cycle.
⇒ The AEB can be started from the following Software-No. on:
From the Version 7** on, the AEB can be started with the Tools Laptop and
MOBIDIG 2001.
From the Version 812 on, the AEB can be started with the Tools Laptop, MOBIDIG
2001 and the AEB-Starter.
SENSORS AND THERE VALUES
Temperature sensor oil sump: resistance…….1000 – 1500 Ohm
Temperature sensor retarder : resistance……..800 – 1800 Ohm
Solenoid valve WK : resistance……..60 – 80 Ohm : current…………0,25 – 0,35 A : voltage…………24V
Proportional valve : resistance……..19 Ohm ( ±10%) @ 20°C. : current………….100mA – 500mA : pressure range..0,8 – 8,3 bar
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 35
No DESCRIPTION VALUE
48 INDUCTIVE TRANSMITTER
ENGINE
47 INDUCTIVE TRANSMITTER
CENTRAL GEAR TRAIN.
21 INDUCTIVE TRANSMITTER
TURBINE
RESISTANCE : 1050 Ohm ( ±10%) @20°C.
TEMPERATURE RANGE : - 40° C TO +150° C
TIGHTENING TORQUE : MA 40 Nm
6 SPEED SENSOR
OUTPUT AND SPEEDOMETER
TEMPERATURE RANGE : - 40° C TO +150° C
OPERATING RANGE: 2Hz – 5Khz
SUPPLY VOLTAGE 24V
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 36
TPSThe ZF throttle position sensor (TPS) for the 6WG210 transmission, used on the
B30C, 300C and 2808C does not get set up using any electrical instruments such as
the Allison Pro-link. The setup of the TPS is purely visual.
See diagrams on following page
With the engine off, the arm coming off the TPS, Item 9 on Page 3 of 6, must be
set to work between the two raised points labeled low and high on the TPS.
To achieve the above the indicator pin on the arm needs to be aligned center to
center with the raised sections on the TPS. Failure to do so will have an adverse
effect on the shift quality of the transmission and if badly set will result in error
codes being shown on the display in the cab.
To set the low idle position the rod ends on Items 11 and 10 on Page 3 of 6 and
the height at which Item 11 is attached to the arm on the TPS needs to be
adjusted.
To set the high idle position the same points as mentioned above can be
adjusted however, ensuring that the low idle position does not go out. Also it
must be ensured that when setting the high idle that the accelerator pedal is up
against the kick down switch in the cab, but not engaging it, at high idle.
NOTE : When setting the low idle and high idle positions it must be ensured that
the RPMs a these points comply to those stipulated in Service Bulletin
2000/006
Once all the above points have been completed ensure that at idle the TPS is in
the position as shown in Figure 1 on Page 5 of 6 and at high idle in the position
as shown in Figure 2 on Page 6 of 6.
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 37
TPS
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 38
KICKDOWN
The kick-down switch (1) is located under the accelerator pedal. To activate the kick-
down switch the accelerator pedal must be pressed down fully. The switch is used
when a lower gear is required while using the automatic transmission mode.
GENERAL
Check the Transmission Fluid Level
Always check the fluid level at least twice. If the readings are not consistent, check
and clean the transmission breather. There are two methods for checking the
transmission fluid level, they are as follows:
• The dipstick check when the transmission fluid is cold.
• The dipstick check when the transmission fluid is hot.
Dipstick Check - Transmission Fluid COLD (Cold Check)
The Cold Check determines if the transmission has sufficient fluid to be operated
safely until a Hot Check can be made.
! CAUTION: DO NOT start the engine until the presence of transmission fluid
has been confirmed.
A cold check must be performed before start-up and the presence of sufficient
transmission fluid has been confirmed. The sump fluid temperature is then
typically16°C to 49°C (60°F to 120°F )
• Ensure that the transmission is in Neutral (N). reading.
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 39
• Unscrew and remove the dipstick (1) from the tube and wipe clean.
• Clean the end of the tube before inserting the dipstick.
• Insert the dipstick into the tube and remove to check the fluid level.
• Repeat the check procedure to verify the reading.
• If the fluid level is within the “Cold (1) and Hot (2)” band the transmission may be
operated until the fluid is hot enough to perform a “Hot Check”.
• If the fluid level is not within the “Cold and Hot “band, add or drain transmission
fluid as necessary to bring it within the band.
! CAUTION
1. The fluid level rises as the fluid temperature increases. DO NOT fill above
the “Hot” mark if the transmission fluid is below normal operating
temperatures. Normal operating temperature is 71°°C to 93°°C (160°°C to
200°° C ). The oil level at 80°°C (176°°F ) is valid and must not be exceeded.
2. The transmission must not be operated for extended periods until a “Hot
Check” has verified proper fluid level.
Dipstick Check - Transmission Fluid HOT (Hot Check)
The Hot Check verifies proper fluid level. Ensure that the transmission fluid has
reached normal operating temperature; 71°C to 93°C (160°F to 200°F )
NOTE:Check the transmission fluid temperature on the master display
unit.
°C
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 40
• Ensure that the machine is parked on a level surface and the park/emergency
brake is applied.
• Allow the engine to run at idle (500 to 700 rev/min.) in N (Neutral).
• Unscrew and remove the dipstick (1) from the tube and wipe clean.
• Clean the end of the tube before inserting the dipstick.
• Insert the dipstick into the tube and remove to check the fluid level.
• Repeat the check procedure to verify the reading.
• The safe operating fluid level is at the “Hot” mark (2).
• If the fluid level is not at the “Hot” mark, add or drain transmission fluid as
necessary to bring it to the mark.
