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
manufacturers 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 F), but not exceeding 125 degrees Celsius (275 F) 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 (212 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 ADTS
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 doesnt 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
S
T
O
P
h f e d
a b c g
(Sonderzeichenelemente a-h)
linke
Stelle
rechte
Stelle
LEGEND
Special
characters
Display
a, f Automatic range (up shifting and downshifting)
b, c, d, e Pre-selected gear
g 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 Number
1 hex Digital input signal
2 Analog input signal hex
3 hex Speed signal
4 hex CAN signal error
7 hex Analog current output signal
8 hex Analog current output signal
9 hex Digital output signal
A hex Digital output signal
B hex Transmission error, Clutch error
C hex Logical error
D hex Power supply
E hex Highspeed signal
F 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
: current0,25 0,35 A
: voltage24V
Proportional valve : resistance..19 Ohm ( 10%) @ 20C.
: 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%) @20C.
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
TPS
The 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
typically16C to 49C (60F to 120F )
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; 71C to 93C (160F to 200F )
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:
Theres 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 cant 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
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
11 LOGICAL ERROR AT
GEAR RANGE SIGNAL
TCU detected a wrong
signal combination for the
gear range
Cable from shift lever
to TCU is broken
Cable is defective
and is contacted to
battery voltage or
vehicle ground
Shift lever is
defective

TCU shifts
transmission to
neutral
OP-Mode:
transmission
shutdown
Check the cable
from TCU to shift
lever
Check signal
combinations of
shift lever
positions for gear
range
Failure
cannot be
detected in
systems with
DW2/DW3
shift lever
12 LOGICAL ERROR AT
DIRECTION SELECT
SIGNAL
direction
to TCU is broken
Cable is defective
and is contacted to
battery voltage or
vehicle ground
Shift lever is
defective
TCU shifts
transmission to
neutral
OP-Mode:
transmission
shutdown
Check the cables
from TCU to shift
lever
Check signal
combinations of
shift lever
positions F-N-R
15 LOGICAL ERROR AT
DIRECTION SELECT
SIGNAL 2. SHIFT
LEVER
direction
2 to TCU is broken
Cable is defective
and is contacted to
battery voltage or
vehicle ground
Shift lever is
defective

TCU shifts
transmission to
neutral is
selector activ
OP-Mode:
transmission
shutdown if
selector activ
Check the cables
from TCU to shift
lever 2
Check signal
combinations of
shift lever
positions F-N-R.
23 S.C. TO BATTERY
VOLTAGE AT LOAD
SENSOR INPUT
Retarder
function is
affected TCU
Check the cable
from TCU to the
sensor
Availability of
retarder
depends on
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
The measured voltage is
too high:
Cable is defective
and is contacted to
battery voltage
Load sensor has an
internal defect
Connector pin is
contacted to battery
voltage
uses default
load
OP-Mode:
normal
Check the
connectors
Check the load
sensor sensor
Check the
assembly
tolerances of load
sensor
default load
24 S.C. TO GROUND OR
O.C. AT LOAD SENSOR
INPUT
too low:
Cable is defective
and is contacted to
vehicle ground
Cable has no
connection to TCU
Load sensor has an
internal defect
Connector pin is
contacted to vehicle
ground or is broken
Retarder
function is
affected TCU
uses default
load
OP-Mode:
normal
Check the cable
from TCU to the
sensor
Check the
connectors
Check the load
sensor sensor
Check the
assembly
tolerances of load
sensor
Availability of
retarder
depends on
defaults load
25 S.C. TO BATTERY
VOLTAGE OR O.C. AT
TRANSMISSION SUMP
TEMPERATURE
SENSOR INPUT
too high:
