DOWNLOAD PDF ZF Ergopower Transmission 6 WG-210 ADT B30C Operator's Manual

ADT B30C ZF 210 TRANSMISSION

ZF - ERGOPOWER TRANSMISSION

6 WG-210

DESCRIPTION INSTALLATION INSTRUCTIONS OPERATION MAINTENANCE

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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.

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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)

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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.

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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.

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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)

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STALL CHART FOR “C” SERIES ADT’S Machine

Engine

Power(kw)

Rpm

Low Idle

High idle

Stall

(Rpm)

(Rpm)

(Rpm)

B17C 6x4

OM366A

129KW

2600

600+_20

2770+-50

1683

B20C 6X4

OM366LA

171KW

2400

700+_20

2610+_50

1911

B20CE

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

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

6X6

6X6

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

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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  COPYRIGHT

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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

1ST

KR

K1

2ND

KR

K2

3RD

KR

K3

REVERSE

NEUTRAL

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SECTIONAL VIEW OF ZF 210

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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 interaxle 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.  COPYRIGHT

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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  COPYRIGHT

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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

8

Sun Gear

12

Inter-axle lock sleeve disengage

4

Third speed clutch C3 gear

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.  COPYRIGHT

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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.

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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

11

Transmission control valve

12

Supply hose to torque converter lockup

lockup valve 6

Transmission oil dipstick and fill tube

valve

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TEST POINTS AND THERE LOCATIONS

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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

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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

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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.

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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.

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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.

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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).

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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  COPYRIGHT

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• 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

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DISPLAY

INDICATIONS ON THE DISPLAY h

f

e

d

a

b

c

linke Stelle

rechte Stelle

S T O P g

(Sonderzeichenelemente a-h)

LEGEND Special characters a, f b, c, d, e g h

Display Automatic range (up shifting and downshifting) Pre-selected gear EST-37 has detected an error, is flashing.

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

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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 preselected: 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 !  COPYRIGHT

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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.

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First Number 1 2 3 4 5 6 7 8 9 A B C D E F

Meaning of the Number hex Digital input signal Analog input signal hex hex Speed signal hex CAN signal error hex CAN signal error hex CAN signal error hex Analog current output signal hex Analog current output signal hex Digital output signal hex Digital output signal hex Transmission error, Clutch error hex Logical error hex Power supply hex Highspeed signal 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.

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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.

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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.

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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

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ADT B30C ZF 210 TRANSMISSION

No DESCRIPTION

VALUE

48

INDUCTIVE TRANSMITTER

RESISTANCE : 1050 Ohm ( ±10%) @20°C.

ENGINE

TEMPERATURE RANGE : - 40° C TO +150° C

INDUCTIVE TRANSMITTER

TIGHTENING TORQUE : MA 40 Nm

47

CENTRAL GEAR TRAIN. 21

INDUCTIVE TRANSMITTER TURBINE

6

SPEED SENSOR

TEMPERATURE RANGE : - 40° C TO +150° C

OUTPUT AND SPEEDOMETER OPERATING RANGE: 2Hz – 5Khz SUPPLY VOLTAGE 24V

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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.

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ADT B30C ZF 210 TRANSMISSION

TPS

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ADT B30C ZF 210 TRANSMISSION

KICKDOWN

The kick-down switch (1) is located under the accelerator pedal. To activate the kickdown 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.  COPYRIGHT

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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  COPYRIGHT

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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:  COPYRIGHT

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ADT B30C ZF 210 TRANSMISSION PAGE 42

ELECTRICAL SCHEMATIC

PAGE 43

ELECTRICAL SCHEMATIC

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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.  COPYRIGHT

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ADT B30C ZF 210 TRANSMISSION

TABEL OF FAULT CODE - STANDARD 6 WG Fault Code[hex]

11

MEANING OF THE FAULT CODE possible reason for fault detection LOGICAL ERROR AT GEAR RANGE SIGNAL TCU detected a wrong signal combination for the gear range Ÿ Cable from shift lever to TCU is broken Ÿ Cable is defective and is contacted to battery voltage or vehicle ground Ÿ Shift lever is defective

Reaction of the TCU

TCU shifts transmission to neutral OP-Mode: transmission shutdown

Ÿ

TCU shifts transmission to neutral OP-Mode: transmission shutdown

Ÿ

TCU shifts transmission to neutral is selector activ OP-Mode: transmission shutdown if selector activ

Ÿ

Retarder function is affected TCU

Ÿ

Ÿ

Possible steps to repair

remarks

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

Ÿ 12

15

LOGICAL ERROR AT DIRECTION SELECT SIGNAL TCU detected a wrong signal combination for the direction Ÿ Cable from shift lever to TCU is broken Ÿ Cable is defective and is contacted to battery voltage or vehicle ground Ÿ Shift lever is defective LOGICAL ERROR AT DIRECTION SELECT SIGNAL 2. SHIFT LEVER TCU detected a wrong signal combination for the direction Ÿ Cable from shift lever 2 to TCU is broken Ÿ Cable is defective and is contacted to battery voltage or vehicle ground Ÿ Shift lever is defective

Ÿ

Ÿ

Check the cables from TCU to shift lever Check signal combinations of shift lever positions F-N-R

Check the cables from TCU to shift lever 2 Check signal combinations of shift lever positions F-N-R.