DEFINITION OF OPERATING MODES
NORMAL:
There’s no failure detected in the transmission-system or the failure has no or slight
effects on transmission control. TCU will work without or in special cases with little
limitations. (see following table)
SCHEMATICS:
ADT B30C
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BELL TRAINING 2000 ZF 41
PAGE 42 ELECTRICAL SCHEMATIC
PAGE 43 ELECTRICAL SCHEMATIC
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BELL TRAINING 2000 ZF 44
SUBSTITUTE CLUTCH CONTROL:
TCU can’t change the gears or the direction under the control of the normal clutch
modulation. TCU uses the substitute strategy for clutch control. All modulations are
only time controlled. (Comparable with EST 25)
LIMP-HOME:
The detected failure in the system has strong limitations to transmission control.
TCU can engage only one gear in each direction. In some cases only one direction
will be possible. TCU will shift the transmission into neutral at the first occurrence of
the failure. First, the operator must shift the gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the
gear selector into forward or reverse, the TCU will select the limp-home gear.
If output speed is less than a threshold for reversal speed and TCU has changed into
the limp-home gear of the selects a shuttle shift, TCU will shift immediately into the
limp-home gear of the selected direction. If output speed is greater than the
threshold, TCU will shift the transmission into neutral. The operator has to slow
down the vehicle and must shift the gear selector into neutral position.
TRANSMISSION-SHUTDOWN:
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power
supply (VPS1).Transmission shifts to Neutral. The park brake will operate normally,
also the other functions which use ADM 1 to ADM 8.The operator has to slow down
the vehicle. The transmission will stay in neutral.
TCU-SHUTDOWN:
TCU has detected a severe failure that disables control of system.TCU will shut off
all solenoid valves and also both common power supplies (VPS1, VPS2). The park
brake will engage, also all functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 45
TABEL OF FAULT CODE - STANDARD 6 WG
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
11 LOGICAL ERROR ATGEAR RANGE SIGNALTCU detected a wrongsignal combination for thegear range� Cable from shift lever
to TCU is broken� Cable is defective
and is contacted tobattery voltage orvehicle ground
� Shift lever isdefective
�
TCU shiftstransmission toneutralOP-Mode:transmissionshutdown
� Check the cablefrom TCU to shiftlever
� Check signalcombinations ofshift leverpositions for gearrange
Failurecannot bedetected insystems withDW2/DW3shift lever
12 LOGICAL ERROR ATDIRECTION SELECTSIGNALTCU detected a wrongsignal combination for thedirection� Cable from shift lever
to TCU is broken� Cable is defective
and is contacted tobattery voltage orvehicle ground
� Shift lever isdefective
TCU shiftstransmission toneutralOP-Mode:transmissionshutdown
� Check the cablesfrom TCU to shiftlever
� Check signalcombinations ofshift leverpositions F-N-R
15 LOGICAL ERROR ATDIRECTION SELECTSIGNAL 2. SHIFTLEVERTCU detected a wrongsignal combination for thedirection� Cable from shift lever
2 to TCU is broken� Cable is defective
and is contacted tobattery voltage orvehicle ground
� Shift lever isdefective
�
TCU shiftstransmission toneutral isselector activOP-Mode:transmissionshutdown ifselector activ
� Check the cablesfrom TCU to shiftlever 2
� Check signalcombinations ofshift leverpositions F-N-R.
23 S.C. TO BATTERYVOLTAGE AT LOADSENSOR INPUT
Retarderfunction isaffected TCU
� Check the cablefrom TCU to thesensor
Availability ofretarderdepends on
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 46
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
The measured voltage istoo high:� Cable is defective
and is contacted tobattery voltage
� Load sensor has aninternal defect
� Connector pin iscontacted to batteryvoltage
uses defaultloadOP-Mode:normal
� Check theconnectors
� Check the loadsensor sensor
� Check theassemblytolerances of loadsensor
default load
24 S.C. TO GROUND ORO.C. AT LOAD SENSORINPUTThe measured voltage istoo low:� Cable is defective
and is contacted tovehicle ground
� Cable has noconnection to TCU
� Load sensor has aninternal defect
� Connector pin iscontacted to vehicleground or is broken
Retarderfunction isaffected TCUuses defaultloadOP-Mode:normal
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the loadsensor sensor
� Check theassemblytolerances of loadsensor
Availability ofretarderdepends ondefaults load
25 S.C. TO BATTERYVOLTAGE OR O.C. ATTRANSMISSION SUMPTEMPERATURESENSOR INPUTThe measured voltage istoo high:� Cable is defective
and is contacted tobattery voltage
� Cable has noconnection to TCU
� Temperature sensorhas an internal defect
� Connector pin iscontacted to batteryvoltage or is broken
No reaction,TCU usesdefaulttemperatureOP-Mode:normal
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check thetemperaturesensor
26 S.C. TO GROUND ATTRANSMISSION SUMPTEMPERATURESENSOR INPUTThe measured voltage istoo low:� Cable is defective
and is contacted tovehicle ground
No reaction,TCU usesdefaulttemperatureOP-Mode:normal
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check thetemperaturesensor
�
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 47
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
� Temperature sensorhas an internal defect
� connector pin iscontacted to vehicleground
27 S.C. TO BATTERYVOLTAGE OR O.C. ATRETARDERTEMPERATURESENSOR INPUTThe measured voltage istoo high:� Cable is defective
and is contacted tobattery voltage
� Cable has noconnection to TCU
� Temperature sensorhas an internal defect
� Connector pin iscontacted to batteryvoltage or is broken
No reaction,TCU usesdefaulttemperatureOP-Mode:normal
� Check the cablefrom TCU to thesensor
� Check the connector