Cable is defective
and is contacted to
battery voltage
Cable has no
connection to TCU
Temperature sensor
has an internal defect
Connector pin is
voltage or is broken
No reaction,
TCU uses
default
temperature
OP-Mode:
normal
Check the cable
from TCU to the
sensor
Check the
connectors
Check the
temperature
sensor
26 S.C. TO GROUND AT
TRANSMISSION SUMP
TEMPERATURE
SENSOR INPUT
too low:
Cable is defective
and is contacted to
vehicle ground
No reaction,
TCU uses
default
temperature
OP-Mode:
normal
Check the cable
from TCU to the
sensor
Check the
connectors
Check the
temperature
sensor

ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
Temperature sensor
connector pin is
ground
27 S.C. TO BATTERY
VOLTAGE OR O.C. AT
RETARDER
TEMPERATURE
SENSOR INPUT
too high:
Cable is defective
and is contacted to
battery voltage
Cable has no
connection to TCU
Temperature sensor
Connector pin is
voltage or is broken
No reaction,
TCU uses
default
temperature
OP-Mode:
normal
Check the cable
from TCU to the
sensor
Check the connector
RETARDER
TEMPERATURE
SENSOR INPUT
too low:
Cable is defective
and is contacted to
vehicle ground
Temperature sensor
Connector pin is
ground
No reaction,
TCU uses
default
temperature
OP-Mode:
normal
Check the cable
from TCU to the
sensor
Check the
connectors
Check the
temperature
sensor
31 S.C. TO BATTERY
VOLTAGE OR O.C. AT
ENGINE SPEED INPUT
TCU measures a voltage
higher than 7.00 V at
speed input pin
Cable is defective
and is contacted to
battery voltage
Cable has no
connection to TCU
Speed sensor has an
internal defect
Connector pin is
OP-Mode:
substitute
clutch control
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
voltage or has no
contact

ENGINE SPEED INPUT
less than 0.45V at speed
input in
Cable / connector is
defective and is
ground
Speed sensor has an
internal defect
OP-Mode:
substitute
clutch control
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
33 LOGICAL ERROR AT
ENGINE SPEED INPUT
TCU measures a engine
speed over a threshold
and the next moment the
measured speed is zero
defective and has
bad contact
Speed sensor has an
internal defect
Sensor gap has the
wrong size
OP-Mode:
substitute
clutch control
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
Check the sensor
gap
This fault is
reset after
power up of
TCU
34 S.C. TO BATTERY
VOLTAGE OR O.C. AT
TURBINE SPEED INPUT
speed input pin
Cable is defective
and is contacted to
battery voltage
Cable has no
connection to TCU
Speed sensor has an
internal defect
Connector pin is
voltage or has no
contact
OP-Mode:
substitute
clutch control if
a failure is
existing at
output speed,
TCU shifts to
neutral OP-
Mode: limp
home
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
TURBINE SPEED INPUT
TCU measure a voltage
OP-Mode:
substitute
clutch control if
a failure is
Check the cable
from TCU to the
sensor
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
input pin
defective and is
ground
Speed sensor has an
internal defect

existing at
output speed,
TCU shifts to
neutral OP-
Mode: limp
home
Check the
connectors
Check the speed
sensor
36 LOGICAL ERROR AT
TURBINE SPEED INPUT
TCU measures a turbine
and at the next moment
the measured speed is
zero
defective and has
bad contact
Speed sensor has an
internal defect
Sensor gap has the
wrong size

OP-Mode:
substitute
clutch control if
a failure is
existing at
output speed,
TCU shifts to
neutral OP-
Mode: limp
home
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
Check the sensor
gap
This fault is
reset after
power up of
TCU
37 S.C. TO BATTERY
VOLTAGE OR AT
INTERNAL SPEED
INPUT
higher than 7.00 Vat
speed input pin
Cable is defective
and is contacted to
battery voltage
Cable has no
connection to TCU
Speed sensor has an
internal defect
Connector pin is
voltage or has no
contact
OP-Mode:
substitute
clutch control
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
INTERNAL SPEED
INPUT
input pin
defective and is
OP-Mode:
substitute
clutch control