Ÿ 23

S.C. TO BATTERY VOLTAGE AT LOAD SENSOR INPUT

Check the cable from TCU to the sensor

Availability of retarder depends on

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

24

25

26

MEANING OF THE FAULT CODE possible reason for fault detection The measured voltage is too high: Ÿ Cable is defective and is contacted to battery voltage Ÿ Load sensor has an internal defect Ÿ Connector pin is contacted to battery voltage S.C. TO GROUND OR O.C. AT LOAD SENSOR INPUT The measured voltage is too low: Ÿ Cable is defective and is contacted to vehicle ground Ÿ Cable has no connection to TCU Ÿ Load sensor has an internal defect Ÿ Connector pin is contacted to vehicle ground or is broken S.C. TO BATTERY VOLTAGE OR O.C. AT TRANSMISSION SUMP TEMPERATURE SENSOR INPUT The measured voltage is too high: Ÿ Cable is defective and is contacted to battery voltage Ÿ Cable has no connection to TCU Ÿ Temperature sensor has an internal defect Ÿ Connector pin is contacted to battery voltage or is broken S.C. TO GROUND AT TRANSMISSION SUMP TEMPERATURE SENSOR INPUT The measured voltage is too low: Ÿ Cable is defective and is contacted to vehicle ground

Reaction of the TCU

uses default load OP-Mode: normal

Ÿ Ÿ Ÿ

Retarder function is affected TCU uses default load OP-Mode: normal

Ÿ Ÿ Ÿ Ÿ

No reaction, TCU uses default temperature OP-Mode: normal

Ÿ

No reaction, TCU uses default temperature OP-Mode: normal

Ÿ

Ÿ Ÿ

Ÿ Ÿ

Possible steps to repair

remarks

Check the connectors Check the load sensor sensor Check the assembly tolerances of load sensor

default load

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

Check the cable from TCU to the sensor Check the connectors Check the temperature sensor

Check the cable from TCU to the sensor Check the connectors Check the temperature sensor

Ÿ

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

27

28

31

MEANING OF THE FAULT CODE possible reason for fault detection Ÿ Temperature sensor has an internal defect Ÿ connector pin is contacted to vehicle ground S.C. TO BATTERY VOLTAGE OR O.C. AT RETARDER TEMPERATURE SENSOR INPUT The measured voltage is too high: Ÿ Cable is defective and is contacted to battery voltage Ÿ Cable has no connection to TCU Ÿ Temperature sensor has an internal defect Ÿ Connector pin is contacted to battery voltage or is broken S.C. TO GROUND AT RETARDER TEMPERATURE SENSOR INPUT The measured voltage is too low: Ÿ Cable is defective and is contacted to vehicle ground Ÿ Temperature sensor has an internal defect Ÿ Connector pin is contacted to vehicle ground 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 Ÿ Cable is defective and is contacted to battery voltage Ÿ Cable has no connection to TCU Ÿ Speed sensor has an internal defect Ÿ Connector pin is contacted to battery

Reaction of the TCU

Possible steps to repair

No reaction, TCU uses default temperature OP-Mode: normal

Ÿ

No reaction, TCU uses default temperature OP-Mode: normal

Ÿ

OP-Mode: substitute clutch control

Ÿ

Ÿ

Ÿ Ÿ

Ÿ Ÿ

remarks

Check the cable from TCU to the sensor Check the connector

Check the cable from TCU to the sensor Check the connectors Check the temperature sensor

Check the cable from TCU to the sensor Check the connectors Check the speed sensor

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

MEANING OF THE FAULT CODE possible reason for fault detection voltage or has no contact

Reaction of the TCU

Possible steps to repair

remarks

Ÿ 32

33

34

35

Ÿ

S.C. TO GROUND AT ENGINE SPEED INPUT TCU measures a voltage less than 0.45V at speed input in Ÿ Cable / connector is defective and is contacted to vehicle ground Ÿ Speed sensor has an internal defect LOGICAL ERROR AT ENGINE SPEED INPUT TCU measures a engine speed over a threshold and the next moment the measured speed is zero Ÿ Cable / connector is defective and has bad contact Ÿ Speed sensor has an internal defect Ÿ Sensor gap has the wrong size S.C. TO BATTERY VOLTAGE OR O.C. AT TURBINE SPEED INPUT TCU measures a voltage higher than 7.00 V at speed input pin Ÿ Cable is defective and is contacted to battery voltage Ÿ Cable has no connection to TCU Ÿ Speed sensor has an internal defect Ÿ Connector pin is contacted to battery voltage or has no contact

OP-Mode: substitute clutch control

OP-Mode: substitute clutch control if a failure is existing at output speed, TCU shifts to neutral OPMode: limp home

Ÿ

S.C. TO GROUND AT TURBINE SPEED INPUT TCU measure a voltage less than 0.45V at speed

OP-Mode: substitute clutch control if a failure is

Ÿ

Ÿ Ÿ

OP-Mode: substitute clutch control

Ÿ Ÿ Ÿ Ÿ

Ÿ Ÿ

Check the cable from TCU to the sensor Check the connectors Check the speed sensor

