ZF – CONTINUOUSLY VARIABLE

HYDROSTATIC DRIVE
2HC85

TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTICS

5872 016 002 en

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2HC85 Off-Road Driveline Technology
and Axle Systems

1st edition 2009/07

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2HC85 Off-Road Driveline Technology
and Axle Systems

Preface

This documentation has been developed for specialized staff trained by ZF for repair and maintenance
work to be made on ZF units.
Due to the continuous technical upgrading of the product, however, the repair and maintenance of the
unit at your disposal may require both deviating work steps and differing setting and testing data.

This manual is based on the state-of-the-art at the time of printing.

It was prepared with utmost care in order to avoid errors.
However, we shall not be liable for any errors in figures or descriptions.

We reserve the right to make modifications without prior notice.

The owner and the user shall be responsible for complying with the safety instructions and for
implementing the maintenance work according to the specified guidelines.

ZF shall not be liable for any incorrect installation, improper handling, insufficient maintenance,
improperly or incompetently performed work and any consequential damage resulting thereof.

It is imperative to observe the relevant instructions and manuals of the vehicle manufacturer.

Important information regarding technical reliability and operational safety are highlighted by the
following symbols:

This is applicable for instructions to be observed for maintenance, operation or

handling of the vehicle!

Refers to working and operating processes which must strictly be observed to

avoid any damage to or destruction of the unit or to exclude any endangerment
to persons!

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TABLE OF CONTENTS
Page
Summary of TECHNICAL DATA 6
Identification plate version „A“ 7
Identification plate version „B“ 8
Important Instructions 9

I. Description 10
1.1 General description of the transmission
1.1.1 Continuously variable hydrostatic drive
1.1.2 Transmission versions
1.1.2.1 Direct mount version
1.1.2.2 Remote mount version
1.1.3 Configuration of the transmission
1.1.4 Control strategy
1.2 Description of the hydraulic system
1.3 Description of the electronic control system
1.3.1 General description of architecture
1.3.1.1 Electr. system with vehicle control unit (VCU) and with Engine control unit (ECU)
1.3.2 Transmission control unit EST-64 (TCU)
1.3.3 Display
II. Installation Instructions 18
2.1 General
2.2 Hydraulic interfaces
2.3 Electric interfaces
2.4 Mechanical interfaces
2.4.1 Direct mount
2.4.2 Remote mount
2.5 U-joint shaft
2.5.1 U-joint shaft connection
2.5.2 Permissible reference values
2.5.3 Perm. deflection angle ß per joint
2.5.4 Limitation for acoustics reasons
2.5.5 Max. perm. resulting deflection angle on shafts with more than one joint
2.5.6 Bending-critical speed
2.5.7 Single arrangements
2.5.8 Multiple arrangement
2.5.9 Miscellaneous / further information
III. Operation 28
3.1 General
3.2 Driving
3.3 Towing
3.4 Cold start
VI. Maintenance 30
4.1 Oil grade
4.2 Oil level check (spur gear drive)
4.3 Oil change and oil fill quantity (spur gear drive)
4.4 Oil level check, oil change and oil filling (hydraulic motor/valve block)
V. ZF Diagnostic systems 34
5.1 General
5.2 Laptop Version
5.3 Angles of rotation for drive /Inching brake pedal
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ATTACHMENT 2HC85 consisting of:

Tables:

1 Hydraulic circuit diagram

- Neutral, driving range I, II and III -

2 Wiring diagram
- Fully automatic control EST-64 (6029.701.901)

3 Fault code list

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Summary of TECHNICAL DATA:

Transmission input power Diesel engine KW ….....…………………… 90 *

(gross)

Transmission output speed min -1 ….....…………………… 2 940

Max. transmission output torque Nm ….....…………………… 3 300

Transmission weight (without oil) Kg ….....…………………… 172

Oil volume spur gear drive l ….....…………………… 2.2

Oil volume motor housing l ….....…………………… 6

Vehicle weight t ….....…………………… 10

Vehicle speed Km/h ….....…………………… 42

Transmission ratios
• Motor A ….....…………………… 1.780
• Motor B ….....…………………… 0.851

Max. perm. differential pressure bar ….....…………………… 470

(HP valve pump)

Max. permissible oil viscosity: mm²/s.....10 °C ….....…………………… 90

* This is a reference value. In practical application, the power may deviate

from this value.

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LABELING OF IDENTIFICATION PLATE

Version „A“

1 = Transmission type
2 = Unit no.: (serial number)
3 = ZF parts list number
4 = Overall transmission ratio
5 = Oil filling /oil specification
6 = ZF List of Lubricants
7 = Oil fill quantity
8 = Customer no. (vehicle identification no.)

1 2
Parts List No. Total Ratio / Version

3 4
5 TE-ML 6
TE-ML
7 TE-ML
8

INFORMATION ON SPARE PARTS ORDERING:

The following information is required when ordering genuine ZF- spare parts:

1. = Transmission type
2. = Serial number You will find this information on the identification plate!
3. = ZF parts list number
4. = Make and type of spare part
5. = Denomination of spare part
6. = Spare part number
7. = Shipping mode

Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered
spare parts!

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LABELING OF IDENTIFICATION PLATE

Version „B“

1 = customer specified
2 = customer specified
3 = ZF unit no.: (serial number)
4 = ZF-parts list number

Volvo Construvction Equipment

PART NO. TYPE
1 2
SERIAL NO. NO.

3 4
VOLVO
MANUFACTURED EXCLUSIVELY FOR VOLVO BY
ZF PASSAU GMBH
MADE IN GERMANY

INFORMATION ON SPARE PARTS ORDERING:

The following information is required when ordering genuine ZF- spare parts:

1. = Transmission type
2. = Unit number You will find this information on the identification plate!
3. = ZF parts list number
4. = Make and type of spare part
5. = Denomination of spare part
6. = Spare part number
7. = Shipping mode

Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered
spare parts!

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IMPORTANT INSTRUCTIONS

Wait 5 minutes after stopping the vehicle before checking the oil level in the
transmission.

Use transmission oil according to ZF list of lubricants TE-ML 07.

The latest updates of the lists of lubricants are available on ZF internet site.

Observe the oil change intervals (see item VI).

Towing the vehicle out of the danger area is allowed, it must then be loaded on a
transport vehicle.
Towing over longer distances is not permitted (see item 3.3).

Although the transmission is blocked when the vehicle is off, the vehicle may
crawl downhill on its own in steep terrain.
It is therefore generally necessary to engage the parking brake when the vehicle
is off.

Pay attention to absolute cleanliness when working on the transmission. No

contamination or other dirt particles may penetrate into the transmission.

In case of irregularities on the transmission put the vehicle out of service.

Ask for specialists.