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
ground
Speed sensor has an
internal defect
39 LOGICAL ERROR AT
INTERNAL SPEED
INPUT
TCU measures a internal
zero
defective and has
bad contact
Speed sensor has an
internal defect
Sensor gap has the
wrong size
OP-Mode:
substitute
clutch control
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
Check the sensor
gap
This fault is
reset after
power up of
TCU
3A S.C. TO BATTERY
VOLTAGE OR O.C. AT
OUTPUT SPEED INPUT
speed input pin
Cable is defective
and is contacted to
battery voltage
Cable has no
connection to TCU
Speed sensor has an
internal defect
Connector pin is
voltage or has no
contact
Special mode
for gear
selection
OP-Mode:
substitute
clutch control is
a failure is
existing at
turbine speed,
TCU shifts to
neutral OP-
Mode: limp
home
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
3B S.C. TO GROUND AT
OUTPUT SPEED INPUT
less than 1.00 V at speed
input pin
defective and is
ground
Speed sensor has an
internal defect
Special mode
for gear
selection OP-
Mode:
substitute
clutch control is
a failure is
existing at
turbine speed,
TCU shifts to
neutral OP-
Mode: limp
home
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor

ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
3C LOGICAL ERROR AT
OUTPUT SPEED INPUT
TCU measures a output
zero
defective and has
bad contact
Speed sensor has an
internal defect
Sensor gap has the
wrong size

Special mode
for gear
selection OP-
Mode:
substitute
clutch control is
a failure is
existing at
turbine speed,
TCU shifts to
neutral OP-
Mode: limp
home
Check the cable
from TCU to the
sensor
Check the
connectors
Check the speed
sensor
Check the sensor
gap
This fault is
reset after
power up of
TCU
3E OUTPUT SPEED ZERO
DOESNT FIT TO
OTHER SPEED
SIGNALS
If transmission is not
neutral and the shifting
has finished, TCU
measures output speed
zero and turbine speed or
internal speed not equal
to zero.
Speed sensor has an
internal defect
Sensor gap has the
wrong size
Special mode
for gear
selection OP-
Mode:
substitute
clutch control is
a failure is
existing at
turbine speed,
TCU shifts to
neutral OP-
Mode: limp
home
Check the sensor
signal of output
speed sensor
Check the sensor
gap of output
speed sensor
Check the cable
from TCU to the
sensor
This fault is
reset after
power up of
TCU
71 S.C. TO BATTERY
VOLTAGE AT CLUTCH
K 1
The measured resistance
value of the valve is out
of limit, the voltage at K1
valve is too high
defective and has
contact to battery
voltage
defective and has
contact to another
regulator output of
the TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
TCU to the
gearbox
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
CLUTCH K1
valve is too low.
defective and has
contact to vehicle
ground
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
73 O.C. AT CLUTCH K1
of limit.
defective and has no
contact to TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
74 S.C TO BATTERY
VOLTAGE AT CLUTCH
K2
valve is too high.
defective and has
contact to battery
voltage
defective and has
contact to another
regulator output of
the TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
CLUTCH K2
of limit, the voltage at k2
valve is too low.
defective an has
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
See
chapter 0
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
contact to vehicle
ground
Regulator has an
internal defect
OP-Mode:
TCU shutdown
resistance
Check internal
wire harness of
the gearbox
of limit
contact to TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
77 S.C. TO BATTERY
VOLTAGE AT CLUTCH
K3
valve is to high.
defective and has
contact is battery
voltage
defective and has
contact to another
regulator output of
the TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
78 S,C, TO GROUND AT
CLUTCH K3
valve is too low.
defective and has
contact to vehicle
ground
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox

See
chapter 0
79 O,C, AT CLUTCH K3
of limit.