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

Check the cable from TCU to the sensor Check the connectors Check the speed sensor

Check the cable from TCU to the sensor

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

36

MEANING OF THE FAULT CODE possible reason for fault detection input pin Ÿ Cable / connector is defective and is contacted to vehicle ground Ÿ Speed sensor has an internal defect

Reaction of the TCU

Possible steps to repair

existing at output speed, TCU shifts to neutral OPMode: limp home

Ÿ

OP-Mode: substitute clutch control if a failure is existing at output speed, TCU shifts to neutral OPMode: limp home

Ÿ

S.C. TO BATTERY VOLTAGE OR AT INTERNAL SPEED INPUT TCU measures a voltage higher than 7.00 Vat speed input pin Ÿ Cable is defective and is contacted to battery voltage Ÿ Cable has no connection to TCU Ÿ Speed sensor has an internal defect Ÿ Connector pin is contacted to battery voltage or has no contact

OP-Mode: substitute clutch control

Ÿ

S.C. TO GROUND AT INTERNAL SPEED INPUT TCU measures a voltage less than 0.45V at speed input pin Ÿ Cable / connector is defective and is

OP-Mode: substitute clutch control

LOGICAL ERROR AT TURBINE SPEED INPUT TCU measures a turbine speed over a threshold and at the next moment the measured speed is zero Ÿ Cable / connector is defective and has bad contact Ÿ Speed sensor has an internal defect Ÿ Sensor gap has the wrong size

Ÿ

Ÿ Ÿ Ÿ

remarks

Check the connectors Check the speed sensor

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

Ÿ 37

38

Ÿ Ÿ

Ÿ Ÿ Ÿ

Check the cable from TCU to the sensor Check the connectors Check the speed sensor

Check the cable from TCU to the sensor Check the connectors Check the speed sensor

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

MEANING OF THE FAULT CODE possible reason for fault detection contacted to vehicle ground Ÿ Speed sensor has an internal defect

Reaction of the TCU

39

LOGICAL ERROR AT INTERNAL SPEED INPUT TCU measures a internal speed over a threshold and at the next moment the measured speed is zero Ÿ Cable / connector is defective and has bad contact Ÿ Speed sensor has an internal defect Ÿ Sensor gap has the wrong size S.C. TO BATTERY VOLTAGE OR O.C. AT OUTPUT SPEED INPUT TCU measures a voltage higher than 12.5 V at speed input pin Ÿ Cable is defective and is contacted to battery voltage Ÿ Cable has no connection to TCU Ÿ Speed sensor has an internal defect Ÿ Connector pin is contacted to battery voltage or has no contact S.C. TO GROUND AT OUTPUT SPEED INPUT TCU measures a voltage less than 1.00 V at speed input pin Ÿ Cable / connector is defective and is contacted to vehicle ground Ÿ Speed sensor has an internal defect

OP-Mode: substitute clutch control

3A

3B

Ÿ Ÿ Ÿ Ÿ

Special mode for gear selection OP-Mode: substitute clutch control is a failure is existing at turbine speed, TCU shifts to neutral OPMode: limp home

Ÿ

Special mode for gear selection OPMode: substitute clutch control is a failure is existing at turbine speed, TCU shifts to neutral OPMode: limp home

Ÿ

Ÿ Ÿ

Ÿ Ÿ

Possible steps to repair

remarks

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

Check the cable from TCU to the sensor Check the connectors Check the speed sensor

Check the cable from TCU to the sensor Check the connectors Check the speed sensor

Ÿ

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

MEANING OF THE FAULT CODE possible reason for fault detection

Reaction of the TCU

3C

LOGICAL ERROR AT OUTPUT SPEED INPUT TCU measures a output speed over a threshold and at the next moment the measured speed is zero Ÿ Cable / connector is defective and has bad contact Ÿ Speed sensor has an internal defect Ÿ Sensor gap has the wrong size

Special mode for gear selection OPMode: substitute clutch control is a failure is existing at turbine speed, TCU shifts to neutral OPMode: limp home

Ÿ

Special mode for gear selection OPMode: substitute clutch control is a failure is existing at turbine speed, TCU shifts to neutral OPMode: limp home

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

Ÿ Ÿ Ÿ

Possible steps to repair

remarks

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

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

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 ¹ chapter 0

Ÿ 3E

71

OUTPUT SPEED ZERO DOESN’T 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. Ÿ Speed sensor has an internal defect Ÿ Sensor gap has the wrong size S.C. TO BATTERY VOLTAGE AT CLUTCH K1 The measured resistance value of the valve is out of limit, the voltage at K1 valve is too high Ÿ Cable / connector is defective and has contact to battery voltage Ÿ Cable / connector is defective and has contact to another regulator output of the TCU Ÿ Regulator has an internal defect

Ÿ Ÿ

Ÿ

Ÿ Ÿ

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

72

73

74

75

MEANING OF THE FAULT CODE possible reason for fault detection S.C. TO GROUND AT CLUTCH K1 The measured resistance value of the valve is out of limit, the voltage at K1 valve is too low. Ÿ Cable / connector is defective and has contact to vehicle ground Ÿ Regulator has an internal defect O.C. AT CLUTCH K1 The measured resistance value of the valve is out of limit. Ÿ Cable / connector is defective and has no contact to TCU Ÿ Regulator has an internal defect