28 S.C. TO GROUND ATRETARDERTEMPERATURESENSOR INPUTThe measured voltage istoo low:� Cable is defective
and is contacted tovehicle ground
� Temperature sensorhas an internal defect
� Connector pin iscontacted to vehicleground
No reaction,TCU usesdefaulttemperatureOP-Mode:normal
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check thetemperaturesensor
31 S.C. TO BATTERYVOLTAGE OR O.C. ATENGINE SPEED INPUTTCU measures a voltagehigher than 7.00 V atspeed input pin� Cable is defective
and is contacted tobattery voltage
� Cable has noconnection to TCU
� Speed sensor has aninternal defect
� Connector pin iscontacted to battery
OP-Mode:substituteclutch control
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 48
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
voltage or has nocontact
� 32 S.C. TO GROUND AT
ENGINE SPEED INPUTTCU measures a voltageless than 0.45V at speedinput in� Cable / connector is
defective and iscontacted to vehicleground
� Speed sensor has aninternal defect
OP-Mode:substituteclutch control
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
33 LOGICAL ERROR ATENGINE SPEED INPUTTCU measures a enginespeed over a thresholdand the next moment themeasured speed is zero� Cable / connector is
defective and hasbad contact
� Speed sensor has aninternal defect
� Sensor gap has thewrong size
OP-Mode:substituteclutch control
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
� Check the sensorgap
This fault isreset afterpower up ofTCU
34 S.C. TO BATTERYVOLTAGE OR O.C. ATTURBINE SPEED INPUTTCU measures a voltagehigher than 7.00 V atspeed input pin� Cable is defective
and is contacted tobattery voltage
� Cable has noconnection to TCU
� Speed sensor has aninternal defect
� Connector pin iscontacted to batteryvoltage or has nocontact
OP-Mode:substituteclutch control ifa failure isexisting atoutput speed,TCU shifts toneutral OP-Mode: limphome
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
35 S.C. TO GROUND ATTURBINE SPEED INPUTTCU measure a voltageless than 0.45V at speed
OP-Mode:substituteclutch control ifa failure is
� Check the cablefrom TCU to thesensor
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 49
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
input pin� Cable / connector is
defective and iscontacted to vehicleground
� Speed sensor has aninternal defect
existing atoutput speed,TCU shifts toneutral OP-Mode: limphome
� Check theconnectors
� Check the speedsensor
36 LOGICAL ERROR ATTURBINE SPEED INPUTTCU measures a turbinespeed over a thresholdand at the next momentthe measured speed iszero� Cable / connector is
defective and hasbad contact
� Speed sensor has aninternal defect
� Sensor gap has thewrong size
�
OP-Mode:substituteclutch control ifa failure isexisting atoutput speed,TCU shifts toneutral OP-Mode: limphome
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
� Check the sensorgap
This fault isreset afterpower up ofTCU
37 S.C. TO BATTERYVOLTAGE OR ATINTERNAL SPEEDINPUTTCU measures a voltagehigher than 7.00 Vatspeed input pin� Cable is defective
and is contacted tobattery voltage
� Cable has noconnection to TCU
� Speed sensor has aninternal defect
� Connector pin iscontacted to batteryvoltage or has nocontact
OP-Mode:substituteclutch control
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
38 S.C. TO GROUND ATINTERNAL SPEEDINPUTTCU measures a voltageless than 0.45V at speedinput pin� Cable / connector is
defective and is
OP-Mode:substituteclutch control
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 50
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
contacted to vehicleground
� Speed sensor has aninternal defect
39 LOGICAL ERROR ATINTERNAL SPEEDINPUTTCU measures a internalspeed over a thresholdand at the next momentthe measured speed iszero� Cable / connector is
defective and hasbad contact
� Speed sensor has aninternal defect
� Sensor gap has thewrong size
OP-Mode:substituteclutch control
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
� Check the sensorgap
This fault isreset afterpower up ofTCU
3A S.C. TO BATTERYVOLTAGE OR O.C. ATOUTPUT SPEED INPUTTCU measures a voltagehigher than 12.5 V atspeed input pin� Cable is defective
and is contacted tobattery voltage
� Cable has noconnection to TCU
� Speed sensor has aninternal defect
� Connector pin iscontacted to batteryvoltage or has nocontact
Special modefor gearselectionOP-Mode:substituteclutch control isa failure isexisting atturbine speed,TCU shifts toneutral OP-Mode: limphome
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
3B S.C. TO GROUND ATOUTPUT SPEED INPUTTCU measures a voltageless than 1.00 V at speedinput pin� Cable / connector is
defective and iscontacted to vehicleground
� Speed sensor has aninternal defect
Special modefor gearselection OP-Mode:substituteclutch control isa failure isexisting atturbine speed,TCU shifts toneutral OP-Mode: limphome
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
�
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 51
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
3C LOGICAL ERROR ATOUTPUT SPEED INPUTTCU measures a outputspeed over a thresholdand at the next momentthe measured speed iszero� Cable / connector is
defective and hasbad contact
� Speed sensor has aninternal defect
� Sensor gap has thewrong size
�
Special modefor gearselection OP-Mode:substituteclutch control isa failure isexisting atturbine speed,TCU shifts toneutral OP-Mode: limphome
� Check the cablefrom TCU to thesensor
� Check theconnectors
� Check the speedsensor
� Check the sensorgap
This fault isreset afterpower up ofTCU
3E OUTPUT SPEED ZERODOESN’T FIT TOOTHER SPEEDSIGNALSIf transmission is notneutral and the shiftinghas finished, TCUmeasures output speedzero and turbine speed orinternal speed not equalto zero.� Speed sensor has an
internal defect� Sensor gap has the
wrong size
Special modefor gearselection OP-Mode:substituteclutch control isa failure isexisting atturbine speed,TCU shifts toneutral OP-Mode: limphome