TCU shifts to
neutral
OP-Mode: limp
home if failure
Check the cable
from TCU to the
gearbox
Check the
See
chapter 0
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
contact to TCU
Regulator has an
internal defect
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
81 S.C. TO BATTERY
VOLTAGE AT CLUTCH
K4
valve is too high.
defective and has
contact to battery
voltage
defective and has
contact to another
regulator output of
the TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
CLUTCH K4
valve is too low.
defective and has
contact to vehicle
ground
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
of limit.
contact to TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
84 S.C. TO BATTERY TCU shifts to
Check the cable
See
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
VOLTAGE AT CLUTCH
KV
of limit, the voltage at KV
valve is too high.
defective and has
contact to battery
voltage
defective and contact
to another regulator
output of the TCU
Regulator has an
internal defect
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
chapter 0
CLUTCH KV
of limit, the voltage at KV
valve is too low.
defective and has
contact to vehicle
ground
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
86 O.C. AT CLUTCH KV
of limit.
contact to TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
87 S.C. TO BATTERY
VOLTAGE AT CLUTCH
KR
of limit the voltage at KR
valve is too low.
defective and has
contact to battery
voltage
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
See
chapter 0
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
defective and has
contact to another
regulator output of
the TCU
Regulator has an
internal defect
the gearbox
CLUTCH KR
of limit, the voltage at KR
valve is too low.
defective and has
contact to vehicle
ground
Regulator has an
internal defect.
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
89 O.C. AT CLUTCH KR
of limit.
contact to TCU
Regulator has an
internal defect
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending TCU
shifts to neutral
OP-Mode:
TCU shutdown
Check the cable
from TCU to the
gearbox
Check the
connectors from
gearbox to TCU
Check the
regulator
resistance
Check internal
wire harness of
the gearbox
See
chapter 0
RELAY REVERSE
WARNING ALARM TCU
detected a wrong voltage
at the output pin, that
looks like a s.c. To
vehicle ground
Cable is defective
and is contacted to
vehicle ground
Backup alarm device
Connector pin is
ground
Backup alarm
will be on until
TCU power
down even if
fault vanishes
(loose
connection)
OP-Mode:
normal
Check the cable
from TCU to the
backup alarm
device
Check the
connectors from
backup alarm
device to TCU
Check the
resistance of
backup alarm
device
See
chapter 0
92 S.C. TO BATTERY
VOLTAGE AT RELAY
REVERSE WARNING
ALARM
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
backup alarm
device
Check the
See
chapter 0
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
voltage at the output pin,
that looks like a s.c. To
battery voltage
Cable is defective
and is contacted to
battery voltage
Backup alarm device
Connector pin is
voltage
connectors from
backup alarm
device to TCU
Check the
resistance of
backup alarm
device
93 O.C. AT RELAY
REVERSE WARNING
ALARM
that looks like a o.c. For
this output pin
Cable is defective
and has no
connection to TCU
Backup alarm device
Connector has no
connection to TCU
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
backup alarm
device
Check the
connectors from
backup alarm
device to TCU
Check the
resistance of
backup alarm
device
See
chapter 0
9A S.C. TO GROUND AT
CONVERTER LOCK UP
CLUTCH
vehicle ground
Cable is defective
and is contacted to
vehicle ground
Converter clutch
solenoid has an
internal defect
Connector pin is
ground
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
converter clutch
solenoid
Check the
connectors from
converter clutch
solenoid to TCU
Check the
resistance of
converter clutch
solenoid
See
chapter 0
9B O.C. AT CONVERTER
LOCK UP CLUTCH
this output pin
Cable is defective
and has no
connection to TCU
Converter
clutch always
open, retarder
not available
OP-Mode:
normal
Check the cable
from TCU to the
converter clutch
solenoid
Check the
connectors from
converter clutch
solenoid to TCU
Check the
See
chapter 0
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
Converter clutch
solenoid has an
internal defect
Connector has no
connection to TCU
resistance of
converter clutch
solenoid
9C S.C. TO BATTERY
VOLTAGE AT
CONVERTER LOCK UP
CLUTCH
battery voltage
Cable to defective