S.C TO BATTERY VOLTAGE AT CLUTCH K2 The measured resistance value of the valve is out of limit, the voltage at K2 valve is too high. Ÿ Cable / connector is defective and has contact to battery voltage Ÿ Cable / connector is defective and has contact to another regulator output of the TCU Ÿ Regulator has an internal defect S.C. TO GROUND AT CLUTCH K2 The measured resistance value of the valve is out of limit, the voltage at k2 valve is too low. Ÿ Cable / connector is defective an has

Reaction of the TCU

Possible steps to repair

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral

Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ

remarks

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 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 ¹ chapter 0

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 ¹ chapter 0

Check the cable from TCU to the gearbox Check the connectors from gearbox to TCU Check the regulator

See ¹ chapter 0

See ¹ chapter 0

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

76

77

78

79

MEANING OF THE FAULT CODE possible reason for fault detection contact to vehicle ground Ÿ Regulator has an internal defect O.C. AT CLUTCH K2 The measured resistance value of the valve is out of limit Ÿ Cable / connector is defective and has no contact to TCU Ÿ Regulator has an internal defect

Reaction of the TCU

OP-Mode: TCU shutdown

Possible steps to repair

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

S.C. TO BATTERY VOLTAGE AT CLUTCH K3 The measured resistance value of the valve is out of limit, the voltage at k3 valve is to high. Ÿ Cable / connector is defective and has contact is battery voltage Ÿ Cable / connector is defective and has contact to another regulator output of the TCU Ÿ Regulator has an internal defect S,C, TO GROUND AT CLUTCH K3 The measured resistance value of the valve is out of limit, the voltage at K3 valve is too low. Ÿ Cable / connector is defective and has contact to vehicle ground Ÿ 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

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

O,C, AT CLUTCH K3 The measured resistance value of the valve is out of limit.

TCU shifts to neutral OP-Mode: limp home if failure

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

resistance Check internal wire harness of the gearbox 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 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

remarks

See ¹ chapter 0

See ¹ chapter 0

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 ¹ chapter 0

Check the cable from TCU to the gearbox Check the

See ¹ chapter 0

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ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

81

82

83

84

MEANING OF THE FAULT CODE possible reason for fault detection Ÿ Cable / connector is defective and has no contact to TCU Ÿ Regulator has an internal defect

Reaction of the TCU

Possible steps to repair

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 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

Ÿ Ÿ

S.C. TO BATTERY VOLTAGE AT CLUTCH K4 The measured resistance value of the valve is out of limit, the voltage at K4 valve is too high. Ÿ Cable / connector is defective and has contact to battery voltage Ÿ Cable / connector is defective and has contact to another regulator output of the TCU Ÿ Regulator has an internal defect S.C. TO GROUND AT CLUTCH K4 The measured resistance value of the valve is out of limit, the voltage at k4 valve is too low. Ÿ Cable / connector is defective and has contact to vehicle ground Ÿ 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

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

O.C. AT CLUTCH K4 The measured resistance value of the valve is out of limit. Ÿ Cable / connector is defective and has no contact to TCU Ÿ 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

Ÿ

TCU shifts to

Ÿ

S.C. TO BATTERY

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

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 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 Check the cable

remarks

See ¹ chapter 0

See ¹ chapter 0

See ¹ chapter 0

See ¹

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

54

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

85

86

87

MEANING OF THE FAULT CODE possible reason for fault detection VOLTAGE AT CLUTCH KV The measured resistance value of the valve is out of limit, the voltage at KV valve is too high. Ÿ Cable / connector is defective and has contact to battery voltage Ÿ Cable / connector is defective and contact to another regulator output of the TCU Ÿ Regulator has an internal defect S.C. TO GROUND AT CLUTCH KV The measured resistance value of the valve is out of limit, the voltage at KV valve is too low. Ÿ Cable / connector is defective and has contact to vehicle ground Ÿ Regulator has an internal defect O.C. AT CLUTCH KV The measured resistance value of the valve is out of limit. Ÿ Cable / connector is defective and has no contact to TCU Ÿ Regulator has an internal defect

S.C. TO BATTERY VOLTAGE AT CLUTCH KR The measured resistance value of the valve is out of limit the voltage at KR valve is too low. Ÿ Cable / connector is defective and has contact to battery voltage

Reaction of the TCU

Possible steps to repair

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

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 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 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 ¹ chapter 0

Ÿ Ÿ Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

remarks

See ¹ chapter 0

See ¹ chapter 0

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

55

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

88

89

91

92

MEANING OF THE FAULT CODE possible reason for fault detection Ÿ Cable / connector is defective and has contact to another regulator output of the TCU Ÿ Regulator has an internal defect S.C. TO GROUND AT CLUTCH KR The measured resistance value of the valve is out of limit, the voltage at KR valve is too low. Ÿ Cable / connector is defective and has contact to vehicle ground Ÿ Regulator has an internal defect.