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I. DESCRIPTION

1.1 General description:

1.1.1 Continuously variable hydrostatic drive:

The transmission consists of 2 radial piston motors which are integrated in the transmission
housing and connected mechanically with the output by a gear chain.
Due to the different ratios of the two gear chains, motor A rotates at double speed vs. motor
B.
The torque of the two hydro motors is summed up via the two gear chains representing the
summarizing transmission, and is available at the transmission output.
The motors are made in crank-shaft design. Displacement of the hydro motors is
continuously variable by adjusting crank shaft eccentricity.
Motor A has got a maximum displacement of 183ccm/rotation, which is continuously
variable down to 0ccm/rotation.
Motor B has got a maximum displacement of 243ccm/rotation, which is continuously
variable to 60ccm/ rotation.
2500 min-1 is the maximum speed of a hydro motor when high pressure is applied.
No additional separating element is fitted into the transmission for separating a motor
mechanically. At higher road speeds, hydro motor A is separated hydraulically from high
pressure. Thanks to the mechanical connection of the two motors via summarizing
transmission, motor shaft A can achieve a speed of 5000 min-1 at vehicle final speed. Since
no external forces act on the shaft, slight losses are only due to bearing friction

Transmission schematics

Legend: i1 2
1
1 = Hydro motor “A” - drive gear 3
2 = Hydro motor “A” - input shaft
3 = Hydro motor “A”
4 = Hydro motor B - output gear 4
5 = Front axle input flange
6 = Hydro motor „B“ 10 5
7 = Hydro motor „B“ - input shaft
8 = Hydro motor „B“ - drive gear 9
9 = Hydro motor „A“ - output gear
10 = Rear axle output pinion or 6
rear axle output flange
8
7
i2
Figure no.: 1.1

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1.1.2 Transmission versions:

There are 2 transmission versions

1.1.2.1 Direct mount version:

In this version, the transmission output shaft is a pinion shaft (1), so the transmission can be
directly mounted to the ZF rear axle MT-L3045 or MT-L 3055.
Output to front axle with output flange (2) via u-joint shaft.

2
1

Figure no.: 1.1.2.1

1.1.2.2 Remote mount version:

The output shaft has got 2 output flanges (1) used to connect the transmission to front and
rear axle via u-joint shafts.

1
1

Figure no.: 1.1.2.2

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1.1.3 Configuration of the transmission:

The transmission mainly consists of the 3 assemblies:
• A = Spur gear drive (summarizing transmission)
• B = Motor housing
• C = Valve block

Hydro motor “A” Hydro motor “B”

A B C A B C
1 3 8 6

2 7

10 9 5 10 4 5

Figure no.: 1.1.3

Legend  see page 8; figure no.: 1.1

A-Spur gear drive:

The spur gear drive has got a separate oil circuit. There are 2 gear chains which are
combined on the output shaft and assume summarizing function.
The transmission output speed is measured with a Hall sensor (see 2.3 Electric interfaces 
figure no.: 2.3 )

B-Motor housing:
The two motors are accommodated here. The leak oil of the two motors and the feed-out are
collected in this housing and returned to the vehicle fuel tank through the tank pipe.

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C-valve block:
All hydraulic valves for transmission control are located in the valve block. There is also the
purge valve, which discharges a certain amount of oil from the closed hydrostatic circuit for
cooling. High-pressure connections coming from the pump are there, too. Moreover, a tank
pipe for the valves is located there.

The demanded displacement is set with one proportional valve each per motor. It is
determined indirectly by means of a non-contact angles-of-rotation sensor.

The ZF–electronic system assumes the complete driveline management, i.e. the pump is also
controlled in addition to the motors. The electronic system communicates with the vehicle
computer via CAN bus.

1.1.4 Control strategy:

Considering vehicle driving speed, 3 driving ranges can be defined.

Their maximum speed depends on the tires (for average see below).

• Driving range 1 (up to app. 6 km/h):

Both hydro motors are set to maximum displacement. Speed is changed by
swinging out the pump.
• Driving range 2 (up to app. 15 km/h):
The pump is set to maximum displacement.
Displacement of both hydro motors is adapted acc. to driving speed requirements.
• Driving range 3 (up to app. 42 km/h):
The pump is set to maximum displacement.
Hydro motor is adjusted to 0ccm/rotation displacement and is separated
hydraulically from high pressure.
So hydro motor B acts as drive until final speed.

In general, these 3 ranges are passed through in a continuously variable manner and without
tractive effort interruption.

1.2 Description of the hydraulic system:

The transmission is operated in a closed hydrostatic circuit. A pump, which can be swung-
out in a continuously variable manner by means of a proportional valve, is located directly at
the Diesel engine. The pump presets the driving direction, too.
A supply pump is fitted upon this pump which feeds the leak oil of pump and transmission
as well as the oil discharged for cooling from the vehicle hydraulic tank into the closed
circuit.

2 high pressure lines connect the pump with the transmission. The pipe routing is continued
to the two motors in the valve block of the transmission.

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The tank pipes of pump and transmission are returned to the vehicle hydraulic tank.

In addition to an electric-proportional adjustment, the pump required for this system must
show a twisting, i.e. swing back depending on load.

The vehicle manufacturer selects the pump. He must, however, agree his decision with ZF.

1.3 Description of the electronic system:

1.3.1 General description of architecture:

EST-64 is used as TCU (Transmission Control Unit).

It is designed for communicating with a vehicle computer via CAN.

Several data records can be filed for different vehicle versions, in order to select the desired
data record later at the end of line.

In general, TCU requires the following information:

• Diesel engine performance characteristics (both full load and partial load)
• Characteristics of the inching sensor
• Characteristics of load sensor or, alternatively, electric drive pedal
• Power supply concept

The following information is made available on the CAN by the TCU:

• Transmission output speed
• Current driving direction
• Current driving mode
• Vehicle configuration
• Diagnosis information

The following information is required from the vehicle controller (VCU):

• Desired driving direction
• Desired driving range
• Desired driving speed
• Parking brake status (PB activated yes or no)
• Transmission output torque limitation
• Temperature of hydraulic tank
• Vehicle configuration

The following information is required from the engine control unit (ECU):
• Current Diesel engine speed
• Desired Diesel engine speed
• Diesel engine speed limitation

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For your information, wiring diagram 6029.701.901 is attached to table-2 as an

example.
Due to the different configurations of electronic transmission control units for the
various vehicles, please refer to the vehicle manufacturer’s Operating Instructions,
or to the Technical Data Sheet of the parts list versions involved.

1.3.1.1 Electric system with vehicle control unit (VCU) and with engine control unit
(ECU):
Communication with TCU via CAN (report J1939)

Figure no.: 1.3.1.1

VCU = Vehicle control unit D = Display

ECU = Engine control unit GS = Gear selector
TCU = Transmission control unit FNR = Switch
EST-64 F = forward/N = neutral/R = reverse
VB-P = Pump valve block IBP = Inching/brake pedal
VB-T = Valve block - transmission PBS = Parking brake switch
DE = Diesel engine FP = Drive pedal
AS = Spur gear drives output HP = High pressure pump
(summarizing gear set) SP = Supply pump
M „A“ = Hydraulic motor „A“ C/T = Cooler/tank
M „B“ = Hydraulic motor „B

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1.3.2 Transmission control unit EST-64 (TCU):

TCU installation position

90° 90° 90° 90°

Figure no.: 1.3.2 B1

TCU installation dimensions

100
50

ZF identification
plate
209

100

Minim. distance to release the plug

Figure no.: 1.3.2 B2

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The installation position of the TCU is optional. Preferably, ZF recommends the

version shown in figure no.: 1.3.2 B1.

The TCU is to be installed in a protected place in the driver’s cab.