and is contacted to
battery voltage
Converter clutch
solenoid has an
internal defect
Connector pin is
voltage
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
converter clutch
solenoid
Check the
connectors from
converter clutch
solenoid to TCU
Check the
resistance of
converter clutch
solenoid
See
chapter 0
9D S.C. TO GROUND AT
RETARDER
vehicle ground
Cable is defective
and is contacted to
vehicle ground
Retarder solenoid
Connector pin is
ground
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
retarder solenoid
Check the
connectors from
retarder solenoid
to TCU
Check the
resistance of
retarder solenoid
See
chapter 0
9 O.C. AT RETARDER
this output pin
Cable is defective
and has no
connection to TCU
Retarder solenoid
Connector has no
connection to TCU
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
retarder solenoid
Check the
connectors from
retarder solenoid
to TCU
Check the
resistance of
retarder solenoid
See
chapter 0
9F S.C. TO BATTERY
VOLTAGE AT
RETARDER SOLENOID
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
retarder solenoid
See chapter
0
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
battery voltage
Cable is defective
and is contacted to
battery voltage
Retarder solenoid
Connector pin is
voltage
Check the
connectors from
retarder solenoid
to TCU
Check the
resistance of
retarder solenoid
A1 S.C. TO GROUND AT
DIFFLOCK SOLENOID
vehicle ground
Cable is defective
and is contacted to
vehicle ground
Difflock solenoid has
internal defect
Connector pin is
ground
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
difflock solenoid
Check the
connectors from
difflock solenoid to
TCU
Check the
resistance of
difflock solenoid
See
chapter 0
A2 S.C. TO BATTERY
VOLTAGE AT DIFFLOCK
SOLENOID
battery voltage
Cable is defective
and is contacted to
battery voltage
an internal defect
Connector pin is
voltage
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
difflock solenoid
Check the
connectors from
TCU
Check the
resistance of
difflock solenoid
See
chapter 0
A3 O.C. AT DIFFLOCK
SOLENOID
this output pin
Cable is defective
and has no
connection to TCU
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
difflock solenoid
Check the
connectors from
TCU
Check the
resistance of
difflock solenoid
See
chapter 0
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
an internal defect
Connector has no
connection to TCU
A4 S.C. TO GROUND AT
WARNING SIGNAL
OUTPUT
vehicle ground
Cable is defective
and is contacted to
vehicle ground
Warning device has
an internal defect
Connector pin is
ground
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
warning device
Check the
connectors from
warning device to
TCU
Check the
resistance of
warning device
See
chapter 0
A5 O.C. AT WARNING
SIGNAL OUTPUT
this output pin
Cable is defective
and has no
connection to TCU
Warning device has
an internal defect
Connector has no
connection to TCU
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
warning device
Check the
connectors from
warning device to
TCU
Check the
resistance of
warning device
See
chapter 0
A6 S.C. TO BATTERY
VOLTAGE AT WARNING
SIGNAL OUTPUT
battery voltage
Cable is defective
and is contacted to
battery voltage
Warning device has
an internal defect
Connector pin is
voltage
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
warning device
Check the
connectors from
warning device to
TCU
Check the
resistance of
warning device
See chapter
0
B1 SLIPPAGE AT CLUTCH
K1
TCU calculates a
differential speed at
closed clutch K1. If this
calculated value is out of
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
Check pressure at
clutch K1
Check main
pressure in the
system
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
range, TCU interprets this
as 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
pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
Check sensor gap
at internal speed
sensor
Check sensor gap
at output speed
sensor
Check signal at
internal speed
sensor
Check signal at
output speed
sensor
Replace clutch
K2
TCU calculates a
as slipping clutch.
Low pressure at
clutch k2
Low main pressure
Wrong signal at
Wrong signal at
output speed sensor
Wrong size of the
sensor gap
Clutch is defective
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
Check pressure at
clutch K2
Check main
pressure in the
system
Check sensor gap
at internal speed
sensor
Check sensor gap
at output speed
sensor
Check signal at
internal speed
sensor
Check signal at
output speed
sensor
Replace clutch
K3
TCU calculates a
as slipping clutch.