O.C. AT CLUTCH KR The measured resistance value of the valve is out of limit. Ÿ Cable / connector is defective and has no contact to TCU Ÿ Regulator has an internal defect

S.C. TO GROUND AT RELAY REVERSE WARNING ALARM TCU detected a wrong voltage at the output pin, that looks like a s.c. To vehicle ground Ÿ Cable is defective and is contacted to vehicle ground Ÿ Backup alarm device has an internal defect Ÿ Connector pin is contacted to vehicle ground S.C. TO BATTERY VOLTAGE AT RELAY REVERSE WARNING ALARM TCU detected a wrong

Reaction of the TCU

Possible steps to repair

remarks

the gearbox

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ

Backup alarm will be on until TCU power down even if fault vanishes (loose connection) OP-Mode: normal

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

Ÿ

Ÿ

Ÿ

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 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 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 ¹ chapter 0

Check the cable from TCU to the backup alarm device Check the

See ¹ chapter 0

See ¹ chapter 0

See ¹ chapter 0

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

56

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

93

9A

9B

MEANING OF THE FAULT CODE possible reason for fault detection voltage at the output pin, that looks like a s.c. To battery voltage Ÿ Cable is defective and is contacted to battery voltage Ÿ Backup alarm device has an internal defect Ÿ Connector pin is contacted to battery voltage O.C. AT RELAY REVERSE WARNING ALARM TCU detected a wrong voltage at the output pin, that looks like a o.c. For this output pin Ÿ Cable is defective and has no connection to TCU Ÿ Backup alarm device has an internal defect Ÿ Connector has no connection to TCU S.C. TO GROUND AT CONVERTER LOCK UP CLUTCH TCU detected a wrong voltage at the output pin, that looks like a s.c. To vehicle ground Ÿ Cable is defective and is contacted to vehicle ground Ÿ Converter clutch solenoid has an internal defect Ÿ Connector pin is contacted to vehicle ground O.C. AT CONVERTER LOCK UP CLUTCH TCU detected a wrong voltage at the output pin, that looks like a o.c. For this output pin Ÿ Cable is defective and has no connection to TCU

Reaction of the TCU

Possible steps to repair

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Converter clutch always open, retarder not available OP-Mode: normal

Ÿ

Ÿ

Ÿ

remarks

connectors from backup alarm device to TCU Check the resistance of backup alarm device

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 ¹ chapter 0

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 ¹ chapter 0

Check the cable from TCU to the converter clutch solenoid Check the connectors from converter clutch solenoid to TCU Check the

See ¹ chapter 0

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

57

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

9C

9D

9

9F

MEANING OF THE FAULT CODE possible reason for fault detection Ÿ Converter clutch solenoid has an internal defect Ÿ Connector has no connection to TCU S.C. TO BATTERY VOLTAGE AT CONVERTER LOCK UP CLUTCH TCU detected a wrong voltage at the output pin, that looks like a s.c. To battery voltage Ÿ Cable to defective and is contacted to battery voltage Ÿ Converter clutch solenoid has an internal defect Ÿ Connector pin is contacted to battery voltage S.C. TO GROUND AT RETARDER TCU detected a wrong voltage at the output pin, that looks like a s.c. To vehicle ground Ÿ Cable is defective and is contacted to vehicle ground Ÿ Retarder solenoid has an internal defect Ÿ Connector pin is contacted to vehicle ground O.C. AT RETARDER TCU detected a wrong voltage at the output pin, that looks like a o.c. For this output pin Ÿ Cable is defective and has no connection to TCU Ÿ Retarder solenoid has an internal defect Ÿ Connector has no connection to TCU S.C. TO BATTERY VOLTAGE AT RETARDER SOLENOID

Reaction of the TCU

Possible steps to repair

remarks

resistance of converter clutch solenoid

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

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 ¹ chapter 0

Check the cable from TCU to the retarder solenoid Check the connectors from retarder solenoid to TCU Check the resistance of retarder solenoid

See ¹ chapter 0

Check the cable from TCU to the retarder solenoid Check the connectors from retarder solenoid to TCU Check the resistance of retarder solenoid

See ¹ chapter 0

Check the cable from TCU to the retarder solenoid

See¹ chapter 0

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

58

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

A1

A2

A3

MEANING OF THE FAULT CODE possible reason for fault detection TCU detected a wrong voltage at the output pin, that looks like a s.c. To battery voltage Ÿ Cable is defective and is contacted to battery voltage Ÿ Retarder solenoid has an internal defect Ÿ Connector pin is contacted to battery voltage S.C. TO GROUND AT DIFFLOCK SOLENOID TCU detected a wrong voltage at the output pin, that looks like a s.c. To vehicle ground Ÿ Cable is defective and is contacted to vehicle ground Ÿ Difflock solenoid has internal defect Ÿ Connector pin is contacted to vehicle ground S.C. TO BATTERY VOLTAGE AT DIFFLOCK SOLENOID TCU detected a wrong voltage at the output pin, that looks like a s.c. To battery voltage Ÿ Cable is defective and is contacted to battery voltage Ÿ Difflock solenoid has an internal defect Ÿ Connector pin is contacted to battery voltage O.C. AT DIFFLOCK SOLENOID TCU detected a wrong voltage at the output pin, that looks like a o.c. For this output pin Ÿ Cable is defective and has no connection to TCU Ÿ Difflock solenoid has