A flooding with water must not be possible. Furthermore, the entry of water
through the plug connection must be prevented by appropriate measures on the
wiring harness.

1.3.3 Display:

medium right
h f e d side side

a b c g

Figure no.: 1.3.3

The display can be programmed according to customer’s specifications.

The system reactions in case of error described in Table-3 are for information only.


Since there are different software versions for the customers, please take the fault

code lists from the vehicle manufacturer’s documents.

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II. Installation Instructions

2.1 General:
General interfaces to the vehicle
• Hydraulic interfaces
• Electric interfaces
• Mechanic interfaces
• U-joint shafts

2.2 Hydraulic interfaces:

• 2 high pressure connections (1 and 2)

Connection „A pump“ is linked to connection „A transmission“, if high pressure
to „A“ means forward.
Connection „Pump B“ is linked to connection „B transmission“
• 2 tank pipes (3 and 4)
Tank pipe (3) is to be installed in front of the cooler. A max. back pressure of 2bar
must not be exceeded.
Tank pipe (4) leads directly and non pressurized into the tank.

3 Legend:
1 2
1 = High pressure connection 1“ - Pump B
2 = High pressure connection 1“ - Pump A
3 = Tank pipe connection M20x1.5
4 = Tank pipe connection M14x1.5

Figure no.: 2.2

For initial transmission operation, pre-fill the motor housing at connection (3)

with 6l oil from the hydraulic tank of the vehicle manufacturer.
For initial transmission operation absolute cleanliness is imperative when

connecting the hydraulic lines.

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2.3 Electric interfaces:

1 = Angle-of-rotation sensor B6 (angle-of-rotation sensor)  see wiring diagram table-2

(plug AMP super seal 4-poles)
2 = Angle-of-rotation sensor B5 (angle-of-rotation sensor)  see wiring diagram table-2
(plug AMP super seal 4-poles)
3 = Speed sensor B4 see wiring diagram table-2
(plug AMP super seal 3-poles)
4 = Cut-off valve Y1 (Cut-off solenoid)  see wiring diagram table-2
(German plug)
5 = Proportional solenoid Y2 and Y3 (proportional valve)  see wiring diagram table-2
„pump A and B“
(VDA plug)
For your information, wiring diagram 6029.701.901 is attached to table-2 as an

example.

4 5 5 4

Figure no.: 2.3

The electronic control unit must be installed safely in an area protected from splash
water, preferably in the cabin.

2.4 Mechanical interfaces:

2.4.1 Direct mount:

If the transmission is directly attached to ZF axle MT-L3045 or MT-L 3055, no further

points of attachment are required for transmission suspension.
Mounting with bolted connection 2 HC 85/axle housing  see mounting face (1).
The axle serves as connection to the vehicle chassis.
Flange (2) to front axle DIN 120 (for detailed information refer to the installation drawing)

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Figure no.: 2.4.1

2.4.2 Remote mount:

The 4 side fixing points M16 x 1.5 (1) are used for remote mount. In addition, the housing
on output side must be connected to the vehicle chassis via a suitable fixing plate.
See red marked fixing points (2) 8 x threaded holes with M12x1.5
Flange (3) to front and rear axle DIN 120 (for detailed information please refer to the
installation drawing)

2
3 1
1

Figure no.: 2.4.2

2.5 U-joint shaft

2.5.1 U-joint shaft connection

The deflection angles of both joints have

to be identical for Z- and W-arrangement
(ß1=ß2).
Z - arrangement
Try to obtain an exact Z-arrangement of
the u-joint shaft (ß1=ß2) for all vehicle
load conditions by means of an
appropriate axle movement.
Since this cannot always be implemented
W - arrangement in the vehicle, observe the values
mentioned under 2.5.2.
Figure no.: 2.5.1

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The vehicle manufacturer is responsible for specifying the u-joint shaft

arrangement.

2.5.2 Permissible reference values:

Excessive u-joint shaft deflection angles ß and alignment errors ∆ ß = (ß1 - 2) cause
rotation angle errors ∆ α, which may lead to detrimental u-joint shaft oscillations.
In order to avoid such oscillations, please observe the following reference values:

2.5.3 Perm. deflection angle ß per joint:

The perm. deflection angle ß per joint depends on u-joint shaft type, size and speed.
n x ß < 22 000 min-1 x degree (also refer to diagram  figure 2.5.3)

Perm. U-joint shaft deflection angle ß

(max. shaft length LZ = 1500 mm)
20°
Deflection angle ß

18°
16°
14°
12°
10°
8°
6°
4°
2°
0°
500 1000 1500 2000 2500 3000 3500 4000
Figure no.: 2.5.3

These values have to be observed with regard to low-noise operation and in particular
service life and wear. With best-conditioned spring-mass systems these limits may be
exceeded in exceptional cases. In these cases, however, always consult the u-joint shaft
manufacturer and ZF.

2.5.4 Limitation for acoustics reasons

Due to acoustical reasons, the following limitation is additionally applicable (independent

of speed):
ß ≤ 10°

This value applies to normal vehicle position. It may be exceeded when the axle is in full
rebound or bump position.

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Resultant deflection angle:

For spatial arrangement, the resultant deflection angle has to be calculated and serves as the
basis for design!

It is also possible to get ßres from the following diagram.

Resultant deflection angle ßres with

spatial u-joint shaft arrangement

Example:

Vertical projection horizontal projection

plane plane

According to diagram ßres = is 15°

Figure no.: 2.5.4

2.5.5 Max. perm. resulting deflection angle on shafts with more than one joint

The following value applies to the permissible resulting deflection angle

ßE of all joints:

ßE ≤ 2°

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The influence of the deflection angle size on the resulting deflection angle is represented in
diagram 2.5.5.
The resulting deflection angle is calculated from the angles of the single joints with
the following formula:

In case of spatial u-joint shaft arrangement, the respective „resultant“

deflection angle ßres of the single joints must be placed for ß1, ß2 etc.
ßres can be defined from the formula or the diagram. (see above)

Application samples for the formula are shown in the illustrations on figure
no.: 2.5.5 B2 part-A and B on page 25 and 26, as well as the multiple
arrangements in chapter 2.5.8.

The following sign rule applies for the different angles ß:

+ if the journal cross is vertical input

to the output shaft

- if the journal cross is vertical

input
to the input shaft

Figure no.: 2.5.5 B1

Attention!

The most unfavorable condition, i.e. the largest deflection angles are decisive
for the evaluation.

Examples for the influence of the deflection angle size ß1 and ß2 to the resulting deflection
angle ßE

Z -arrangement W - arrangement

Figure 1 (exact Z - and W- arrangement)

Figure no.: 2.5.5 B2-part A

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Figure-2 (small deflection angles with angle deviation)

Figure-3 (large deflection angles with angle deviation)

Figure 3 demonstrates that in case of a large deflection angle, an angle deviation of 1°

already leads to an inadmissibly high resulting deflection angle.
Figure no.: 2.5.5 B2 - part B

2.5.6 Bending-critical speed

When an inclined u-joint shaft transmits a torque there is an alternating bending stress on
the u-joint shaft center part, due to dynamic additional forces. If the stimulating frequency
is equal to the natural frequency of the u-joint shaft, extreme stresses are produced.
Therefore, special care must be taken that the u-joint shaft revolutions are clearly lower
than the bending-critical revolutions (equals u-joint shaft natural frequency). As a reference
value, the max. operating speed of the u-joint shaft should not exceed 65 % of the bending-
critical speed.