Low pressure at
clutch K3
Low main pressure
Wrong signal at
Wrong signal at
output speed sensor
Wrong size of the
sensor gap
Clutch is defective
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
Check pressure at
clutch K3
Check main
pressure in the
system
Check sensor gap
at internal speed
sensor
Check sensor gap
at output speed
sensor
Check signal at
internal speed
sensor
Check signal at
output speed
sensor
Replace clutch
B4 SLIPPAGE AT CLUTCH TCU shifts to
Check pressure at
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
K4
TCU calculated a
difference speed at TCU
calculates a differential
speed at closed clutch
K4. If this calculated
value is out of range,
TCU interprets this as
slipping clutch.
Low pressure at
clutch K4
Low main pressure
Wrong signal at
Wrong signal at
turbine speed sensor
Wrong size of the
sensor gap
Clutch is defective
neutral
OP-Mode: limp
home if failure at
another clutch is
pending
TCU shifts to
neutral
OP-Mode: TCU
shutdown
clutch K4
Check main
pressure in the
system
Check sensor gap at
internal speed
sensor
Check sensor gap at
Check signal at
internal speed
sensor
Check signal at
Replace clutch
KV
TCU calculates a
closed clutch KV. If this
as slipping clutch.
Low pressure at
clutch KV
Low main pressure
Wrong signal at
Wrong signal at
Wrong size of the
sensor gap
Clutch is defective
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
Check pressure at
clutch KV
Check main
pressure in the
system
Check sensor gap
at internal speed
sensor
Check sensor gap
at turbine speed
sensor
Check signal at
internal speed
sensor
Check signal at
turbine speed
sensor
Replace clutch
KR
TCU calculates a
closed clutch KR. If this
as slipping clutch.
Low pressure at
clutch KR
Low main pressure
Wrong signal at
Wrong signal at
TCU shifts to
neutral
OP-Mode: limp
home if failure
at another
clutch is
pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
Check pressure at
clutch KR
Check main
pressure in the
system
Check sensor gap
at internal speed
sensor
Check sensor gap
at turbine speed
sensor
Check signal at
internal speed
sensor
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
Wrong size of the
sensor gap
Clutch is defective
Check signal at
turbine speed
sensor
Replace clutch
B7 OVERTEMP SUMP
TCU measured a
temperature in the oil
sump that is over the
allowed threshold.
No reaction
OP-Mode:
normal
Cool down
machine
Check oil level
Check
temperature
sensor
B8 OVERTEMP RETARDER
TCU measured a
temperature in the oil
sump that is over the
allowed threshold.
TCU disables
retarder
OP-Mode:
normal
Cool down
machine
Check oil level
Check
temperature
sensor
B9 OVERSPEED ENGINE Retarder
applies
OP-Mode:
normal
BA DIFFERENTIAL
PRESSURE OIL FILTER
TCU measured a voltage
at differential pressure
switch out of the allowed
range
Oil filter is polluted
broken or cable /
connector is
voltage or vehicle
ground
Differential pressure
switch is defective
No reaction
OP-Mode:
normal
Check oil filter
Check wiring from
TCU to differential
pressure switch
Check differential
pressure switch
(measure
resistance)
BB SLIPPAGE AT
CONVERTER LOCKUP
CLUTCH
TCU calculates a
closed converter lockup
clutch. If this calculated
value is out of range,
TCU interprets this as
slipping clutch.
Low pressure at
converter lockup
clutch
Low main pressure
Wrong signal at
engine speed sensor
Check pressure at
converter lockup
clutch
Check main
pressure in the
system
Check sensor gap
at engine speed
sensor
Check sensor gap
at turbine speed
sensor
Check signal at
engine speed
sensor
Check signal at
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
Wrong signal at
Wrong size of the
sensor gap
Clutch is defective
turbine speed
sensor
Replace clutch
BD S.C TO GROUND AT
ENGINE BRAKE
SOLENOID
vehicle ground
Cable is defective
and is contacted to
vehicle ground
Engine brake
solenoid has an
internal defect
Connector pin is
ground
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
engine brake
solenoid
Check the
connectors from
TCU
Check the
resistance of
difflock solenoid
See chapter
0
BE S.C. TO BATTERY
VOLTAGE AT ENGINE
BRAKE
battery voltage
Cable is defective
and is contacted to
battery voltage
Engine brake
solenoid has an
internal defect
Connector pin is
voltage
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
engine brake
solenoid
Check the
connectors from
engine brake
solenoid to TCU
Check the
resistance of
engine brake
solenoid
See chapter
0
BF O.C. AT ENGINE BRAKE
this output pin
Cable is defective
and has no
connection to TCU
Engine brake
solenoid has an
internal defect
Connector has no
connection to TCU
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
engine brake
solenoid
Check the
connectors from
engine brake
solenoid to TCU
Check the
resistance of
engine brake
solenoid
See chapter
0
D1 S.C. TO BATTERY See fault codes
Check cables and
Fault codes
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
VOLTAGE AT POWER
SUPPLY FOR SENSORS
TCU measures more than
6V at the pin AU1 (5V
sensor supply)
no. 21 to 2C connectors to
sensors, which are
supplied from AU1
Check the power
supply at the pin
AU1 (should be
appx. 5V)
no. 21 to no.