Reaction of the TCU

Possible steps to repair

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

remarks

Check the connectors from retarder solenoid to TCU Check the resistance of retarder solenoid

Check the cable from TCU to the difflock solenoid Check the connectors from difflock solenoid to TCU Check the resistance of difflock solenoid

See ¹ chapter 0

Check the cable from TCU to the difflock solenoid Check the connectors from difflock solenoid to TCU Check the resistance of difflock solenoid

See ¹ chapter 0

Check the cable from TCU to the difflock solenoid Check the connectors from difflock solenoid to TCU Check the resistance of difflock solenoid

See ¹ chapter 0

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

59

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

A4

A5

A6

B1

MEANING OF THE FAULT CODE possible reason for fault detection an internal defect Ÿ Connector has no connection to TCU S.C. TO GROUND AT WARNING SIGNAL OUTPUT TCU detected a wrong voltage at the output pin, that looks like a s.c. To vehicle ground Ÿ Cable is defective and is contacted to vehicle ground Ÿ Warning device has an internal defect Ÿ Connector pin is contacted to vehicle ground O.C. AT WARNING SIGNAL OUTPUT TCU detected a wrong voltage at the output pin, that looks like a o.c. For this output pin Ÿ Cable is defective and has no connection to TCU Ÿ Warning device has an internal defect Ÿ Connector has no connection to TCU S.C. TO BATTERY VOLTAGE AT WARNING SIGNAL OUTPUT TCU detected a wrong voltage at the output pin, that looks like a s.c. To battery voltage Ÿ Cable is defective and is contacted to battery voltage Ÿ Warning device has an internal defect Ÿ Connector pin is contacted to battery voltage SLIPPAGE AT CLUTCH K1 TCU calculates a differential speed at closed clutch K1. If this calculated value is out of

Reaction of the TCU

Possible steps to repair

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is

Ÿ Ÿ

remarks

Check the cable from TCU to the warning device Check the connectors from warning device to TCU Check the resistance of warning device

See ¹ chapter 0

Check the cable from TCU to the warning device Check the connectors from warning device to TCU Check the resistance of warning device

See ¹ chapter 0

Check the cable from TCU to the warning device Check the connectors from warning device to TCU Check the resistance of warning device

See ¹ chapter 0

Check pressure at clutch K1 Check main pressure in the system

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

60

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

B2

B3

B4

MEANING OF THE FAULT CODE possible reason for fault detection range, TCU interprets this as slipping clutch. Ÿ Low pressure at clutch K1 Ÿ Low main pressure Ÿ Wrong signal at internal speed sensor Ÿ Wrong signal at output speed sensor Ÿ Wrong size of the sensor gap Ÿ Clutch is defective SLIPPAGE AT CLUTCH K2 TCU calculates a differential speed at closed clutch K2. If this calculated value is out of range, TCU interprets this as slipping clutch. Ÿ Low pressure at clutch k2 Ÿ Low main pressure Ÿ Wrong signal at internal speed sensor Ÿ Wrong signal at output speed sensor Ÿ Wrong size of the sensor gap Ÿ Clutch is defective SLIPPAGE AT CLUTCH K3 TCU calculates a differential speed at closed clutch K3. If this calculated value is out of range, TCU interprets this as slipping clutch. Ÿ Low pressure at clutch K3 Ÿ Low main pressure Ÿ Wrong signal at internal speed sensor Ÿ Wrong signal at output speed sensor Ÿ Wrong size of the sensor gap Ÿ Clutch is defective SLIPPAGE AT CLUTCH

Reaction of the TCU

pending TCU shifts to neutral OP-Mode: TCU shutdown

Possible steps to repair

Ÿ Ÿ Ÿ Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

TCU shifts to

Ÿ Ÿ

remarks

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 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 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 Check pressure at

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

61

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

B5

B6

MEANING OF THE FAULT CODE possible reason for fault detection 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. Ÿ Low pressure at clutch K4 Ÿ Low main pressure Ÿ Wrong signal at internal speed sensor Ÿ Wrong signal at turbine speed sensor Ÿ Wrong size of the sensor gap Ÿ Clutch is defective SLIPPAGE AT CLUTCH KV TCU calculates a differential speed at closed clutch KV. If this calculated value is out of range, TCU interprets this as slipping clutch. Ÿ Low pressure at clutch KV Ÿ Low main pressure Ÿ Wrong signal at internal speed sensor Ÿ Wrong signal at turbine speed sensor Ÿ Wrong size of the sensor gap Ÿ Clutch is defective SLIPPAGE AT CLUTCH KR TCU calculates a differential speed at closed clutch KR. If this calculated value is out of range, TCU interprets this as slipping clutch. Ÿ Low pressure at clutch KR Ÿ Low main pressure Ÿ Wrong signal at internal speed sensor Ÿ Wrong signal at

Reaction of the TCU

neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Possible steps to repair

Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

remarks

clutch K4 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

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 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

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

62

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

B7

B8

MEANING OF THE FAULT CODE possible reason for fault detection turbine speed sensor Ÿ Wrong size of the sensor gap Ÿ Clutch is defective OVERTEMP SUMP TCU measured a temperature in the oil sump that is over the allowed threshold.