The bending-critical speed is calculated as follows:

D = tube outer diameter (cm)

d = tube inner diameter (cm)
L = length of u-joint shaft center part (cm)

2.5.7 Single arrangements

Try to obtain an exact Z-arrangement of the u-joint shaft (ß1=ß2) for all vehicle load
conditions by means of an appropriate axle movement.
Since this cannot always be implemented in the vehicle, observe the values mentioned in
2.5.2.

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Transmission Axle
Figure no.: 2.5.7 B1

Influence of the axle movement on the u-joint shaft deflection angles

Leaf-spring suspension results in favorable Z- Oscillating axle results in an unfavorable Z-
arrangement by parallel axle movement. arrangement by swinging axle movement.
Condition ß1= ß2 remains more or less unchanged, Condition ß1= ß2 is only achieved in central position.
even at max. spring deflection. Angles are the same at max. spring deflection.

Spring travel Vibration travel

laden
Empty laden
Central position
Axle movement
Axle movement

Figure no.: 2.5.7 B2

2.5.8 Multiple arrangement

A u-joint shaft with multi-arrangement can be optimized by an appropriate choice of the

journal cross position and variation of height h of the intermediate bearing (ß-angle
distribution) so that the limit values given in section 2.5.2 can be met.

Unfavorable arrangement

Axle

Transmission

Optimized arrangement
(by modifying the journal cross position)

Axle

Transmission

Figure no.: 2.5.8

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Optimization of the u-joint shaft system by modifying the journal cross position


2.5.9 Miscellaneous / further information

Balancing according to VDI 2060

The diagram shows the max. permitted unbalance:

250

200
balancing body mass (g mm/kg)
Perm. residual imbalance per

150

100

80

60

40

30
300 500 700 900 1500 3000 4000
-1
U-joint shaft revolutions n (mim )
Figure no.: 2.5.9

Installation position
The piping part of the u-joint shaft must show downwards.

Shock factors
Depending on the kind of driveline and the vehicle application, a u-joint shaft is exposed to
shock loads. Take the respective shock factors into account for dimensioning the u-joint
shaft and the u-joint shaft bearings. Reference values can be obtained from the u-joint shaft
manufacturers.

U-joint shafts with axial length compensation

If the installation situation of the u-joint shaft requires length compensation, use the plastic-
coated version of the u-joint shaft spline on a general basis. These plastic coatings have the
brand names "Rilsan" or "Glidecoat" etc.
They substantially reduce the friction value.

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Lubrication of u-joint shaft

a) Old version of u-joint shaft, uncoated

Joint bearing and slip spline must be lubricated not only when being assembled, but have to
be regularly serviced and re-lubricated.
When re-lubricating, fresh grease must come out of the seals!
Re-lubricate at least every 5000 km or 3 months!

We wish to point out that the pinion bearing may be damaged due to increased axial forces
if the u-joint shaft is not re-lubricated on a regular basis.
Therefore do no longer use this version for new designs.

b) U-joint shafts with plastic-coated length compensation

The joint bearings have to be lubricated during assembly and during maintenance.

ZF recommends a lubrication interval of six months or every 30,000 km.

Re-lubricate until fresh grease comes out of the seals.

The plastic-coated splines are to be lubricated with grease according to the specifications
of the u-joint shaft manufacturer. No further lubrication is required.

c) Grease quality:

Use lithium-saponified lubricating grease acc. to DIN 51825-KP2K-20 without MoS2

additives, or follow the recommendations given by the u-joint shaft manufacturer.

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III. OPERATION

3.1 General

For detailed specifications regarding vehicle operation

manufacturer’s operating and maintenance instructions.
refer to the vehicle

Prior to putting the transmission into operation, fill in the correct quantity of the
specified oil grade.
See chapter VI. MAINTENANCE

3.2 Driving:

If parking brake is not applied in steep terrain, the vehicle may crawl
downwards on its own, depending on the gradient.

• When ignition is OFF, the transmission blocks in horizontal terrain, the vehicle
cannot be moved.
• Upon starting the Diesel engine and pre-selecting driving direction and driving
range, the vehicle starts moving in the desired direction by depressing the drive
pedal.
• A prior release of the parking brake, however, is precondition for this.
• Upon the first start-off after ignition ON, the angle of rotation sensors are re-
calibrated, which happens unnoticed by the user.
• The resolution of the drive pedal is from 0 km/h up to 42 km/h final speed,
depending on the pre-selected driving range.

Driving range 1 2 3
Final speed (app.) 6 km/h 15 km/h 42 km/h

When actuating the brake while driving, braking is hydrostatical at first, i.e. pump control
pressure is reduced and the pump is swung back to displacement 0. No oil is supplied any
more.
As soon as the depressed brake pedal reaches a certain angle, the brakes in the axles are
activated.

Further functions:

• During travel, driving ranges can be changed at any time.

• Reversing operation is possible in all driving ranges and speeds.
• In case of electronically controlled Diesel engines, operation within optimum speed
range of the engine in terms of fuel consumption is possible.

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 Corporate Division
2HC85 Off-Road Driveline Technology
and Axle Systems

3.3 Towing:

The 2HC85 has got no neutral position where the driveline is mechanically

interrupted.
For towing, a hydraulic short circuit in the high-pressure circuit must be generated.
This is not possible on the transmission.

The vehicle manufacturer shall make it possible to produce a short circuit on a

suitable place in the high-pressure circuit.

Towing the vehicle out of the danger area is allowed, it must then be loaded on
a transport vehicle.
Towing over longer distances is not permitted.

3.4 Cold start:

Cold starting procedure at different oil temperatures:

Oil temperature System reaction

• < - 20°C ( - 21°C, - 22°C etc.) No driving possible

• between - 20°C and - 10°C Driving within driving range 1

• Driving generally possible

• between - 10°C and + 30°C
• Reduced dynamics

• > 30°C Driving possible without any restrictions

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 Corporate Division
2HC85 Off-Road Driveline Technology
and Axle Systems

VI. MAINTENANCE
4.1. Oil grade:

Oils according to ZF List of Lubricants TE-ML 07 are authorized for the continuously

variable hydrostatic drive 2HC85

Axle and transmission (spur gear drive) have got separate oil circuits

The List of Lubricants is being updated every three months and can be obtained or

viewed as follows:
- at all ZF plants
- at all ZF Service Centers
- Internet http://www.zf.com

4.2 Oil level check (spur gear drive):

When checking the oil level, it is imperative that you follow the mandatory
safety regulations according to § 6 of the Regulations for the prevention of
accidents for Transmissions in Germany, and the respective national
regulations in all other countries.
For example: The vehicle is to be secured against rolling away by means of
wheel chocks. Articulated vehicles are to be secured additionally against
unintentional turning-in.

The oil level check must be carried out as follows:

• vehicle in horizontal position!

• check oil level with shut-off Diesel engine!
• carefully clean level check plug prior to opening!
• the oil level according to the oil level check hole is binding!