2C may be a
reaction of
this fault
D2 S.C. TO GROUND AT
POWER SUPPLY FOR
SENSORS
TCU measures less than
4V at the pin AU1 (5V
sensor supply)
See fault code
no. 21 to 2C
Check cables and
connectors to
sensors, which are
supplied from AU1
Check the power
supply at the pin
AU1 (should be
appx. 5V)
Fault codes
no 21 to 2C
may be a
reaction of
this fault
D3 LOW POWER AT
BATTERY
Measured voltage at
power supply is lower
than xx V
Shift to neutral
OP-Mode:
TCU shutdown
Check power
supply battery
Check cables from
batteries to TCU
Check connectors
from batteries to
TCU
D4 HIGH POWER AT
BATTERY
Measured voltage at
power supply is higher
than
xx V
Shift to neutral
OP-Mode:
TCU shutdown
Check power
supply battery
Check cables from
batteries to TCU
Check connectors
from batteries to
TCU
D5 ERROR AT SWITCH 1
FOR VALVE POWER
SUPPLY VPS 1
TCU switched VPS 1 and
measured VPS 1 is off or
TCU switched off VPS 1
and measured VPS 1 is
still on
Cable or connectors
are defect and are
voltage
Cable or connectors
are defect and are
ground
Permanent power
supply KL30 missing
TCU has an internal
defect
Shift to neutral
OP-Mode:
TCU shutdown
Check fuse
Check cables form
gearbox to TCU
Check connectors
from gearbox to
TCU
Replace TCU

D6 ERROR AT SWITCH 2
FOR VALVE POWER
Shift to neutral
OP-Mode:
Check fuse
Check cables form
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
SUPPLY VPS 2
TCU switched VPS 2 and
measured VPS 2 is off or
TCU switched off VPS 2
and measured VPS 2 is
still on
Cable or connectors
are defect and are
voltage
Cable or connectors
are defect and are
ground
Permanent power
supply KL30 missing
TCU has an internal
defect
TCU shutdown gearbox to TCU
Check connectors
from gearbox to
TCU
Replace TCU
E3 S.C. TO BATTERY
VOLTAGE AT DISPLAY
OUTPUT
TCU sends data to the
display and measures
always a high voltage
level on the connector
Cable or connectors
are defective and are
voltage
Display has an
internal defect
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
display
Check the
connectors at the
display
Change display
E4 S.C. TO GROUND AT
DISPLAY OUTPUT
TCU sends data to the
display and measures
always a high voltage
level on the connector
Cable or connectors
are defective and are
ground
Display has an
internal defect
No reaction
OP-Mode:
normal
Check the cable
from TCU to the
display
Check the
connectors at the
display
Change display
F1 GENERAL EEPROM
FAULT
TCU cant read non
volantile memory
TCU is defective
No reaction
OP-Mode:
normal
Replace TCU
Often shown
together with
fault code F2
F3 APPLICATION ERROR
Something of this
application is wrong
Transmission
stay neutral
OP-Mode:
TCU shutdown
Replace TCU!! This fault
occurs only if
an test
engineer did
ADT B30C
ZF 210 TRANSMISSION
Fault
Code[hex]
MEANING OF THE
FAULT CODE possible
reason for fault
detection
Reaction of
the TCU
Possible steps to
repair
remarks
something
wrong in the
application of
the vehicle
F5 CLUTCH FAILURE
AEB was not able to
adjust clutch filling
parameters
One of the AEB-
Values is out of limit
Transmission
stay neutral
OP-Mode:
TCU shutdown
Check clutch
TCU shows
also the
affected
clutch on the
Display
F6 CLUTCH ADJUSTMENT
DATA LOST
TCU was not able to read
correct clutch adjustment
parameters
Interference during
saving data on non
volatile memory
TCU is brand new
No reaction,
Default values
= 0 for AEB
offesets used
OP-Mode:
normal
Execute AEB
ADT B30C
ZF 210 TRANSMISSION
MEASURING OF RESISTANCE AT ACTUATOR / SENSORS AND
CABLE
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 MODE
Controller - Driving
direction Error
Transmission to Neutral PUT VEHICLE OUT OF
SERVICE
Controller - Driving range
Error
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 OF
SERVICE
N_MOT - Error Clutch control time -
controlled, Driving strategy
Default value, Full load,
Overspeed control device
via Turbine speed
DEFAULT - CLUTCH -
CONTROL
N_TUR - Error Clutch control time-
controlled, Driving strategy
Default value: Full load,
Overspeed control device
via Turbine speed
DEFAULT - CLUTCH -
CONTROL
N_MRK - Error Clutch control time-
controlled
DEFAULT - CLUTCH -
CONTROL
N_AB -Error Clutch control time-
controlled, no more
Automatic operation,
Sensor failure mode
(see EST = 25 V22)
DEFAULT - CLUTCH -
CONTROL
Temperature sensor -
Error
Default value: Operating
temperature (80C)
NORMAL
Power supply voltage -
Error
Switch off Outputs,
Transmission Neutral
PERMANENT - NEUTRAL
RFS - Error - KM
RFS - Error - LU
RFS - Error - KUB
No response
Selectable via Information
field parameters:
- no more reversing,
- Reversing up to standstill
- no response
NORMAL
NORMAL
PBR - Error - KM
PBR - Error - LU
PBR - Error - KUB
Parking brake can be
closed by cut-off of the
valve supply VPS 2
Transmission to Neutral
LIMP - HOME
PUT VEHICLE OUT OF
SERVICE
ASP - Error - KM
ASP - Error - LU
ASP - Error - KUB
At first, the Starter inerlock
function must be defined
tbd
ADT B30C
ZF 210 TRANSMISSION
K1 - Error - KM
K1 - Error - LU
K1 - Error - KUB
Driving in a Speed
(Speed with suitable
clutches)
LIMP - HOME
K2 - Error - KM
K2 - Error - LU
K2 - Error - KUB
Driving in a Speed
clutches)
LIMP - HOME
K3 - Error - KM
K3 - Error - LU
K3 - Error - KUB
Driving in a Speed
clutches)
LIMP - HOME
K4 - Error - KM
K4 - Error - LU
K4 - Error - KUB
Driving in a Speed
clutches)
LIMP - HOME
KV - Error - KM
KV - Error - LU
KV - Error - KUB
Driving in a Speed
clutches)
LIMP - HOME
KR - Error - KM
KR - Error - LU
KR - Error - KUB
Driving in a Speed
clutches)
LIMP - HOME
Error - KM
On several clutches
Transmission to Neutral PUT VEHICLE OUT OF
SERVICE
CAN _Error Put vehicle out of service,
if the control has no valid
Vehicle identification
stored.
No response
PERMANENT NEUTRAL
NORMAL
Display - Error No response NORMAL
Legend: KM Short circuit against
earth,
Permanent current
on the component
LU Line interruption, Interruption to the
component
KUB Kurzschlu nach
Ubat (Power
supply),
Over current

B30C Transmission

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B30C Transmission

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ADT B30C

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