Catalogue number.
008 911 49 03/2007
Table of Contents
General 7
1.1 Introduction 8
1.2 Safety regulations 9
1.3 General repair instructions 14
1.4 Tightening torques 24
Technical data 29
2.1 Technische Daten 30
2.2 Maintenance chart 38
2.3 Table of fuels and lubricants 40
2.4 Fuels and lubricants 40
Connection overview 45
3.1 Connection overview 46
Tests and adjustments 49
4.1 Special tools, tests and adjustments 50
4.2 Checking the rotation speeds 54
4.3 Checking / adjusting the neutral positions of the travel pump 56
4.4 Pressure tests in the travel circuit 58
4.5 Checking / adjusting the vibrator shaft speeds 60
4.6 Pressure measurements in the vibration circuit 61
4.7 Check the leakage rate of the vibration motor 62
4.8 Pressure test in steering circuit 63
Flushing and bleeding 65
5.1 Special tools for flushing 66
5.2 Flushing - general 71
5.3 Flushing schematic travel circuit (distribution travel pump) 73
5.4 Flushing the travel circuit (travel pump distribution) 75
5.5 Flushing schematic travel circuit (distribution axle motor) 81
5.6 Flushing the travel circuit (axle motor distribution) 86
5.7 Flushing schematic for vibration drive 91
5.8 Flushing the vibration circuit 92
5.9 Bleeding the travel circuit 96
5.10 Bleeding the vibration circuit 98
Fundamental electrics 101
6.1 Understanding circuit diagrams 102
6.2 Terminal designations 106
6.3 Current and voltage 110
6.4 Resistance 114
6.5 Series / parallel connection 116
6.6 Ohm's law 118
6.7 Electrical energy 118
6.8 Formula diagram 119
6.9 Metrology 120
6.10 Diodes, relays, fuses 122
6.11 Batteries 125
6.12 Three-phase generator 128
6.13 Electric starter 135
Documentation
For the BOMAG machines described in this training
manual the following documentation is additionally
available:
1 Operating and maintenance instructions
2 Spare parts catalogue
3 Wiring diagram*
4 Hydraulic diagram*
5 Service Information
Danger
!
Caution
! Danger
!
Paragraphs marked like this highlight possible Electric shock!
dangers for machines or parts of the machine.
Sparks, fire hazard, burning of skin!
Infrared or ultraviolet radiation (arc), flashing of
i Note
eyes!
Paragraphs marked like this contain technical infor-
mation for the optimal economical use of the machine. Health hazard caused by welding work on highly
alloyed work pieces, metal coatings, paint coat-
ings, plastic coatings, oil containing dirt deposits,
Environment grease or solvent residues, etc.!
Paragraphs marked like this point out practices l Check welding equipment and cables for damage
for safe and environmental disposal of fuels and before use (also the validity of inspection stickers).
lubricants as well as replacement parts.
l Ensure good conductivity between earth cable and
Observe the regulations for the protection of the work piece.
environment.
l Start the extraction fan before starting work and
guide with the progressing work as required.
General
l
Always isolate the burner when laying it down (re-
l
Before starting repair work stand the machine on move possible electrode residues).
level and solid ground.
l Protect cables from being damaged, use cables
l Always secure the machine against unintended roll- with insulated couplings.
ing.
l
Ensure sufficient fire protection, keep a fire extin-
l Secure the engine reliably against unintentional guisher at hand.
starting.
l In case of welding work in fire or explosion endan- full face visor; a facility suitable for rinsing the eyes
gered environments, you should always ask for a should also be available.
welding permission. l Avoid prolonged and repetitive contact with oil, es-
l Remove combustible parts from the vicinity or cover pecially with old oil. In case of open incisions and in-
such parts. juries seek medical advice immediately.
l Name a fire watch during and after welding work. l Apply protective cream before starting work, so that
oil can be easier removed from the skin.
l Do not clamp the welding rod holder and the inert
gas welding gun under your arm and lay these parts l Wash with soap and water to ensure that all oil has
only on an insulated top. been removed (a skin cleaning agent and a nail
brush will help). Lanolin containing agents will re-
l Place the inert gas bottles in a safe place and se-
place natural skin oils that were lost.
cure them against falling over.
l Do not use gasoline, kerosene, diesel, thinner or
l Use a protective screen or an arcing shield with
solvents to wash the skin.
welding glass, wear welding gloves and clothes,
this applies also for assisting persons. l Do not put oil soaked cloths into your pockets.
l Switch the welding unit off before connecting weld- l Avoid clothes, especially underpants, getting soiled
ing cables. by oil.