Reaction of the TCU

Ÿ Ÿ Ÿ

No reaction OP-Mode: normal

Ÿ Ÿ

OVERTEMP RETARDER TCU measured a temperature in the oil sump that is over the allowed threshold.

TCU disables retarder OP-Mode: normal

B9

OVERSPEED ENGINE

BA

DIFFERENTIAL PRESSURE OIL FILTER TCU measured a voltage at differential pressure switch out of the allowed range Ÿ Oil filter is polluted Ÿ Cable / connector is broken or cable / connector is contacted to battery voltage or vehicle ground Ÿ Differential pressure switch is defective SLIPPAGE AT CONVERTER LOCKUP CLUTCH TCU calculates a differential speed at closed converter lockup clutch. If this calculated value is out of range, TCU interprets this as slipping clutch. Ÿ Low pressure at converter lockup clutch Ÿ Low main pressure Ÿ Wrong signal at engine speed sensor

Retarder applies OP-Mode: normal No reaction OP-Mode: normal

BB

Possible steps to repair

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ

Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

remarks

Check signal at turbine speed sensor Replace clutch Cool down machine Check oil level Check temperature sensor Cool down machine Check oil level Check temperature sensor

Check oil filter Check wiring from TCU to differential pressure switch Check differential pressure switch (measure resistance)

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

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

63

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

BD

BE

BF

D1

MEANING OF THE FAULT CODE possible reason for fault detection Ÿ Wrong signal at turbine speed sensor Ÿ Wrong size of the sensor gap Ÿ Clutch is defective S.C TO GROUND AT ENGINE BRAKE SOLENOID TCU detected a wrong voltage at the output pin, that looks like a s.c. To vehicle ground Ÿ Cable is defective and is contacted to vehicle ground Ÿ Engine brake solenoid has an internal defect Ÿ Connector pin is contacted to vehicle ground S.C. TO BATTERY VOLTAGE AT ENGINE BRAKE TCU detected a wrong voltage at the output pin, that looks like a s.c. To battery voltage Ÿ Cable is defective and is contacted to battery voltage Ÿ Engine brake solenoid has an internal defect Ÿ Connector pin is contacted to battery voltage O.C. AT ENGINE BRAKE TCU detected a wrong voltage at the output pin, that looks like a o.c. For this output pin Ÿ Cable is defective and has no connection to TCU Ÿ Engine brake solenoid has an internal defect Ÿ Connector has no connection to TCU S.C. TO BATTERY

Reaction of the TCU

Possible steps to repair

Ÿ Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ

Ÿ

See fault codes

Ÿ

remarks

turbine speed sensor Replace clutch

Check the cable from TCU to the engine brake solenoid Check the connectors from difflock solenoid to TCU Check the resistance of difflock solenoid

See ¹ chapter 0

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 ¹ chapter 0

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 ¹ chapter 0

Check cables and

Fault codes

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

64

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

D2

D3

D4

D5

D6

MEANING OF THE FAULT CODE possible reason for fault detection VOLTAGE AT POWER SUPPLY FOR SENSORS TCU measures more than 6V at the pin AU1 (5V sensor supply)

Reaction of the TCU

Possible steps to repair

no. 21 to 2C

Ÿ

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

LOW POWER AT BATTERY Measured voltage at power supply is lower than xx V

Shift to neutral OP-Mode: TCU shutdown

HIGH POWER AT BATTERY Measured voltage at power supply is higher than xx V

Shift to neutral OP-Mode: TCU shutdown

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 Ÿ Cable or connectors are defect and are contacted to battery voltage Ÿ Cable or connectors are defect and are contacted to vehicle ground Ÿ Permanent power supply KL30 missing Ÿ TCU has an internal defect ERROR AT SWITCH 2 FOR VALVE POWER

Shift to neutral OP-Mode: TCU shutdown

Ÿ

Ÿ

Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

Shift to neutral OP-Mode:

Ÿ Ÿ

connectors to sensors, which are supplied from AU1 Check the power supply at the pin AU1 (should be appx. 5V) Check cables and connectors to sensors, which are supplied from AU1 Check the power supply at the pin AU1 (should be appx. 5V) Check power supply battery Check cables from batteries to TCU Check connectors from batteries to TCU Check power supply battery Check cables from batteries to TCU Check connectors from batteries to TCU Check fuse Check cables form gearbox to TCU Check connectors from gearbox to TCU Replace TCU

remarks

no. 21 to no.