� Check the sensorsignal of outputspeed sensor
� Check the sensorgap of outputspeed sensor
� Check the cablefrom TCU to thesensor
This fault isreset afterpower up ofTCU
71 S.C. TO BATTERYVOLTAGE AT CLUTCHK 1The measured resistancevalue of the valve is outof limit, the voltage at K1valve is too high� Cable / connector is
defective and hascontact to batteryvoltage
� Cable / connector isdefective and hascontact to anotherregulator output ofthe TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispendingTCU shifts toneutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromTCU to thegearbox
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
ADT B30C
ZF 210 TRANSMISSION
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BELL TRAINING 2000 ZF 52
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
72 S.C. TO GROUND ATCLUTCH K1The measured resistancevalue of the valve is outof limit, the voltage at K1valve is too low.� Cable / connector is
defective and hascontact to vehicleground
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
73 O.C. AT CLUTCH K1The measured resistancevalue of the valve is outof limit.� Cable / connector is
defective and has nocontact to TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
74 S.C TO BATTERYVOLTAGE AT CLUTCHK2The measured resistancevalue of the valve is outof limit, the voltage at K2valve is too high.� Cable / connector is
defective and hascontact to batteryvoltage
� Cable / connector isdefective and hascontact to anotherregulator output ofthe TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
75 S.C. TO GROUND ATCLUTCH K2The measured resistancevalue of the valve is outof limit, the voltage at k2valve is too low.� Cable / connector is
defective an has
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutral
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulator
See ¹chapter 0
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 53
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
contact to vehicleground
� Regulator has aninternal defect
OP-Mode:TCU shutdown
resistance� Check internal
wire harness ofthe gearbox
76 O.C. AT CLUTCH K2The measured resistancevalue of the valve is outof limit� Cable / connector is
defective and has nocontact to TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
77 S.C. TO BATTERYVOLTAGE AT CLUTCHK3The measured resistancevalue of the valve is outof limit, the voltage at k3valve is to high.� Cable / connector is
defective and hascontact is batteryvoltage
� Cable / connector isdefective and hascontact to anotherregulator output ofthe TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
78 S,C, TO GROUND ATCLUTCH K3The measured resistancevalue of the valve is outof limit, the voltage at K3valve is too low.� Cable / connector is
defective and hascontact to vehicleground
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
�
See ¹chapter 0
79 O,C, AT CLUTCH K3The measured resistancevalue of the valve is outof limit.
TCU shifts toneutralOP-Mode: limphome if failure
� Check the cablefrom TCU to thegearbox
� Check the
See ¹chapter 0
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 54
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
� Cable / connector isdefective and has nocontact to TCU
� Regulator has aninternal defect
at anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
connectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
81 S.C. TO BATTERYVOLTAGE AT CLUTCHK4The measured resistancevalue of the valve is outof limit, the voltage at K4valve is too high.� Cable / connector is
defective and hascontact to batteryvoltage
� Cable / connector isdefective and hascontact to anotherregulator output ofthe TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
82 S.C. TO GROUND ATCLUTCH K4The measured resistancevalue of the valve is outof limit, the voltage at k4valve is too low.� Cable / connector is
defective and hascontact to vehicleground
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
83 O.C. AT CLUTCH K4The measured resistancevalue of the valve is outof limit.� Cable / connector is
defective and has nocontact to TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
84 S.C. TO BATTERY TCU shifts to � Check the cable See ¹
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 55
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
VOLTAGE AT CLUTCHKVThe measured resistancevalue of the valve is outof limit, the voltage at KVvalve is too high.� Cable / connector is
defective and hascontact to batteryvoltage
� Cable / connector isdefective and contactto another regulatoroutput of the TCU
� Regulator has aninternal defect
neutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
from TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
chapter 0
85 S.C. TO GROUND ATCLUTCH KVThe measured resistancevalue of the valve is outof limit, the voltage at KVvalve is too low.� Cable / connector is
defective and hascontact to vehicleground
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
86 O.C. AT CLUTCH KVThe measured resistancevalue of the valve is outof limit.� Cable / connector is
defective and has nocontact to TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
87 S.C. TO BATTERYVOLTAGE AT CLUTCHKRThe measured resistancevalue of the valve is outof limit the voltage at KRvalve is too low.� Cable / connector is
defective and hascontact to batteryvoltage
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness of
See ¹chapter 0
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 56
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
� Cable / connector isdefective and hascontact to anotherregulator output ofthe TCU
� Regulator has aninternal defect
the gearbox
88 S.C. TO GROUND ATCLUTCH KRThe measured resistancevalue of the valve is outof limit, the voltage at KRvalve is too low.� Cable / connector is
defective and hascontact to vehicleground
� Regulator has aninternal defect.