Synthetic rubber
Many O-rings, hoses and similar parts, which are ap-
parently made of natural rubber, are actually made of
Air conditioning system from April 1989). Paragraph 10 of the pressure ves-
sel directive demands that these pressure contain-
ers must be periodically inspected and tested by a
Caution
!
specialist, according to paragraph 32. In this case
Lines in the air conditioning system must only be periodically recurring inspections consist of external
loosened by trained and explicitly instructed ex- examinations, normally on containers in operation.
perts. The refrigerant container must be visually inspected
two times per year, within the frame work of major
l Wear safety goggles! Put on your safety goggles.
inspections. Special attention must thereby be paid
This will protect your eyes against coming into con-
to signs of corrosion and mechanical damage. If the
tact with refrigerant, which could cause severe
container is in no good condition, it should be re-
damage by freezing.
placed for safety reasons, in order to protect the op-
l Wear safety gloves and an apron! Refrigerant are erator or third parties against the dangers when
excellent solvents for greases and oils. In contact handling or operating pressure vessels.
with skin they will remove the protective grease film. l Secure pressure vessels against tipping over or roll-
However, degreased skin is very sensitive against
ing away.
cold temperatures and germs.
l Do not throw pressure vessels. Pressure vessels
l Do not allow liquid refrigerants to come into contact
may thereby be deformed to such an extent, that
with skin! Refrigerant takes the heat required for
they will crack. The sudden evaporation and escape
evaporation from the environment. Very low tem-
of refrigerant releases excessive forces. This ap-
peratures may be reached. The results may be local
plies also when snapping off valves on bottles. Bot-
frost injuries (boiling point of R134a -26.5°C at am-
tles must therefore only be transported with the
bient pressure).
safety caps properly installed.
l Do not inhale higher concentrations of refrigerant l
Refrigerant bottles must never be placed near heat-
vapours! Escaping refrigerant vapours will mix with
ing radiators. Higher temperatures will cause higher
the ambient air and displace the oxygen required for
pressures, whereby the permissible pressure of the
breathing.
vessel may be exceeded. The pressure vessel di-
l Smoking is strictly prohibited! Refrigerants may be rective therefore specifies that a pressure vessel
decomposed by a glowing cigarette. The resulting should not be warmed up to temperatures above 50
substances are highly toxic and must not be in- °C.
haled. l
Do not heat up refrigerant bottles with an open
l Welding and soldering on refrigeration equipment! flame. Excessive temperatures can damage the
Before starting welding or soldering work on vehi- material and cause the decomposition of refriger-
cles, (in the vicinity ant.
of air conditioning components) all refrigerant must l
Do not overfill refrigerant bottles, since any temper-
be drawn out and the rests removed by blowing out
ature increase will cause enormous pressures.
the system with nitrogen. The decomposition prod-
ucts created from the refrigerant under the influence
of heat not only are highly toxic, but also have a Environment
strong corrosive effect, so that pipes and system In operation, during maintenance and repair work
components may be attacked. The substance is and when taking refrigeration systems our of
mainly fluorohydrogen. service it is not permitted to let refrigerant escape
l Pungent smell! In case of a pungent smell the afore into the atmosphere, which would contradict the
mentioned decomposition products have already current status of technology.
been created. Extreme care must be exercised not
to inhale these substances, as otherwise the respi- Battery
ratory system, the lungs and other organs may be l Wear goggles and face protection (acid).
harmed.
l Wear suitable clothes to protect face, hands and
l When blowing out components with compressed air body (acid).
and nitrogen the gas mixture escaping from the
components must be extracted via suitable exhaust
l
Work and store accumulators only well ventilated
facilities (workshop exhaust systems). rooms. (Development of oxyhydrogen gas).
l Do not lean over the battery while it is under load,
Handling pressure vessels being charged or tested. (Danger of explosion).
l Since the fluid container is pressurized, the manu- l Burning cigarettes, flames or sparks can cause ex-
facture and testing of these pressure vessels is gov- plosion of the accumulator
erned by the pressure vessel directive. (New edition l Keep ignition sources away from the battery.