Pressure could possibly have built up in the spur gear drive.

Be extremely careful when loosening the level check plug!

Remote mount

Figure no.: 3.4.2 B1

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 Corporate Division
2HC85 Off-Road Driveline Technology
and Axle Systems

Direct mount

1
3

Figure no.: 3.4.2 B2

Legend figure no.: 3.2.4 B1 and 3.2.4 B2

1 = Oil filler hole M24x1.5 (spur gear drive)

2 = Drain plug M24x1.5 (spur gear drive)
3 = Oil filler and drain plug 7/8“-14 UN 2A (axle)

For oil level check and oil change intervals applicable for ZF axles see respective
LUBRICATION AND MAINTENANCE INSTRUCTIONS

4.3 Oil change and oil fill quantity (spur gear drive):

Place suitable reservoir under the transmission

Disposal of oil according to legal requirements!

Observe safety regulations according to item 4.2!

Oil change after 2000 operating hours in field operation, but at least once a

year!

The oil change must be carried out as follows.

• Shut off the engine

• With the transmission at operating temperature and the vehicle in horizontal position
open the oil drain plug (2) with O ring and drain the used oil.
• Clean the oil drain plug as well as the sealing surface on the housing and reinstall
plug with new O-ring.

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 Corporate Division
2HC85 Off-Road Driveline Technology
and Axle Systems

• Loosen oil filler plug and clean sealing surface on the housing.
• Fill up oil on the oil filler hole (1) until overflow according to the ZF List of
Lubricants
• Check oil level after app. 2 minutes and refill oil, if required.

Install oil filler plug with new O ring.

OIL QUANTITY: 2.2 liters

The indicated volume is a reference value!

4.4 Oil level check, oil change and oil filling (hydraulic motor/valve block)

Please refer to vehicle manufacturer’s operation manual, since there is a

common oil system with the vehicle’s hydraulic reservoir!

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 Corporate Division
2HC85 Off-Road Driveline Technology
and Axle Systems

V. ZF DIAGNOSTIC SYSTEMS
5.1 General:

The electronic control unit EST-64 is equipped with a diagnostics package, which facilitates
troubleshooting for customer service during repairs.
The electronic control unit can monitor the conditions of certain inputs and outputs.
If it identifies an error, it saves a fault code in the fault memory (EEPROM) and transmits the
fault code to the vehicle controller and of the vehicle manufacturer.
The ZF diagnostic and programming system TESTMAN/pro is a LAPTOP version (see 5.2)
and is required for the following applications:

Figure no.: 5.1

Diagnosis - read current faults

- read fault memory
- delete fault memory

Testing of inputs and outputs - check outputs (control components)

- check inputs
- check systems in standstill condition
- check systems in driving conditions

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 Corporate Division
2HC85 Off-Road Driveline Technology
and Axle Systems

5.2 Laptop Version:

Pentium Laptop min. 1 GHz

Windows 2000 SP4

Windows XP SP2
Windows Vista (only 32 Bit)
Windows (only 32 Bit)

Basic software
Testman/Pro on CD
and application

German/English

Adapter cable

6008 308 601 = RS 232

6008 207 026 = USB Diagnostic set

5870 220 713

Programming adapter DPA-05

is just sold as a set, together
with the software!

Adapter cable

6029 017 005

Terminal tester 68-poles 6008 304 038

For testing individual control
signals, line interruptions etc.

Figure no.: 5.2

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 Corporate Division
2HC85 Off-Road Driveline Technology
and Axle Systems

5.3 Angles of rotation sensor for drive /Inching brake pedal (ZF no.: 0501.321.093)

Optional:
To collect drive pedal and brake pedal angle, ZF offers an angle sensor as an option. The
vehicle manufacturer is responsible for proper assembly.

Date code
4 5 6

Parts number 1 2 3

Figure no.: 5.3

35
 HYDRAULIC CIRCUIT DIAGRAM 2 HC- 85
DRIVING RAGE NEUTRAL, I, II AND III Tm/schematics
i1 SMA
FORWARD
HA
TABLE-1
2 HC-85 Transmission
· VB = Valve block
o Y1 = Solenoid valve (Separation motor A from high pressure)
o Y2 = Proportional valve – solenoid valve control pressure motor A
o Y3 = Proportional valve - solenoid valve control pressure motor B
o WV = Shuttle valve SMB
SAb
o SV = Flush valve
o DAV = Pressure cut-off valve
· MG = Motor housing HB
o HA = Hydro motor “A”
o HB = Hydro motor “B”
o SHA = Angle of rotation sensor HA
o SHB = Angle of rotation sensor HB i2
· ST = Spur gear drive (summarizing transmission)
o i1 = ratio 1
o i2 = ratio 2
HPV High-pressure pump with valve block Legend:
o Y4 = solenoid valve - forward
o Y5 = solenoid valve - reverse = High pressure line
o Y6 = solenoid valve – control pressure = Low pressure line
WT = Heat exchanger = Return flow into vehicle tank
SF = Suction filter = Leakage control valve direct in vehicle tank
FT = Vehicle tank
Table-1 / page 1 of 5
NEUTRAL 2 HC-85
VB MG SHA i1 ST

q_max

q_min
WV

HA
Y2

Y4 Y5
HPV Y1

B
Y6

SHB

q_max

q_min
WV

SV SAb
A Y3
HB

i2

DAV

WT

SF
FT

Table-1 / sheet 2 of 5
Driving range I
2 HC-85
VB MG ST
SHA
i1

q_max

q_min
WV

HA

Y1

B Y2

SHB

q_max

q_min
WV

SV
A HA SAb
Y3

i2
DAV

Table 1 / page 3 of 5
Leakage control valves Leakage motor housing to
directly in vehicle tank heat exchanger
Driving range II
2 HC-85
VB MG ST
SHA
WV i1

q_max

q_min
HA

Y1

B Y2

SHB

WV

q_max

q_min
SV
A Y3
HB SAb

i2
DAV

Table-1 / page 4 of 5
Leakage control valves Leakage motor housing to
directly in the vehicle tank heat exchanger
Driving range III
2 HC-85
VB MG ST
SHA
WV i1

q_max

q_min
HA
Y2

Y1

SHB

WV

q_max

q_min
A Y3
HB SAb

i2
DAV

Table-1 / page 5 of 5
Leakage control valves Leakage motor housing
directly into vehicle tank to heat exchanger
Fully automatic control EST-64
WIRING DIAGRAM - STANDARD (6029 701 901)
TABLE-2
ITEM LEGEND
A1 Electric control unit EST-64
A5 Diagnosis interface ZF (connector)
A6 ZF Display
A7 CAN-Interface (connector)
A8 CAN-Interface (only ZF in-house)
A7

B4 Output speed sensor

B5 Angle sensor Motor A
B6 Angle sensor Motor A

F1 Fuse 8A
F2 Fuse 8A

Y1 Solenoid valve Solenoid valve (Separation motor A from high pressure)

Y2 Solenoid valve Proportional valve – sol. valve control pressure motor A
Y3 Solenoid valve Proportional valve - sol. valve control pressure motor B
Y4 Solenoid valve Forward (customer’s responsibility)
Y5 Solenoid valve Reverse (customer’s responsibility)
Y6 Solenoid valve Control pressure (customer’s responsibility)