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
89 O.C. AT CLUTCH KRThe measured resistancevalue of the valve is outof limit.� Cable / connector is
defective and has nocontact to TCU
� Regulator has aninternal defect
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown
� Check the cablefrom TCU to thegearbox
� Check theconnectors fromgearbox to TCU
� Check theregulatorresistance
� Check internalwire harness ofthe gearbox
See ¹chapter 0
91 S.C. TO GROUND ATRELAY REVERSEWARNING ALARM TCUdetected a wrong voltageat the output pin, thatlooks like a s.c. Tovehicle ground� Cable is defective
and is contacted tovehicle ground
� Backup alarm devicehas an internal defect
� Connector pin iscontacted to vehicleground
Backup alarmwill be on untilTCU powerdown even iffault vanishes(looseconnection)OP-Mode:normal
� Check the cablefrom TCU to thebackup alarmdevice
� Check theconnectors frombackup alarmdevice to TCU
� Check theresistance ofbackup alarmdevice
See ¹chapter 0
92 S.C. TO BATTERYVOLTAGE AT RELAYREVERSE WARNINGALARMTCU detected a wrong
No reactionOP-Mode:normal
� Check the cablefrom TCU to thebackup alarmdevice
� Check the
See ¹chapter 0
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 57
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
voltage at the output pin,that looks like a s.c. Tobattery voltage� Cable is defective
and is contacted tobattery voltage
� Backup alarm devicehas an internal defect
� Connector pin iscontacted to batteryvoltage
connectors frombackup alarmdevice to TCU
� Check theresistance ofbackup alarmdevice
93 O.C. AT RELAYREVERSE WARNINGALARMTCU detected a wrongvoltage at the output pin,that looks like a o.c. Forthis output pin� Cable is defective
and has noconnection to TCU
� Backup alarm devicehas an internal defect
� Connector has noconnection to TCU
No reactionOP-Mode:normal
� Check the cablefrom TCU to thebackup alarmdevice
� Check theconnectors frombackup alarmdevice to TCU
� Check theresistance ofbackup alarmdevice
See ¹chapter 0
9A S.C. TO GROUND ATCONVERTER LOCK UPCLUTCHTCU detected a wrongvoltage at the output pin,that looks like a s.c. Tovehicle ground� Cable is defective
and is contacted tovehicle ground
� Converter clutchsolenoid has aninternal defect
� Connector pin iscontacted to vehicleground
No reactionOP-Mode:normal
� Check the cablefrom TCU to theconverter clutchsolenoid
� Check theconnectors fromconverter clutchsolenoid to TCU
� Check theresistance ofconverter clutchsolenoid
See ¹chapter 0
9B O.C. AT CONVERTERLOCK UP CLUTCHTCU detected a wrongvoltage at the output pin,that looks like a o.c. Forthis output pin� Cable is defective
and has noconnection to TCU
Converterclutch alwaysopen, retardernot availableOP-Mode:normal
� Check the cablefrom TCU to theconverter clutchsolenoid
� Check theconnectors fromconverter clutchsolenoid to TCU
� Check the
See ¹chapter 0
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 58
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
� Converter clutchsolenoid has aninternal defect
� Connector has noconnection to TCU
resistance ofconverter clutchsolenoid
9C S.C. TO BATTERYVOLTAGE ATCONVERTER LOCK UPCLUTCHTCU detected a wrongvoltage at the output pin,that looks like a s.c. Tobattery voltage� Cable to defective
and is contacted tobattery voltage
� Converter clutchsolenoid has aninternal defect
� Connector pin iscontacted to batteryvoltage
No reactionOP-Mode:normal
� Check the cablefrom TCU to theconverter clutchsolenoid
� Check theconnectors fromconverter clutchsolenoid to TCU
� Check theresistance ofconverter clutchsolenoid
See ¹chapter 0
9D S.C. TO GROUND ATRETARDERTCU detected a wrongvoltage at the output pin,that looks like a s.c. Tovehicle ground� Cable is defective
and is contacted tovehicle ground
� Retarder solenoidhas an internal defect
� Connector pin iscontacted to vehicleground
No reactionOP-Mode:normal
� Check the cablefrom TCU to theretarder solenoid
� Check theconnectors fromretarder solenoidto TCU
� Check theresistance ofretarder solenoid
See ¹chapter 0
9 O.C. AT RETARDERTCU detected a wrongvoltage at the output pin,that looks like a o.c. Forthis output pin� Cable is defective
and has noconnection to TCU
� Retarder solenoidhas an internal defect
� Connector has noconnection to TCU
No reactionOP-Mode:normal
� Check the cablefrom TCU to theretarder solenoid
� Check theconnectors fromretarder solenoidto TCU
� Check theresistance ofretarder solenoid
See ¹chapter 0
9F S.C. TO BATTERYVOLTAGE ATRETARDER SOLENOID
No reactionOP-Mode:normal
� Check the cablefrom TCU to theretarder solenoid
See¹ chapter0
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 59
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
TCU detected a wrongvoltage at the output pin,that looks like a s.c. Tobattery voltage� Cable is defective
and is contacted tobattery voltage
� Retarder solenoidhas an internal defect
� Connector pin iscontacted to batteryvoltage
� Check theconnectors fromretarder solenoidto TCU
� Check theresistance ofretarder solenoid
A1 S.C. TO GROUND ATDIFFLOCK SOLENOIDTCU detected a wrongvoltage at the output pin,that looks like a s.c. Tovehicle ground� Cable is defective
and is contacted tovehicle ground
� Difflock solenoid hasinternal defect
� Connector pin iscontacted to vehicleground
No reactionOP-Mode:normal
� Check the cablefrom TCU to thedifflock solenoid
� Check theconnectors fromdifflock solenoid toTCU
� Check theresistance ofdifflock solenoid
See ¹chapter 0
A2 S.C. TO BATTERYVOLTAGE AT DIFFLOCKSOLENOIDTCU detected a wrongvoltage at the output pin,that looks like a s.c. Tobattery voltage� Cable is defective
and is contacted tobattery voltage
� Difflock solenoid hasan internal defect
� Connector pin iscontacted to batteryvoltage
No reactionOP-Mode:normal
� Check the cablefrom TCU to thedifflock solenoid
� Check theconnectors fromdifflock solenoid toTCU
� Check theresistance ofdifflock solenoid
See ¹chapter 0
A3 O.C. AT DIFFLOCKSOLENOIDTCU detected a wrongvoltage at the output pin,that looks like a o.c. Forthis output pin� Cable is defective
and has noconnection to TCU
� Difflock solenoid has
No reactionOP-Mode:normal
� Check the cablefrom TCU to thedifflock solenoid
� Check theconnectors fromdifflock solenoid toTCU