General Electrics
1.3 General repair instructions
l
Before removing or disassembling and parts, hoses General
or components mark these parts for easier assem-
The electric and electronic systems in construction
bly.
equipment are becoming more and more extensive.
l Before assembly oil or grease all parts, as far as this Electronic elements are increasingly gaining impor-
is necessary. tance in hydraulic and mechanical vehicle systems.
General:
l
Before changing any expensive components, such
as control units, you should run a systematic trouble
shooting session to eliminate any other possible
fault sources. Electric signals must be checked at
the locations to which they are applied, i.e. on con-
trol unit or sensor technology. So, if the system had
been diagnosed without unplugging the control unit
and checking the wiring, one should be alerted.
l Check for good cable and ground contacts, there-
fore keep all mechanical transition points between
electric conductors (terminals, plugs) free of oxide
and dirt, as far as this is possible.
l
Perform trouble shooting in a systematic way. Do
not become confused by the high number and vari-
ety of electric cables, current can only flow in a
closed circuit. You should first become acquainted
with the function of the corresponding electric circuit
by following the correct wiring diagram. Detected
faults should be rectified immediately. If the system
still does not work correctly after this measure, trou-
ble shooting must be continued. Several faults very
rarely occur at the same time, but it is not impossi-
ble.
l
Do not disconnect or connect battery or generator
while the engine is running.
l Do not operate the main battery switch under load.
!Caution
Switch off the main battery switch, doisconnect
the generator and pull the plug out on the control
unit before starting welding work.
Fig. 2
l
Lubricate sealing lips 1 (Fig. 2) with clean grease; in
case of double seals fill the space between the seal-
ing lips with a generous amount of grease.
l
Slide the seal over the shaft, with the lip facing to-
wards the fluid to be sealed.
i Note
If possible, use an assembly sleeve 1 (Fig. 2), to pro-
tect the lip from being damaged by sharp edges,
!Caution !Caution
Feather keys must only be reused if they show no Ball and roller bearings must only be reinstalled
differences to new feather keys, any notches must after it has been assured that they are in perfect
be considered as initial signs of wear. condition.
Fig. 4
l Clean and thoroughly examine the feather key.
l Debur and thoroughly clean the edges of the key-
way with a fine file before reassembling.
Fig. 5
l Remove any lubricant residues from the bearing to
be examined by washing it with gasoline or any oth-
er appropriate degreasing agent. Cleanliness is of
utmost importance for all related work.
l
Check balls or rollers, running surfaces, outer faces
of outer races and inner faces of inner races for vis-
ible damage. If necessary replace the bearing with
a new one, since these symptoms are first signs of
wear.
l
Hold the bearing with you thumb and the index fin-
ger by the inner race, rotate the outer race and
make sure that it runs without friction. Hold the
bearing by the outer race and repeat this test with
the inner race.
l
Move the outer race gently to and fro while holding
it by the inner race; check for resistance while rotat-
ing and replace the bearing if it does not work cor-
rectly.
l Lubricate the bearing with an appropriate lubricant
before reinstalling.
i Note
However, these values are by no means identical with
the tightening torques, which are to be set on a torque
wrench. The corresponding calculation requires a
higher effort and, in the end, depends on the materials
to be bolted together.
l black oiled
l with surface protection A4C
l with surface protection DACROMET
i Note
DACROMET is a surface protection that mainly consists of zinc and aluminium in a chromium oxide matrix. DAC-
ROMETIZATION provides excellent corrosion protection for metal surfaces by applying a mineral coating with
metallic-silver appearance.