2C may be a reaction of this fault

Fault codes no 21 to 2C may be a reaction of this fault

Check fuse Check cables form

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

65

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

E3

E4

F1

F3

MEANING OF THE FAULT CODE possible reason for fault detection 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 Ÿ Cable or connectors are defect and are contacted to battery voltage Ÿ Cable or connectors are defect and are contacted to vehicle ground Ÿ Permanent power supply KL30 missing Ÿ TCU has an internal defect S.C. TO BATTERY VOLTAGE AT DISPLAY OUTPUT TCU sends data to the display and measures always a high voltage level on the connector Ÿ Cable or connectors are defective and are contacted to battery voltage Ÿ Display has an internal defect S.C. TO GROUND AT DISPLAY OUTPUT TCU sends data to the display and measures always a high voltage level on the connector Ÿ Cable or connectors are defective and are contacted to vehicle ground Ÿ Display has an internal defect GENERAL EEPROM FAULT TCU can’t read non volantile memory Ÿ TCU is defective APPLICATION ERROR Something of this application is wrong

Reaction of the TCU

Possible steps to repair

TCU shutdown

Ÿ Ÿ

Ÿ

No reaction OP-Mode: normal

Ÿ Ÿ

Ÿ

No reaction OP-Mode: normal

remarks

gearbox to TCU Check connectors from gearbox to TCU Replace TCU

Check the cable from TCU to the display Check the connectors at the display Change display

Ÿ

Check the cable from TCU to the display Check the connectors at the display Change display

No reaction OP-Mode: normal

Ÿ

Replace TCU

Often shown together with fault code F2

Transmission stay neutral OP-Mode: TCU shutdown

Ÿ

Replace TCU!!

This fault occurs only if an test engineer did

Ÿ

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

66

ADT B30C ZF 210 TRANSMISSION Fault Code[hex]

F5

F6

MEANING OF THE FAULT CODE possible reason for fault detection

CLUTCH FAILURE AEB was not able to adjust clutch filling parameters Ÿ One of the AEBValues is out of limit CLUTCH ADJUSTMENT DATA LOST TCU was not able to read correct clutch adjustment parameters Ÿ Interference during saving data on non volatile memory Ÿ TCU is brand new

Reaction of the TCU

Possible steps to repair

Transmission stay neutral OP-Mode: TCU shutdown

Ÿ

Check clutch

No reaction, Default values = 0 for AEB offesets used OP-Mode: normal

Ÿ

Execute AEB

remarks

something wrong in the application of the vehicle TCU shows also the affected clutch on the Display

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

67

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: Short cut to ground: Short cut to battery:

R12 ≈ R1P ≈ R1C ≈ R2P ≈ R2C ≈ ∞ R12 ≈ 0, R1C ≈ R2C ≈ 0, R12 ≈ 0, R1G ≈ R2C ≈ ∞

R1P ≈ P2ll ≈ ∞ R1P ≈ R2P ≈ 0

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

68

ADT B30C ZF 210 TRANSMISSION

ERROR Controller - Driving direction Error Controller - Driving range Error CCO - Error Parking brake system N_MOT - Error

N_TUR - Error

N_MRK - Error N_AB -Error

Temperature sensor Error Power supply voltage Error RFS - Error - KM RFS - Error - LU RFS - Error - KUB

PBR - Error - KM PBR - Error - LU PBR - Error - KUB ASP - Error - KM ASP - Error - LU ASP - Error - KUB

ERROR RESPONSE Transmission to Neutral At this system with DW 2, this Error cannot occur Switch on CCO no more, Default value = 0 bar Transmission in Neutral, Clutch control time controlled, Driving strategy Default value, Full load, Overspeed control device via Turbine speed Clutch control timecontrolled, Driving strategy Default value: Full load, Overspeed control device via Turbine speed Clutch control timecontrolled Clutch control timecontrolled, no more Automatic operation, Sensor failure mode (see EST = 25 V22) Default value: Operating temperature (80ºC) Switch off Outputs, Transmission Neutral No response Selectable via Information field parameters: - no more reversing, - Reversing up to standstill - no response Parking brake can be closed by cut-off of the valve supply VPS 2 Transmission to Neutral At first, the Starter inerlock function must be defined

OPERATING MODE PUT VEHICLE OUT OF SERVICE NORMAL NORMAL PUT VEHICLE OUT OF SERVICE DEFAULT - CLUTCH CONTROL

DEFAULT - CLUTCH CONTROL

DEFAULT - CLUTCH CONTROL DEFAULT - CLUTCH CONTROL

NORMAL PERMANENT - NEUTRAL NORMAL NORMAL

LIMP - HOME PUT VEHICLE OUT OF SERVICE tbd

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

69

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 K3 - Error - KM K3 - Error - LU K3 - Error - KUB K4 - Error - KM K4 - Error - LU K4 - Error - KUB KV - Error - KM KV - Error - LU KV - Error - KUB KR - Error - KM KR - Error - LU KR - Error - KUB Error - KM On several clutches CAN _Error

Driving in a Speed (Speed with suitable clutches) Driving in a Speed (Speed with suitable clutches) Driving in a Speed (Speed with suitable clutches) Driving in a Speed (Speed with suitable clutches) Driving in a Speed (Speed with suitable clutches) Transmission to Neutral

LIMP - HOME

Put vehicle out of service, if the control has no valid Vehicle identification stored.

No response No response

Display - Error

Legend:

KM LU KUB

LIMP - HOME

LIMP - HOME

LIMP - HOME

LIMP - HOME

PUT VEHICLE OUT OF SERVICE PERMANENT NEUTRAL NORMAL

NORMAL

Short circuit against Permanent current earth, on the component Line interruption, Interruption to the component Kurzschluß nach Over current Ubat (Power supply),

 COPYRIGHT

REFERENCE

PAGE

BELL TRAINING 2000

ZF

70