B30C Transmission

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



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



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



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



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



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



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



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



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



SECTIONAL VIEW OF ZF 210

ADT B30C

ZF 210 TRANSMISSION



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



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



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



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



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



TEST POINTS AND THERE LOCATIONS

ADT B30C

ZF 210 TRANSMISSION



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



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



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



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



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



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



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



• 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



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

ZF 210 TRANSMISSION



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

ZF 210 TRANSMISSION



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

ZF 210 TRANSMISSION



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



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



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



⇒ 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



No DESCRIPTION VALUE

48 INDUCTIVE TRANSMITTER

ENGINE


CENTRAL GEAR TRAIN.


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



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



TPS

ADT B30C

ZF 210 TRANSMISSION



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



• 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



• 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

ZF 210 TRANSMISSION



PAGE 42 ELECTRICAL SCHEMATIC

PAGE 43 ELECTRICAL SCHEMATIC

ADT B30C

ZF 210 TRANSMISSION



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



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



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



�

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



FaultCode[hex]



Reaction ofthe TCU


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 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



� Temperature sensorhas an internal defect

� Connector pin iscontacted to batteryvoltage or is broken

No reaction,TCU usesdefaulttemperatureOP-Mode:normal



� Check thetemperaturesensor

26 S.C. TO GROUND ATTRANSMISSION SUMPTEMPERATURESENSOR INPUTThe measured voltage istoo low:� Cable is defective






�

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks


� connector pin iscontacted to vehicleground

27 S.C. TO BATTERYVOLTAGE OR O.C. ATRETARDERTEMPERATURESENSOR INPUTThe measured voltage istoo high:� Cable is defective




� Connector pin iscontacted to batteryvoltage or is broken



� Check the connector

28 S.C. TO GROUND ATRETARDERTEMPERATURESENSOR INPUTThe measured voltage istoo low:� Cable is defective



� Connector pin iscontacted to vehicleground





31 S.C. TO BATTERYVOLTAGE OR O.C. ATENGINE SPEED INPUTTCU measures a voltagehigher than 7.00 V atspeed input pin� Cable is defective



� Speed sensor has aninternal defect

� Connector pin iscontacted to battery

OP-Mode:substituteclutch control



� Check the speedsensor

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


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






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


� Sensor gap has thewrong size





� 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




� Connector pin iscontacted to batteryvoltage or has nocontact

OP-Mode:substituteclutch control ifa failure isexisting atoutput speed,TCU shifts toneutral OP-Mode: limphome




35 S.C. TO GROUND ATTURBINE SPEED INPUTTCU measure a voltageless than 0.45V at speed

OP-Mode:substituteclutch control ifa failure is


ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks

input pin� Cable / connector is



existing atoutput speed,TCU shifts toneutral OP-Mode: limphome



36 LOGICAL ERROR ATTURBINE SPEED INPUTTCU measures a turbinespeed over a thresholdand at the next momentthe measured speed iszero� Cable / connector is




�

OP-Mode:substituteclutch control ifa failure isexisting atoutput speed,TCU shifts toneutral OP-Mode: limphome






37 S.C. TO BATTERYVOLTAGE OR ATINTERNAL SPEEDINPUTTCU measures a voltagehigher than 7.00 Vatspeed input pin� Cable is defective









38 S.C. TO GROUND ATINTERNAL SPEEDINPUTTCU measures a voltageless than 0.45V at speedinput pin� Cable / connector is

defective and is





ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks

contacted to vehicleground


39 LOGICAL ERROR ATINTERNAL SPEEDINPUTTCU measures a internalspeed over a thresholdand at the next momentthe measured speed iszero� Cable / connector is










3A S.C. TO BATTERYVOLTAGE OR O.C. ATOUTPUT SPEED INPUTTCU measures a voltagehigher than 12.5 V atspeed input pin� Cable is defective





Special modefor gearselectionOP-Mode:substituteclutch control isa failure isexisting atturbine speed,TCU shifts toneutral OP-Mode: limphome




3B S.C. TO GROUND ATOUTPUT SPEED INPUTTCU measures a voltageless than 1.00 V at speedinput pin� Cable / connector is



Special modefor gearselection OP-Mode:substituteclutch control isa failure isexisting atturbine speed,TCU shifts toneutral OP-Mode: limphome




�

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks

3C LOGICAL ERROR ATOUTPUT SPEED INPUTTCU measures a outputspeed over a thresholdand at the next momentthe measured speed iszero� Cable / connector is




�







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


� Check the sensorsignal of outputspeed sensor

� Check the sensorgap of outputspeed sensor



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



FaultCode[hex]