Tightening torques Nm
Screw dimension
8.8 10.9 12.9
M4 3 5 5
M5 6 9 10
M6 10 15 18
M8 25 35 45
M10 50 75 83
M12 88 123 147
M14 137 196 235
M16 211 300 358
M18 290 412 490
M20 412 578 696
M22 560 785 942
M24 711 1000 1200
M27 1050 1480 1774
M30 1420 2010 2400
1 Coefficient of friction μ tot. = 0,14
Tightening torques Nm
Screw dimension
8.8 10.9 12.9
M8 x 1 26 37 48
M10 x 1.25 52 76 88
M12 x 1,25 98 137 126
M12 x 1.5 93 127 152
M14 x 1.5 152 216 255
M16 x 1.5 225 318 383
M18 x 1.5 324 466 554
M20 x 1.5 461 628 775
M22 x 1.5 618 863 1058
M24 x 2 780 1098 1294
M27 x2 1147 1578 1920
M30 x 2 1568 2254 2695
1 Coefficient of friction μ tot. = 0,14
Tightening torques Nm
Screw dimension
8.8 10.9 12.9
M16 169 240 287
M16 x 1.5 180 255 307
M18 232 330 392
M18 x 1.5 260 373 444
M20 330 463 557
M20 x 1.5 369 502 620
M22 448 628 754
M22 x 1.5 495 691 847
M24 569 800 960
M24 x 2 624 879 1036
M27 840 1184 1520
M27 X 2 918 1263 1536
M30 1136 1608 1920
M30 x 2 1255 1804 2156
3/4“ - 10 UNC 276 388 464
3/4“ - 16 UNC 308 432 520
1 Anti-seizure paste (copper paste) is used for the assembly of screw connections, which are exposed to high temperatures and corrosive
effects. Prevents seizure and corrosion.
Tightening torques Nm
Thread diameter
10.9
M12x1.5 100
M14x1.5 150
M18x1.5 300 - 350
M20x1.5 400 - 500
M22x1.5 500 - 600
1 Coefficient of friction μ tot. = 0,14
2 These values result in a 90% utilization of the yield point
i Note
The difference between Withworth and UNF/UNC threads is the fact that UNF and UNC threads have 60° flanks,
as the metric ISO-thread, whereas Withworth has a flank of only 55°.
DACROMET is a surface protection that mainly consists of zinc and aluminium in a chromium oxide matrix. DAC-
ROMETIZATION provides excellent corrosion protection for metal surfaces by applying a mineral coating with
metallic-silver appearance.
Tightening torques for screws with UNC thread, 1 UNC Unified Coarse Thread Series, American Unified
Coarse Thread
Tightening torques Nm
Screw dimension
8.8 10.9 12.9
1/4“ - 20 11 15 19
5/16“ - 18 23 32 39
3/8“ - 16 39 55 66
7/16“ - 14 62 87 105
1/2“ - 13 96 135 160
9/16“ - 12 140 200 235
5/8“ - 11 195 275 330
3/4“ - 10 345 485 580
7/8“ - 9 560 770 940
1“ - 8 850 1200 1450
1 1/8“ - 7 1200 1700 2000
1 1/4“ - 7 1700 2400 2900
1 3/8“ - 6 2200 3100 3700
1 1/2“ - 6 3000 4200 5100
1 Coefficient of friction μ tot. = 0,14
Tightening torques for screws with UNF thread, 1 UNF Unified National Fine Thread Series, American
Unified Fine Thread
Tightening torques Nm
Screw dimension
8.8 10.9 12.9
1/4“ - 28 13 18 22
5/16“ - 24 25 35 42
3/8“ - 24 45 63 76
7/16“ - 20 70 100 120
1/2“ - 20 110 155 185
9/16“ - 18 155 220 260
5/8“ - 18 220 310 370
3/4“ - 16 385 540 650
7/8“ -14 620 870 1050
Tightening torques Nm
Screw dimension
8.8 10.9 12.9
1“ - 12 930 1300 1600
1 1/8“ - 12 1350 1900 2300
1 1/4“ - 12 1900 2700 3200
1 3/8“ - 12 2600 3700 4400
1 1/2“ - 12 3300 4600 5600
1 Coefficient of friction μ tot. = 0,14
Status: 2007-01-17
Engine:
Type: TCD2013 L04 2V Tier3
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 4
Power acc. to ISO 9249: 99 kW
Power data at nominal speed of: 2200 1/min
Low idle speed: 700 - 800 1/min
High idle speed: 2200 - 2250 1/min
Spec. fuel consumption: 222 g/kWh
Valve clearance, inlet: 0,35 mm
Valve clearance, outlet: 0,45 mm
Opening pressure, injection valves: DCR/1600bar bar
Starter voltage: 12 V
Travel pump:
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 172,9 l/min
High pressure limitation: 400 +26 bar
Charge pressure, high idle: 26 bar
Drum drive:
Type: MSE 18 2CX
System: Radial piston