Table 2 / page 1 of 2
 F1
Kl.30
Kl.15
F2
6029 199 074 6 3
5 2
4 1
8 7
45 23 68 AMP JPT
1 6 5

1
B4 3
VPI VPE1 VPE2 1
SDDK
15 MNL 6-pin 2
8-pin
4 3
46
SuperSeal 24
34-pin
2 62
EF4 2
EUPR
18 4 A5 2 1
2
1 4
VMG2 3 8
3
14
SD1
6029 199 073
56 6
1 B5 4
AIP1
AIP2
10
2 9
6029 201 564
3 38
EU1 A1 AIP5

3 2
1
24
37
VMGA1
2
Y3
AU1 1
4 DEUTSCH BU 2pol
1
Y2 2
SuperSeal AMP Timer
4-pin 68-pin Y1 2
12
B6 VPS1

S
1 13
4 VPS1
1
2 3 61
EU2 Y4
6029 201 564
3
2
1
E AIP6
51
50
2

L 68 45
22
AIP8
54

Y5
1
Y6
1

P
SuperSeal
VPS2 08
4-pin 23 53 2 2
VPS2

M
VGS CANF_H CANF_L CANF_T VM1 VM2
28 25 26 27 1 2

A 4

X
E 4 3
1 2

2 1
A7
Entfernung von Knoten CANF_L, CANF_T zum
Elektronikstecker betraegt <= 200mm.
JPT 4-pin
6029 199 076
Abschirmung empfohlen Kl.31

Verdrillte Leitungen (30 Schl„ge/m) ab L>2m

Busabschluss, wenn Pin 26 und 27 verbunden
Table 2 / page 2 of 2
TABLE-3

Definition of different modes of operation

Driving Definition/function
program
Normal No failure is detected in the transmission system or the failure has no
or only slight effects on transmission control. TCU will work without
or, in special cases, with just little limitations. Main pump and travel
motors are activated according to the standard algorithms.
Limp Home TCU shifts to N, driver must shift to N before selecting the driving
(limited driving direction
mode) The detected failure in the system has a highly negative impact on
transmission control.
Pump is controlled by engine speed,
• mot 1 q_min
• mot 2 q_max
• cut off valve OFF
Transmission Transmission shut down TCU has detected a severe failure that
Shut Down disables control of the transmission. TCU will shut off all solenoid
valves.
TCU same as t/m shut down but no CAN message
Shut Down

Change over to Shut Down or Limp Home

Driving Definition/function
program
Shut Down At a defined time, current of the pump solenoid will be reduced to
300mA. Below this value the pump solenoids will be cut off.
Current of the motor solenoids will be reduced to 150mA at a defined
time. Below this value the motor solenoids will be cut off.
Limp Home Current of the pump solenoids will be reduced at a defined time until
control pressure is 0 or output speed is 0.
After shifting to neutral it is possible to shift to F or R, for being able to
drive home in Limp Home Mode.

The system reactions in case of failure as described in table 4 are for information

only.
For the binding description and procedure to quit fault code indications on the
vehicle display and to eliminate the fault please refer to the vehicle manufacturer’s
operation manual.
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

1 s.c. to battery voltage at displacement Sensor motor A input Limp Home •check the cable from TCU
the measured voltage is too high: to the sensor
•cable is defective and is contacted to battery voltage •check the connectors
•displacement sensor has an internal defect check the displacement
•connector pin is contacted to battery voltage sensor
2 s.c. to ground or o.c. at displacement Sensor motor A input Limp Home •check the cable from TCU
the measured voltage is too low: to the sensor
•cable is defective and is contacted to vehicle ground •check the connectors
•cable has no connection to TCU •check the displacement
•displacement sensor has an internal defect sensor
•connector pin is contacted to vehicle ground or is broken
3 s.c. to battery voltage at displacement Sensor motor B input Limp Home •check the cable from TCU
the measured voltage is too high: to the sensor
•cable is defective and is contacted to battery voltage •check the connectors
•displacement sensor has an internal defect •check the displacement
•connector pin is contacted to battery sensor
4 s.c. to ground or o.c. at displacement Sensor motor Binput Limp Home •check the cable from TCU
the measured voltage is too low: to the sensor
•cable is defective and is contacted to vehicle ground •check the connectors
•cable has no connection to TCU •check the displacement
•displacement sensor has an internal defect sensor
•connector pin is contacted to vehicle ground or is broken
5 s.c. to battery voltage or o.c. at output speed input Limp Home •check the cable from TCU
TCU measures a voltage higher than 12.5 V at speed input pin to the sensor
•cable is defective and is contacted to battery voltage •check the connectors
•cable has no connection to TCU check the speed sensor
•speed sensor has an internal defect
•connector pin is contacted to battery voltage or has no contact

1
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

6 s.c. to ground at output speed input Limp Home •check the cable from TCU
TCU measures a voltage less than 1.00V at speed input pin to the sensor
•cable / connector is defective and is contacted to vehicle ground •check the connectors
•speed sensor has an internal defect check the speed sensor

7 logical error at output speed input Limp Home •check the cable from TCU
TCU measures a output speed over a threshold and at the next moment the to the sensor
measured speed is zero •check the connectors
•cable / connector is defective and has bad contact •check the speed sensor
•speed sensor has an internal defect check the sensor gap
•sensor gap has the wrong size

8 output speed zero doesn’t fit to other speed signals Limp Home •check the sensor signal of
TCU measures outputspeed zero and the travel motor signal not equal to zero. output speed sensor
•speed sensor has an internal defect •check the sensor gap of
•sensor gap has the wrong size output speed sensor
check the cable from TCU
to the sensor
9 EEC1 timeout Limp Home •check EEC controller
Timeout of CAN-message EEC1 from EEC controller •check wire of CAN-Bus
•interference on CAN-Bus check cable to EEC
•CAN wire/connector is broken controller
•CAN wire/connector is defective and has contact to vehicle ground or battery
voltage

2
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

B VP59 TIMEOUT Transmission •check EEC controller

Timeout of CAN-message VP59 from EEC controller Shutdown •check wire of CAN-Bus
•interference on CAN-Bus check cable to EEC
•CAN wire/connector is broken controller
•CAN wire/connector is defective and has contact to vehicle ground or battery
voltage

C s.c. to battery voltage at control pressure solenoid drive pump Transmission •check the cable from TCU
the measured resistance value of the solenoid is out of limit, the voltage at control Shutdown to the drive pump
pressure solenoid is too high. •check the connectors from
•cable / connector is defective and has contact to battery voltage TCU to the drive pump
solenoid has an internal defect •
check the solenoid
resistance 1)

D s.c. to ground at control pressure solenoid drive pump Transmission •check the cable from TCU
the measured resistance value of the solenoid is out of limit, the voltage at control Shutdown to the drive pump
pressure solenoid is too low. •check the connectors from
•cable / connector is defective and has contact to vehicle ground drive pump to TCU
•cable / connector is defective and has contact to another solenoid output of the check the solenoid
TCU resistance
•solenoid has an internal defect