� Check theresistance ofdifflock solenoid
See ¹chapter 0
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 60
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
an internal defect� Connector has no
connection to TCUA4 S.C. TO GROUND AT
WARNING SIGNALOUTPUTTCU detected a wrongvoltage at the output pin,that looks like a s.c. Tovehicle ground� Cable is defective
and is contacted tovehicle ground
� Warning device hasan internal defect
� Connector pin iscontacted to vehicleground
No reactionOP-Mode:normal
� Check the cablefrom TCU to thewarning device
� Check theconnectors fromwarning device toTCU
� Check theresistance ofwarning device
See ¹chapter 0
A5 O.C. AT WARNINGSIGNAL OUTPUTTCU detected a wrongvoltage at the output pin,that looks like a o.c. Forthis output pin� Cable is defective
and has noconnection to TCU
� Warning device hasan internal defect
� Connector has noconnection to TCU
No reactionOP-Mode:normal
� Check the cablefrom TCU to thewarning device
� Check theconnectors fromwarning device toTCU
� Check theresistance ofwarning device
See ¹chapter 0
A6 S.C. TO BATTERYVOLTAGE AT WARNINGSIGNAL OUTPUTTCU detected a wrongvoltage at the output pin,that looks like a s.c. Tobattery voltage� Cable is defective
and is contacted tobattery voltage
� Warning device hasan internal defect
� Connector pin iscontacted to batteryvoltage
No reactionOP-Mode:normal
� Check the cablefrom TCU to thewarning device
� Check theconnectors fromwarning device toTCU
� Check theresistance ofwarning device
See ¹ chapter0
B1 SLIPPAGE AT CLUTCHK1TCU calculates adifferential speed atclosed clutch K1. If thiscalculated value is out of
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch is
� Check pressure atclutch K1
� Check mainpressure in thesystem
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 61
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
range, TCU interprets thisas slipping clutch.� Low pressure at
clutch K1� Low main pressure� Wrong signal at
internal speed sensor� Wrong signal at
output speed sensor� Wrong size of the
sensor gap� Clutch is defective
pendingTCU shifts toneutralOP-Mode:TCU shutdown
� Check sensor gapat internal speedsensor
� Check sensor gapat output speedsensor
� Check signal atinternal speedsensor
� Check signal atoutput speedsensor
� Replace clutchB2 SLIPPAGE AT CLUTCH
K2TCU calculates adifferential speed atclosed clutch K2. If thiscalculated value is out ofrange, TCU interprets thisas slipping clutch.� Low pressure at
clutch k2� Low main pressure� Wrong signal at
internal speed sensor� Wrong signal at
output speed sensor� Wrong size of the
sensor gap� Clutch is defective
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispendingTCU shifts toneutralOP-Mode:TCU shutdown
� Check pressure atclutch K2
� Check mainpressure in thesystem
� Check sensor gapat internal speedsensor
� Check sensor gapat output speedsensor
� Check signal atinternal speedsensor
� Check signal atoutput speedsensor
� Replace clutchB3 SLIPPAGE AT CLUTCH
K3TCU calculates adifferential speed atclosed clutch K3. If thiscalculated value is out ofrange, TCU interprets thisas slipping clutch.� Low pressure at
clutch K3� Low main pressure� Wrong signal at
internal speed sensor� Wrong signal at
output speed sensor� Wrong size of the
sensor gap� Clutch is defective
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispendingTCU shifts toneutralOP-Mode:TCU shutdown
� Check pressure atclutch K3
� Check mainpressure in thesystem
� Check sensor gapat internal speedsensor
� Check sensor gapat output speedsensor
� Check signal atinternal speedsensor
� Check signal atoutput speedsensor
� Replace clutchB4 SLIPPAGE AT CLUTCH TCU shifts to � Check pressure at
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 62
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
K4TCU calculated adifference speed at TCUcalculates a differentialspeed at closed clutchK4. If this calculatedvalue is out of range,TCU interprets this asslipping clutch.� Low pressure at
clutch K4� Low main pressure� Wrong signal at
internal speed sensor� Wrong signal at
turbine speed sensor� Wrong size of the
sensor gap� Clutch is defective
neutralOP-Mode: limphome if failure atanother clutch ispendingTCU shifts toneutralOP-Mode: TCUshutdown
clutch K4� Check main
pressure in thesystem
� Check sensor gap atinternal speedsensor
� Check sensor gap atturbine speed sensor
� Check signal atinternal speedsensor
� Check signal atturbine speed sensor
� Replace clutch
B5 SLIPPAGE AT CLUTCHKVTCU calculates adifferential speed atclosed clutch KV. If thiscalculated value is out ofrange, TCU interprets thisas slipping clutch.� Low pressure at
clutch KV� Low main pressure� Wrong signal at
internal speed sensor� Wrong signal at
turbine speed sensor� Wrong size of the
sensor gap� Clutch is defective
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispendingTCU shifts toneutralOP-Mode:TCU shutdown
� Check pressure atclutch KV
� Check mainpressure in thesystem
� Check sensor gapat internal speedsensor
� Check sensor gapat turbine speedsensor
� Check signal atinternal speedsensor
� Check signal atturbine speedsensor
� Replace clutchB6 SLIPPAGE AT CLUTCH
KRTCU calculates adifferential speed atclosed clutch KR. If thiscalculated value is out ofrange, TCU interprets thisas slipping clutch.� Low pressure at
clutch KR� Low main pressure� Wrong signal at
internal speed sensor� Wrong signal at
TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispendingTCU shifts toneutralOP-Mode:TCU shutdown
� Check pressure atclutch KR
� Check mainpressure in thesystem
� Check sensor gapat internal speedsensor
� Check sensor gapat turbine speedsensor
� Check signal atinternal speedsensor
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 63
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
turbine speed sensor� Wrong size of the
sensor gap� Clutch is defective
� Check signal atturbine speedsensor
� Replace clutchB7 OVERTEMP SUMP
TCU measured atemperature in the oilsump that is over theallowed threshold.
No reactionOP-Mode:normal
� Cool downmachine
� Check oil level� Check
temperaturesensor
B8 OVERTEMP RETARDERTCU measured atemperature in the oilsump that is over theallowed threshold.