Displacement stage 1: 2800 cm3/U
Displacement stage 2: 1400 cm3/U
Perm. leak oil quantity: 2 l/min
Vibration pump:
http://bsa.bomag.com/bsa/tk_components/english/search_components_result.asp?Typ... 17.01.2007
Vibration motor:
Type: A10FM 45
System: Axial piston-swash plate
Displacement: 45 cm3/U
Frequency: 30/35 Hz
Amplitude: 2 / 1 mm
Rinsing oil quantity: 6 l/min
Rinsing oil pressure limitation: 13 bar
Steering valve:
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Type: CHC 192/51HD
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 43,72
Filling capacities:
Engine coolant: 16 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 10 l (SAE 15W-40, API CG-4 (for details see
maintenance manual))
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 0,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
AC refrigerant: 1300 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bsa.bomag.com/bsa/tk_components/english/search_components_result.asp?Typ... 17.01.2007
Status: 2007-01-17
Engine:
Type: TCD2013 L04 2V Tier3
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 4
Power acc. to ISO 9249: 99 kW
Power data at nominal speed of: 2200 1/min
Low idle speed: 700 - 800 1/min
High idle speed: 2200 - 2250 1/min
Spec. fuel consumption: 226 g/kWh
Valve clearance, inlet: 0,35 mm
Valve clearance, outlet: 0,45 mm
Opening pressure, injection valves: DRC/1600bar bar
Starter voltage: 12 V
Travel pump:
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 172,9 l/min
High pressure limitation: 400 +26 bar
Charge pressure, high idle: 26 bar
Drum drive:
Type: MSE 18 2CX
System: Radial piston
Displacement stage 1: 2800 cm3/U
Displacement stage 2: 1400 cm3/U
Perm. leak oil quantity: 2 l/min
Vibration pump:
http://bsa.bomag.com/bsa/tk_components/english/search_components_result.asp?Typ... 17.01.2007
Vibration motor:
Type: A10FM 45
System: Axial piston-swash plate
Displacement: 45 cm3/U
Frequency: 30/35 Hz
Amplitude: 2 / 1 mm
Rinsing oil quantity: 6 l/min
Rinsing oil pressure limitation: 13 bar
Steering valve:
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Type: CHC 192/51HD
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 43,72
Filling capacities:
Engine coolant: 16 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 10 l (SAE 15W-40, API CG-4 (for details see
maintenance manual))
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 0,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
AC refrigerant: 1300 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bsa.bomag.com/bsa/tk_components/english/search_components_result.asp?Typ... 17.01.2007
Fig. 10
Dimensions in A B D H H2 K L O1 O2 S W
mm
BW 211 D-4 2960 2250 1500 2268 2972 490 5808 60 60 25 2130
BW 211 PD-4 2960 2250 1480 2268 2972 490 5808 60 60 25 2130
Weights
Operating weight (CECE) kg 10950 11930
with ROPS and cabin
Axle load, drum (CECE) kg 6280 7260
Rear axle load (CECE) kg 4670 4670
Static linear load kg/cm 29,5 -
Travel characteristics
Travel speed (1) km/h 0 ... 5 0 ... 5
Travel speed (2) km/h 0 ... 6 0 ... 6
Travel speed (3) km/h 0 ... 9 0 ... 9
Travel speed (4) km/h 0 ... 13,5 0 ... 13,5
Max. gradability (depend- % 47 47
ing on soil)
Engine
Engine manufacturer Deutz Deutz
Type TCD 2013 L04 2V TCD 2013 L04 2V
Cooling Water Water
Number of cylinders 4 4
Rated power DIN ISO kW 99 99
3046
Rated speed rpm 2200 2200
Fuel Diesel Diesel
Electrical equipment V 12 12
Drive system hydrostatic hydrostatic
Driven axles 2 2
Permissible ambient tem- °C -20 ... +50 -20 ... +50
peratures
Brakes
Service brake hydrostatic hydrostatic
Parking brake hydr.-mech. hydr.-mech.