Reaction ofthe TCU


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


TCU shifts toneutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown


� Check theconnectors fromgearbox to TCU



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







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









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 theregulator

See ¹chapter 0

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks

contact to vehicleground


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








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








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








�

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

See ¹chapter 0

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks

� Cable / connector isdefective and has nocontact to TCU


at anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown

connectors fromgearbox to TCU



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









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








See ¹chapter 0

83 O.C. AT CLUTCH K4The measured resistancevalue of the valve is outof limit.� Cable / connector is








See ¹chapter 0

84 S.C. TO BATTERY TCU shifts to � Check the cable See ¹

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks

VOLTAGE AT CLUTCHKVThe measured resistancevalue of the valve is outof limit, the voltage at KVvalve is too high.� Cable / connector is


� Cable / connector isdefective and contactto another regulatoroutput of the TCU


neutralOP-Mode: limphome if failureat anotherclutch ispending TCUshifts to neutralOP-Mode:TCU shutdown

from TCU to thegearbox




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








See ¹chapter 0

86 O.C. AT CLUTCH KVThe measured resistancevalue of the valve is outof limit.� Cable / connector is








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






� Check internalwire harness of

See ¹chapter 0

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks



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


� Regulator has aninternal defect.






See ¹chapter 0

89 O.C. AT CLUTCH KRThe measured resistancevalue of the valve is outof limit.� Cable / connector is








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


� Backup alarm devicehas an internal defect


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

See ¹chapter 0

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks

voltage at the output pin,that looks like a s.c. Tobattery voltage� Cable is defective




connectors frombackup alarmdevice to TCU


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


� Connector has noconnection to TCU



� Check theconnectors frombackup alarmdevice to TCU


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


� Converter clutchsolenoid has aninternal defect



� 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


Converterclutch alwaysopen, retardernot availableOP-Mode:normal



� Check the

See ¹chapter 0

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks



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







� 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


� Retarder solenoidhas an internal defect



� 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








See ¹chapter 0

9F S.C. TO BATTERYVOLTAGE ATRETARDER SOLENOID



See¹ chapter0

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks

TCU detected a wrongvoltage at the output pin,that looks like a s.c. Tobattery voltage� Cable is defective






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


� Difflock solenoid hasinternal defect



� 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


� Difflock solenoid hasan internal defect






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


� Difflock solenoid has





See ¹chapter 0

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


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


� Warning device hasan internal defect



� 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








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








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



FaultCode[hex]



Reaction ofthe TCU


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












K3TCU calculates adifferential speed atclosed clutch K3. If thiscalculated value is out ofrange, TCU interprets thisas slipping clutch.� Low pressure at












� Replace clutchB4 SLIPPAGE AT CLUTCH TCU shifts to � Check pressure at

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


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



turbine speed sensor� Wrong size of the


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 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





� Check pressure atclutch KV



� Check sensor gapat turbine speedsensor


� Check signal atturbine speedsensor


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



� Check pressure atclutch KR





ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


remarks



� Check signal atturbine speedsensor

� Replace clutchB7 OVERTEMP SUMP

TCU measured atemperature in the oilsump that is over theallowed threshold.


� 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


� 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 sensor gapat engine speedsensor


� Check signal atengine speedsensor

� Check signal at

ADT B30C

ZF 210 TRANSMISSION



FaultCode[hex]



Reaction ofthe TCU


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


� Engine brakesolenoid has aninternal defect



� Check the cablefrom TCU to theengine brakesolenoid



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






� 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






� 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



FaultCode[hex]



Reaction ofthe TCU


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


� 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


� 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



FaultCode[hex]



Reaction ofthe TCU


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


� 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


� Check the cablefrom TCU to thedisplay

� Check theconnectors at thedisplay

� Change display

F1 GENERAL EEPROMFAULTTCU can’t read nonvolantile memory� TCU is defective


� 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



FaultCode[hex]



Reaction ofthe TCU


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



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



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


N_MRK - Error Clutch control time-controlled


N_AB -Error Clutch control time-controlled, no moreAutomatic operation,Sensor failure mode(see EST = 25 V22)


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



K1 - Error - KMK1 - Error - LUK1 - Error - KUB

Driving in a Speed(Speed with suitableclutches)

LIMP - HOME



LIMP - HOME



LIMP - HOME



LIMP - HOME

KV - Error - KMKV - Error - LUKV - Error - KUB


LIMP - HOME

KR - Error - KMKR - Error - LUKR - Error - KUB


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

Documents

B30C Transmission