TCU disablesretarderOP-Mode:normal
� Cool downmachine
� Check oil level� Check
temperaturesensor
B9 OVERSPEED ENGINE RetarderappliesOP-Mode:normal
BA DIFFERENTIALPRESSURE OIL FILTERTCU measured a voltageat differential pressureswitch out of the allowedrange� Oil filter is polluted� Cable / connector is
broken or cable /connector iscontacted to batteryvoltage or vehicleground
� Differential pressureswitch is defective
No reactionOP-Mode:normal
� Check oil filter� Check wiring from
TCU to differentialpressure switch
� Check differentialpressure switch(measureresistance)
BB SLIPPAGE ATCONVERTER LOCKUPCLUTCHTCU calculates adifferential speed atclosed converter lockupclutch. If this calculatedvalue is out of range,TCU interprets this asslipping clutch.� Low pressure at
converter lockupclutch
� Low main pressure� Wrong signal at
engine speed sensor
� Check pressure atconverter lockupclutch
� Check mainpressure in thesystem
� Check sensor gapat engine speedsensor
� Check sensor gapat turbine speedsensor
� Check signal atengine speedsensor
� Check signal at
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 64
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
� Wrong signal atturbine speed sensor
� Wrong size of thesensor gap
� Clutch is defective
turbine speedsensor
� Replace clutch
BD S.C TO GROUND ATENGINE BRAKESOLENOIDTCU detected a wrongvoltage at the output pin,that looks like a s.c. Tovehicle ground� Cable is defective
and is contacted tovehicle ground
� Engine brakesolenoid has aninternal defect
� Connector pin iscontacted to vehicleground
No reactionOP-Mode:normal
� Check the cablefrom TCU to theengine brakesolenoid
� Check theconnectors fromdifflock solenoid toTCU
� Check theresistance ofdifflock solenoid
See ¹ chapter0
BE S.C. TO BATTERYVOLTAGE AT ENGINEBRAKETCU detected a wrongvoltage at the output pin,that looks like a s.c. Tobattery voltage� Cable is defective
and is contacted tobattery voltage
� Engine brakesolenoid has aninternal defect
� Connector pin iscontacted to batteryvoltage
No reactionOP-Mode:normal
� Check the cablefrom TCU to theengine brakesolenoid
� Check theconnectors fromengine brakesolenoid to TCU
� Check theresistance ofengine brakesolenoid
See ¹ chapter0
BF O.C. AT ENGINE BRAKETCU detected a wrongvoltage at the output pin,that looks like a o.c. Forthis output pin� Cable is defective
and has noconnection to TCU
� Engine brakesolenoid has aninternal defect
� Connector has noconnection to TCU
No reactionOP-Mode:normal
� Check the cablefrom TCU to theengine brakesolenoid
� Check theconnectors fromengine brakesolenoid to TCU
� Check theresistance ofengine brakesolenoid
See ¹ chapter0
D1 S.C. TO BATTERY See fault codes � Check cables and Fault codes
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 65
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
VOLTAGE AT POWERSUPPLY FOR SENSORSTCU measures more than6V at the pin AU1 (5Vsensor supply)
no. 21 to 2C connectors tosensors, which aresupplied from AU1
� Check the powersupply at the pinAU1 (should beappx. 5V)
no. 21 to no.2C may be areaction ofthis fault
D2 S.C. TO GROUND ATPOWER SUPPLY FORSENSORSTCU measures less than4V at the pin AU1 (5Vsensor supply)
See fault codeno. 21 to 2C
� Check cables andconnectors tosensors, which aresupplied from AU1
� Check the powersupply at the pinAU1 (should beappx. 5V)
Fault codesno 21 to 2Cmay be areaction ofthis fault
D3 LOW POWER ATBATTERYMeasured voltage atpower supply is lowerthan xx V
Shift to neutralOP-Mode:TCU shutdown
� Check powersupply battery
� Check cables frombatteries to TCU
� Check connectorsfrom batteries toTCU
D4 HIGH POWER ATBATTERYMeasured voltage atpower supply is higherthan xx V
Shift to neutralOP-Mode:TCU shutdown
� Check powersupply battery
� Check cables frombatteries to TCU
� Check connectorsfrom batteries toTCU
D5 ERROR AT SWITCH 1FOR VALVE POWERSUPPLY VPS 1TCU switched VPS 1 andmeasured VPS 1 is off orTCU switched off VPS 1and measured VPS 1 isstill on� Cable or connectors
are defect and arecontacted to batteryvoltage
� Cable or connectorsare defect and arecontacted to vehicleground
� Permanent powersupply KL30 missing
� TCU has an internaldefect
Shift to neutralOP-Mode:TCU shutdown
� Check fuse� Check cables form
gearbox to TCU� Check connectors
from gearbox toTCU
� Replace TCU�
D6 ERROR AT SWITCH 2FOR VALVE POWER
Shift to neutralOP-Mode:
� Check fuse� Check cables form
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 66
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
SUPPLY VPS 2TCU switched VPS 2 andmeasured VPS 2 is off orTCU switched off VPS 2and measured VPS 2 isstill on� Cable or connectors
are defect and arecontacted to batteryvoltage
� Cable or connectorsare defect and arecontacted to vehicleground
� Permanent powersupply KL30 missing
� TCU has an internaldefect
TCU shutdown gearbox to TCU� Check connectors
from gearbox toTCU
� Replace TCU