Steering
Type of steering articulated articulated
Steering operation hydrostatic hydrostatic
Vibration
Vibrating drum 1 1
Drive system hydrostatic hydrostatic
Frequency Hz 30/36 30/36
Amplitude mm 1,8/0,9 1,64/0,82
Tires
Tire size 23.1-26/12 PR TL C7 23.1-26/12 TL R1
Air pressure bar 1,4 1,4
Filling capacities
Engine Litres 10 10
Fuel Litres 340 340
Hydraulic oil Litres 60 60
Coolant Litres 16 16
1 The right for technical modifications remains reserved
Fig. 11
Dimensions in A B D H H2 K L O1 O2 S W
mm
BW 213 D-4 2960 2250 1500 2268 2972 490 5808 60 60 35 2130
BW 213 PD-4 2960 2250 1500 2268 2972 490 5808 60 60 25 2130
1
BW 213 D-4 BW 213 PD-4
Weights
Operating weight (CECE) kg 12525 13025
with ROPS and cabin
Axle load, drum (CECE) kg 7000 7725
Rear axle load (CECE) kg 5525 5525
Static linear load kg/cm 32,9 32,9
Travel characteristics
Travel speed (1) km/h 0 ... 6 0 ... 6
Travel speed (2) km/h 0 ... 7 0 ... 7
Travel speed (3) km/h 0 ... 8 0 ... 8
Travel speed (4) km/h 0 ... 11 0 ... 11
Max. gradability without/ % 45/43 47/45
with vibration (soil de-
pendent)
Engine
Engine manufacturer Deutz Deutz
Type TCD 2013 L04 2V TCD 2013 L04 2V
Cooling Water Water
Number of cylinders 4 4
Rated power DIN ISO kW 99 99
3046
Rated speed rpm 2200 2200
Fuel Diesel Diesel
Electrical equipment V 12 12
Drive system hydrostatic hydrostatic
Driven axles 2 2
Brakes
Service brake hydrostatic hydrostatic
Parking brake hydr.-mech. hydr.-mech.