E o.c. at at control pressure solenoid drive pump Transmission •check the cable from TCU
the measured resistance value of the solenoid is out of limit. Shutdown to the drive pump
•cable / connector is defective and has no contact to TCU •check the connectors from
•solenoid has an internal defect drive pump to TCU
check the solenoid
resistance

3
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

F s.c. to battery voltage at displacement control solenoid motor A Transmission •check the cable from TCU
the measured resistance value of the solenoid is out of limit, the voltage at the Shutdown to the solenoid
solenoid is too high. •check the connectors from
•cable / connector is defective and has contact to battery voltage motor to TCU
•solenoid has an internal defect check the solenoid
resistance
F s.c. to battery voltage at VGMAX solenoid AIP2 Transmission •check the cable from TCU
the measured resistance value of the solenoid is out of limit, the voltage at the Shutdown to the solenoid
solenoid is too high. •check the connectors from
•cable / connector is defective and has contact to battery voltage motor to TCU
•solenoid has an internal defect check the solenoid
resistance
10 s.c. to ground at displacement control solenoid motor A Transmission •check the cable from TCU
the measured resistance value of the solenoid is out of limit, the voltage at the Shutdown to the gearbox
solenoid is too low. •check the connectors from
•cable / connector is defective and has contact to vehicle ground gearbox to TCU
•cable / connector is defective and has contact to another solenoid output of the check the solenoid
TCU resistance
•solenoid has an internal defect

11 o.c. at displacement control solenoid motor A Limp Home •check the cable from TCU
the measured resistance value of the solenoid is out of limit. to the motor
•cable / connector is defective and has no contact to TCU •check the connectors from
•solenoid has an internal defect motor to TCU
check the solenoid
resistance

4
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

12 s.c. to battery voltage at displacement control solenoid motor B Transmission •check the cable from TCU
the measured resistance value of the solenoid is out of limit, the voltage at solenoid Shutdown to the motor
is too high. •check the connectors from
•cable / connector is defective and has contact to battery voltage motor to TCU
•solenoid has an internal defect check the solenoid
resistance
13 s.c. to ground at displacement control solenoid motor B Transmission •check the cable from TCU
the measured resistance value of the solenoid is out of limit, the voltage at the Shutdown to the motor
solenoid is too low. •check the connectors from
•cable / connector is defective and has contact to vehicle ground motor to TCU
•cable / connector is defective and has contact to another solenoid output of the check the solenoid
TCU resistance
•solenoid has an internal defect

14 o.c. at displacement control solenoid motor B Limp Home •check the cable from TCU
the measured resistance value of the solenoid is out of limit. to the motor
•cable / connector is defective and has no contact to TCU •check the connectors from
•solenoid has an internal defect motor to TCU
check the solenoid
resistance
15 s.c. to ground at pump forward solenoid output Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to vehicle to the solenoid
ground •check the connectors
•cable is defective and is contacted to vehicle ground •check the resistance of
•device has an internal defect solenoid
•connector pin is contacted to vehicle ground

5
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

16 s.c. to battery voltage at pump forward solenoid output Transmission •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to battery Shutdown to the solenoid
voltage •check the connectors
•cable is defective and is contacted to battery voltage •check the resistance of
•device has an internal defect solenoid
•connector pin is contacted to battery voltage

17 o.c. at pump forward solenoid output Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a o.c. for this to the solenoid
output pin •check the connectors
•cable is defective and has no connection to TCU •check the resistance of
•device has an internal defect solenoid
•connector has no connection to TCU

18 s.c. to ground at pump backwards solenoid output Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to vehicle to the device
ground •check the connectors
•cable is defective and is contacted to vehicle ground •check the resistance of
•device has an internal defect device
connector pin is contacted to vehicle ground
19 s.c. to battery voltage at pump backwards solenoid output Transmission •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to battery Shutdown to the device
voltage •check the connectors
•cable is defective and is contacted to battery voltage •check the resistance of
•device has an internal defect device
•connector pin is contacted to battery voltage

6
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

1A o.c at pump backward solenoid output Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a o.c. for this to the device
output pin •check the connectors
•cable is defective and has no connection to TCU •check the resistance of
•device has an internal defect device
•connector has no connection to TCU

1B s.c. to ground at cutoff solenoid motor A Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to vehicle to the cutoff solenoid motor
ground 1
•cable is defective and is contacted to vehicle ground •check the connectors from
•cutoff solenoid motor1 has an internal defect cutoff solenoid to TCU
•connector pin is contacted to vehicle ground check the resistance 1) of
cutoff solenoid
1C s.c. to battery voltage at at cutoff solenoid motor A Transmission •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to battery Shutdown to the cutoff solenoid
voltage •check the connectors from
•cable is defective and is contacted to battery voltage cutoff solenoid to TCU
•cutoff solenoid motor1has an internal defect •check the resistance 1) of
•connector pin is contacted to battery voltage cutoff solenoid device

1D o.c. at at cutoff solenoid motor A Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a o.c. for this to the cutoff solenoid
output pin •check the connectors from
•cable is defective and has no connection to TCU cutoff solenoid to TCU
•cutoff solenoid motor1has an internal defect •check the resistance 1) of
connector has no connection to TCU cutoff solenoid device

7
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

1E s.c. to battery voltage at power supply for sensors Transmission •check cables and
TCU measures more than 6V at the pin AU1 (5V sensor supply) Shutdown connectors to sensors, which
are supplied from AU1
check the power supply at
the pin AU1
(should be appx. 5V)
1F s.c. to ground at power supply for sensors Transmission •check cables and
TCU measures less than 4V at the pin AU1 (5V sensor supply) Shutdown connectors to sensors, which
are supplied from AU1
check the power supply at
the pin AU1
(should be appx. 5V)
20 low voltage at battery Transmission •check power supply battery
measured voltage at power supply is Shutdown •check cables from batteries
lower than 18 V (24V device) to TCU
check connectors from
batteries to TCU
21 high voltage at battery Transmission •check power supply battery
measured voltage at power supply is Shutdown •check cables from batteries
higher than 32.5 V (24V device) to TCU
check connectors from
batteries to TCU
22 error at solenoid power supply VPS1 Transmission •Check fuse
TCU switched on VPS1 and measured VPS1 is off or TCU switched off VPS1 Shutdown •check cables from gearbox
and measured VPS1 is still on to TCU
•cable or connectors are defect and are contacted to battery voltage •check connectors from
•cable or connectors are defect and are contacted to vehicle ground gearbox to TCU
•permanent power supply KL30 missing replace TCU
•TCU has an internal defect

8
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

23 error solenoid power supply VPS2 Transmission •Check fuse

TCU switched on VPS2 and measured VPS2 is off or TCU switched off VPS2 and Shutdown •check cables from gearbox
measured VPS2 is still on to TCU
•cable or connectors are defect and are contacted to battery voltage •check connectors from
•cable or connectors are defect and are contacted to vehicle ground gearbox to TCU
•permanent power supply KL30 missing replace TCU
•TCU has an internal defect

24 VP2 timeout Transmission •check EEC controller

Timeout of CAN-message VP2 from EEC controller Shutdown •check wire of CAN-Bus
•interference on CAN-Bus check cable to EEC
•CAN wire/connector is broken controller
•CAN wire/connector is defective an has contact to vehicle ground or battery
voltage