E3 S.C. TO BATTERYVOLTAGE AT DISPLAYOUTPUTTCU sends data to thedisplay and measuresalways a high voltagelevel on the connector� Cable or connectors
are defective and arecontacted to batteryvoltage
� Display has aninternal defect
No reactionOP-Mode:normal
� Check the cablefrom TCU to thedisplay
� Check theconnectors at thedisplay
� Change display
E4 S.C. TO GROUND ATDISPLAY OUTPUTTCU sends data to thedisplay and measuresalways a high voltagelevel on the connector� Cable or connectors
are defective and arecontacted to vehicleground
� Display has aninternal defect
No reactionOP-Mode:normal
� Check the cablefrom TCU to thedisplay
� Check theconnectors at thedisplay
� Change display
F1 GENERAL EEPROMFAULTTCU can’t read nonvolantile memory� TCU is defective
No reactionOP-Mode:normal
� Replace TCU Often showntogether withfault code F2
F3 APPLICATION ERRORSomething of thisapplication is wrong
Transmissionstay neutralOP-Mode:TCU shutdown
� Replace TCU!! This faultoccurs only ifan testengineer did
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 67
FaultCode[hex]
MEANING OF THEFAULT CODE possible
reason for faultdetection
Reaction ofthe TCU
Possible steps torepair
remarks
somethingwrong in theapplication ofthe vehicle
F5 CLUTCH FAILUREAEB was not able toadjust clutch fillingparameters� One of the AEB-
Values is out of limit
Transmissionstay neutralOP-Mode:TCU shutdown
� Check clutch TCU showsalso theaffectedclutch on theDisplay
F6 CLUTCH ADJUSTMENTDATA LOSTTCU was not able to readcorrect clutch adjustmentparameters� Interference during
saving data on nonvolatile memory
� TCU is brand new
No reaction,Default values= 0 for AEBoffesets usedOP-Mode:normal
� Execute AEB
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 68
MEASURING OF RESISTANCE AT ACTUATOR / SENSORS ANDCABLE
ACTUATOR:
Open circuit: R12 ≈ R1G ≈ R2G ≈ ∞Short cut to ground: R12 ≈ R; R1G ≈ 0, R2G ≈ R OR R1G≈ R, R2G ≈0 (for s.c. To ground, G is connected to vehicle ground)short cut to battery: R12 ≈ R; R1G ≈ 0, R2G ≈ R OR R1G≈ R, R2G ≈ 0 (for s.c. To battery, G is connected to battery voltage)
CABLE:
Open circuit: R12 ≈ R1P ≈ R1C ≈ R2P ≈ R2C ≈ ∞Short cut to ground: R12 ≈ 0, R1C ≈ R2C ≈ 0, R1P ≈ P2ll ≈ ∞Short cut to battery: R12 ≈ 0, R1G ≈ R2C ≈ ∞ R1P ≈ R2P ≈ 0
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 69
ERROR ERROR RESPONSE OPERATING MODEController - Drivingdirection Error
Transmission to Neutral PUT VEHICLE OUT OFSERVICE
Controller - Driving rangeError
At this system with DW 2,this Error cannot occur
NORMAL
CCO - Error Switch on CCO no more,Default value = 0 bar
NORMAL
Parking brake system Transmission in Neutral, PUT VEHICLE OUT OFSERVICE
N_MOT - Error Clutch control time -controlled, Driving strategyDefault value, Full load,Overspeed control devicevia Turbine speed
DEFAULT - CLUTCH -CONTROL
N_TUR - Error Clutch control time-controlled, Driving strategyDefault value: Full load,Overspeed control devicevia Turbine speed
DEFAULT - CLUTCH -CONTROL
N_MRK - Error Clutch control time-controlled
DEFAULT - CLUTCH -CONTROL
N_AB -Error Clutch control time-controlled, no moreAutomatic operation,Sensor failure mode(see EST = 25 V22)
DEFAULT - CLUTCH -CONTROL
Temperature sensor -Error
Default value: Operatingtemperature (80ºC)
NORMAL
Power supply voltage -Error
Switch off Outputs,Transmission Neutral
PERMANENT - NEUTRAL
RFS - Error - KMRFS - Error - LURFS - Error - KUB
No responseSelectable via Informationfield parameters:- no more reversing,- Reversing up to standstill- no response
NORMALNORMAL
PBR - Error - KMPBR - Error - LUPBR - Error - KUB
Parking brake can beclosed by cut-off of thevalve supply VPS 2Transmission to Neutral
LIMP - HOMEPUT VEHICLE OUT OFSERVICE
ASP - Error - KMASP - Error - LUASP - Error - KUB
At first, the Starter inerlockfunction must be defined
tbd
ADT B30C
ZF 210 TRANSMISSION
COPYRIGHT REFERENCE PAGE
BELL TRAINING 2000 ZF 70
K1 - Error - KMK1 - Error - LUK1 - Error - KUB
Driving in a Speed(Speed with suitableclutches)
LIMP - HOME
K2 - Error - KMK2 - Error - LUK2 - Error - KUB
Driving in a Speed(Speed with suitableclutches)
LIMP - HOME
K3 - Error - KMK3 - Error - LUK3 - Error - KUB
Driving in a Speed(Speed with suitableclutches)
LIMP - HOME
K4 - Error - KMK4 - Error - LUK4 - Error - KUB
Driving in a Speed(Speed with suitableclutches)
LIMP - HOME
KV - Error - KMKV - Error - LUKV - Error - KUB
Driving in a Speed(Speed with suitableclutches)
LIMP - HOME
KR - Error - KMKR - Error - LUKR - Error - KUB
Driving in a Speed(Speed with suitableclutches)
LIMP - HOME
Error - KMOn several clutches
Transmission to Neutral PUT VEHICLE OUT OFSERVICE
CAN _Error Put vehicle out of service,if the control has no validVehicle identificationstored.No response
PERMANENT NEUTRALNORMAL
Display - Error No response NORMAL
Legend: KM Short circuit againstearth,
Permanent currenton the component
LU Line interruption, Interruption to thecomponent
KUB Kurzschluß nachUbat (Powersupply),
Over current
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