Steering
Type of steering articulated articulated
Steering operation hydrostatic hydrostatic
Vibration
Vibrating drum 1 1
Drive system hydrostatic hydrostatic
Frequency Hz 30/36 30/36
Amplitude mm 1,9/1,0 1,8/0,94
Tires
Tire size 23.1-26/12PR 23.1-26/12PR
Air pressure bar 1,4 1,4
Filling capacities
Engine Litres 12,5 12,5
Fuel Litres 340 340
Hydraulic oil Litres 60 60
Coolant Litres 16 16
1 The right for technical modifications remains reserved
as required
5.6 Check the engine oil level Dipstick mark X
5.7 Check the water separator X
5.8 Check the fuel level X
5.9 Check the hydraulic oil level Inspection glass X
5.10 Check the coolant level Inspection glass X
5.11 Check the dust separator X
5.12 Check the tire pressure X
5.13 Clean the cooling fins on engine and X
hydraulic oil cooler
5.14 Check the oil level in the drive axle X
5.15 Check the oil level in the wheel hubs X
5.16 Check the oil level in the vibration X
bearings
5.17 Change engine oil and oil filter car- min. 1x per year X X
tridge1
5.18 Change the fuel filter cartridge X
5.19 Drain the sludge from the fuel tank X
5.20 Battery maintenance Pole grease X
5.21 Change the fuel pre-filter cartridge X
5.22 Check, replace the refrigerant com- X
pressor V-belt
5.23 Service the air conditioning X
5.24 Check, adjust the valve clearance Intake = 0,4 mm X
Exhaust = 0,6
mm
5.25 Adjusting the control piston play X
5.26 Check, replace the ribbed V-belt X
5.27 Check the engine mounts X X
5.28 Oil change in drive axle min. 1x per year X X
as required
5.29 Oil change in wheel hubs min. 1x per year X X
5.30 Oil change vibration bearings2 see foot note, X X
min. 1 x per year
5.31 Retighten the fastening of the axle X
on the frame
5.32 Tighten the wheel nuts X X
5.33 Check the ROPS X
5.34 Clean the oil bath air filter min. 1x per year X
5.35 Change hydraulic oil and breather fil- at least every 2 X
ter3 years
5.36 Change the hydraulic oil filter4 at least every 2 X
years
5.37 Change the coolant at least every 2 X
years
5.38 Replace the crankcase ventilation at least every 2 X
valve years
5.39 Electronic injector test EMR X
5.40 Service the combustion air filter min. 1x per year, X
safety cartridge
at least every 2
years
5.41 Adjusting the scrapers X
5.42 Adjust the parking brake X
5.43 Change the tires X
5.44 Change the fresh air filter in the cab- X
in
5.45 Tightening torques X
5.46 Engine conservation X
1 Oil change intervals depend on quality of oil and fuel (sulphur content)
2 Oil change intervals after 250 h, after 500 h, after 1000 h, and then every 1000 h.
3 Also in case of repair in the hydraulic system.
4 Also in case of repair in the hydraulic system.
Engine Engine oil ACEA: E3-96/E5-02 or approx. 18,5 litres incl. oil
filter
API: CG-4/CH-4
SAE 10W/40
SAE 15W/40
Fuel
Hydraulic system Hydraulic oil (ISO), HV46, kinem. viscosity approx. 60 litres
46 mm2/s at 40 °C
Drive axle Gear oil SAE 90, API GL5 approx. 9,5 litres
Wheel hubs Gear oil SAE 90, API GL5 approx. 1,9 per side
Engine oil
Quality
Lubrication oils are classified according to their per-
formance and quality class. Oils according to other
comparable specifications may be used.
Fuels
Quality
You should only use commercially available brand
diesel fuel with a sulphur content below 0.5% and en-
sure strict cleanliness when filling in. A higher sulphur
content has a negative effect on the oil change inter-
vals. Use only winter-grade diesel fuel under low am-
bient temperatures. The fuel level should always be
topped up in due time so that the fuel tank is never run
dry, as otherwise filter and injection lines need to be
bled.
When using fuels with a Cetan number < 49 poor
starting and white smoke can be expected, in particu-
lar in connection with low ambient temperatures.
The following fuel specifications are permitted: DIN/
EN 590; DIN 51 601; Nato Codes: F-54, F-75; BS
2869: A1 and A2; ASTM D 975-78: 1-D and 2-D.
l DIN/EN 590
l BS 2869
l
ASTM D 975-78: 1-D and 2-D.
l Nato Codes: F-54, F-34, F44 and XF63
Winter fuel
Fig. 12
With their better temperature and oxidation stability Danger
!
synthetic lubrication oils offer quite a few benefits.
Fire hazard!
Oil change intervals Diesel fuels must never be mixed with gasoline.
The longest permissible time a lubrication oil should For winter operation use only winter diesel fuel, to
remain in an engine is 1 year. If the following oil avoid clogging because of paraffin separation. At very
change intervals are not reached over a period of 1 low temperatures disturbing paraffin separation can
year, the oil change should be performed at least once also be expected when using winter diesel fuel.
per year, irrespective of the operating hours reached.
1 Association des Constructeurs European d’Automobiles
2 American Petroleum Institute
In most cases a sufficient cold resistance can also be If the values of the analysis deviate, the water must be
achieved by adding flow enhancing fuel additives. treated accordingly.
Consult the engine manufacturer. l pH-value too low
Operation with rape seed oil methyl ester (RME Adding of caustic lye of soda or caustic potash so-
„Bio Diesel“) lution.
Due to the extreme quality differences of RMEW-fuels l Total hardness too high:
available on the market, which are caused by the non- Mixing with dehardenede water.
existence of a standardization, BOMAG does general- l Total hardness or carbonate hardness too low:
ly not approve any RME-fuels. If this is neglected the Mixing with harder water.
warranty will become null and void!
l Chlorides and/or sulphates too high:
However, if you still intend to operate the machine Mixing with dehardenede water.
with RME-fuels you should observe the following in-
formation: As a protection against frost, corrosion and boiling
point anti-freeze agents must be used under any cli-
l Reduced engine power (approx. 7%), higher fuel matic conditions.
consumption.