25 EEC3 timeout Limp Home •check EEC controller

Timeout of CAN-message EEC3 from EEC controller •check wire of CAN-Bus
•interference on CAN-Bus check cable to EEC
•CAN wire/connector is broken controller
CAN wire/connector is defective an has contact to vehicle ground or battery
voltage
26 wrong calibration of motor A - change of ECU´s Normal •key-reset to start new
calibration
•Drive the machine for
about 20 meters at low
speed
3 check the displacement
sensor

9
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

27 wrong calibration of motor B - change of ECU´s Normal •key-reset to start new

calibration
•Drive the machine for
about 20 meters at low
speed
•check the displacement
sensor
28 angle sensor signal motor A always above 0 or angle sensors interchanged (wrong Limp Home •key-reset to start new
assembly) calibration
•Drive the machine for
about 20 meters at low
speed
•check the displacement
sensor
29 overspeed motor A Normal slow down vehicle

2A EEPROM corrupted Normal Replace TCU

2B Software error TCU Shutdown TCU Shutdown Replace TCU
2C Software error no restriction Normal
2D Internal Error Vehicle Selection mechanisme TCU Shutdown Replace TCU
2E Internal Error End of Line programming TCU Shutdown Replace TCU
32 Vehicle model requested that is not implemented in the TCU TCU Shutdown 1 check the requested model
by the vehicle controller
2 Replace TCU
40 VP59 Direction Demand Error Wrong value detected in VP59 message in VP59 Transmission 1 Shift to Neutral
message. Shutdown 2 check vehicle firmware
41 VP59 Parking Brake Error. Wrong value for Parking Brake detected in VP59 Normal check vehicle firmware
message.

10
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

42 VP59 Trm Aggressivness Error, wrong value for Transmission aggressivness Normal check vehicle Firmware
detected in VP59 message.
43 VP59 Operation Range Error, wrong value for Operation range detected in VP59 Limp Home check vehicle Firmware
message
44 VP59 Model configuration error, wrong value for model configuration detected in Transmission check vehicle Firmware
VP59 message Shutdown
45 VP59 Tractive Power error, wrong value for tractive power detected in VP59 Normal check vehicle Firmware
message
46 VP59 Requested Trm Output Speed error, wrong value for requested transmission Limp Home check vehicle Firmware
output speed detected in VP59 message
47 VP59 Diesel engine speed limit error, wrong value for Diesel engine speed limit Limp Home check vehicle Firmware
detected in VP59 message
48 VP59 Trm output torque limit error, wrong value for transmission output torque Limp Home check ehicle Firmware
limit detected in VP59 message
49 VP59 Trm oil temperature error, wrong value for transmission oil temperature Normal check vehicle Firmware
detected in VP59 message
51 s.c. to battery voltage at VGMAX solenoid output . Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to battery to the motor
voltage •check the connectors from
•cable is defective and is contacted to battery voltage motor to TCU
•cutoff solenoid motor1has an internal defect check the solenoid
connector pin is contacted to battery resistance
50 s.c. to ground at VGMAX solenoid output Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to vehicle to the motor
ground •check the connectors from
•cable is defective and is contacted to vehicle ground motor to TCU
•cutoff solenoid motor1 has an internal defect check the solenoid
•connector pin is contacted to vehicle ground resistance

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Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

50 s.c. to ground at VGMAX solenoid output Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to vehicle to the motor
ground •check the connectors from
•cable is defective and is contacted to vehicle ground motor to TCU
•cutoff solenoid motor1 has an internal defect check the solenoid
•connector pin is contacted to vehicle ground resistance

52 o.c at VGMAX solenoid output. Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a o.c. for this to the motor
output pin •check the connectors from
•cable is defective and has no connection to TCU motor to TCU
•device has an internal defect check the solenoid
•connector has no connection to TCU resistance

54 s.c. to battery voltage at HA1R2 solenoid output . Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to battery to the motor
voltage •check the connectors from
•cable is defective and is contacted to battery voltage motor to TCU
•cutoff solenoid motor1has an internal defect check the solenoid
connector pin is resistance
53 s.c. to ground at HA1R2 solenoid output Transmission •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to vehicle Shutdown to the motor
ground •check the connectors from
•cable is defective and is contacted to vehicle ground motor to TCU
•cutoff solenoid motor1 has an internal defect check the solenoid
•connector pin is contacted to vehicle ground resistance

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Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

55 o.c at HA1R2 solenoid output. Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a o.c. for this to the motor
output pin •check the connectors from
•cable is defective and has no connection to TCU motor to TCU
•device has an internal defect check the solenoid
connector has no connection to TCU resistance
56 VP59 Direction Demand Error Wrong value detected in VP59 message in VP59 Transmission check vehicle firmware
message. Shutdown Shift to Neutral
57 VP59 Parking Brake Error. Wrong value for Parking Brake detected in VP59 Normal check vehicle firmware
message.
58 VP59 Operation Range Error, wrong value for Operation range detected in VP59 Limp Home check vehicle firmware
message
59 s.c. to ground at pump forwards solenoid output Transmission •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to vehicle Shutdown to the device
ground •check the connectors
•cable is defective and is contacted to vehicle ground •check the resistance of
•device has an internal defect device
connector pin is contacted to vehicle ground
5A s.c. to battery voltage at pump forwards solenoid output Transmission •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to battery Shutdown to the device
voltage •check the connectors
•cable is defective and is contacted to battery voltage •check the resistance of
•device has an internal defect device
•connector pin is contacted to battery voltage

13
Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

5B o.c at pump forward solenoid output Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a o.c. for this to the device
output pin •check the connectors
•cable is defective and has no connection to TCU •check the resistance of
•device has an internal defect device
•connector has no connection to TCU

5C s.c. to ground at pump backwards solenoid output Transmission •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to vehicle Shutdown to the device
ground •check the connectors
•cable is defective and is contacted to vehicle ground •check the resistance of
•device has an internal defect device
connector pin is contacted to vehicle ground
5D s.c. to battery voltage at pump backwards solenoid output Transmission •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a s.c. to battery Shutdown to the device
voltage •check the connectors
•cable is defective and is contacted to battery voltage •check the resistance of
•device has an internal defect device
•connector pin is contacted to battery voltage

5E o.c at pump backward solenoid output Limp Home •check the cable from TCU
TCU detected a wrong voltage at the output pin, that looks like a o.c. for this to the device
output pin •check the connectors
•cable is defective and has no connection to TCU •check the resistance of
•device has an internal defect device
•connector has no connection to TCU

5F wrong assembly of angle sensors / angle sensors interchanged Transmission check angle sensor assembly
Shutdown

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Fault Code Possible reason for detection Operation Mode Possible Step to repair
ZF Display

60 malfunction of motor A Limp Home check motor A

61 malfunction of motor B Limp Home check motor B
59 VP59 Model configuration error, wrong value for model configuration detected in Transmission check vehicle firmware
VP59 message Shutdown
TCU Shutdown
68 Invalid calibration result for motor A Limp Home Indicates a malfunction of
motor A angle sensor
69 Invalid calibration result for motor B Limp Home Indicates a malfunction of
motor B angle sensor
6A Overspeed Engine Normal Decelerate Engine
6B Tank Temperature too low Normal Heat up transmission with
working hydraulics

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