The proportion of cooling system protection agent
l The quality of RME-fuel should be in compliance must be between min. 35% and max. 45% to the wa-
with DIN draft 51606. ter.
l Avoid longer periods of standstill (formation of resin,
corrosion in injection system) ! Caution
l
RME-fuel can damage the paint finish of the ma- Do not mix different coolants and additives of any
chine. other kind.
l
Fuel dilution of engine oil, therefore shortening of oil
change intervals to half. Danger
!
l
Rubber parts, such as leak fuel return lines, seats Health hazard!
will be damaged in the long run and need to be re-
placed on a regular basis or should be replaced by The mixing of nitrite based anti-freeze agents with
parts made of fluorinated rubber. However, fluori- amine based agents results in the formation of
nated rubber is not resistant against normal diesel health affecting nitrosamines.
fuel.
l
If the fuel filter is clogged the filter change intervals Environment
must be shortened accordingly. Cooling system protection agents must be dis-
posed of environmentally.
Coolant, anti-freeze agent
The correct quality of water is highly important when Hydraulic oil
preparing coolant. Clear and clean water within the The hydraulic system is operated with hydraulic oil HV
boundaries of the following analysis values should 46 (ISO) with a kinematic viscosity of
generally be used. 46 mm2/s at 40°C. For topping up or for oil changes
use only high-quality hydraulic oil, type HVLP accord-
ing to DIN 51524, part 3, or hydraulic oils type HV ac-
Water quality
cording to ISO 6743/3. The viscosity index (VI) should
Analysis values min. max. be at least 150 (observe information of manufacturer).
pH-value at 20 °C 6,5 8,5
Chloride ion content [mg/dm3] - 100 Bio-degradable hydraulic oil
Sulphate ion content [mg/dm3] - 100 On request the hydraulic system can also be filled with
Total hardness*1 [°dGH] ] 3 12 ester based biodegradable hydraulic oil (Panolin HLP
*1Proportion of carbonate hardness on the total hard- Synth. 46). The biologically quickly degradable hy-
ness min. 3 dGH draulic oil meets all demands of a mineral oil based
hydraulic oil according to DIN 51524.
Information concerning the water quality can be ob-
tained from the waterworks. In hydraulic systems filled with Panolin HLP Synth. 46
always use the same oil to top up. When changing
A test case for checking the water quality can be or- from mineral oil based hydraulic oil to an ester based
dered from the engine manufacturer. biologically degradable oil, you should consult the lu-
brication oil service of the oil manufacturer for details.
Check the filter more frequently after this change.
Lubrication grease
For lubrication use only EP-high pressure grease, lith-
ium saponified (penetration 2).
Fig. 1
2. Sirometer (frequency meter)
800 - 50.000 rpm
14 - 750 Hz
BOMAG part-no.: 059 710 02
Fig. 2
3. Anti-freeze tester, quick and accurate measuring,
sturdy plastic housing, automatic temperature
correction, no after-dripping, instructions for use
on unit, reading down to -40 °C. Material: Plastic,
Temperature range: down to -40 °C
Fig. 3
4. Digital rpm-meter for petrol engines
Fig. 4
Fig. 5
6. Digital rpm-meter, optical/mechanical, universal
use
Fig. 6
7. Infrared manual thermometer, -18 to 275°C
Fig. 7
8. Hydraulic test case, large
i Note
4 X 600 bar pressure gauges
4 X 60 bar pressure gauges
8 pressure test hoses
Fig. 8
i Note
1X 25 bar pressure gauge
1X 150 bar pressure gauge
2X 400 bar pressure gauges
4 pressure test hoses
Fig. 9
10. Pressure test hoses
1000 mm BOMAG part-no.: 079 930 02
2500 mm BOMAG part-no.: 079 930 03
Fig. 10
11. Pressure gauge
60 bar BOMAG part-no.: 059 721 07
600 bar BOMAG part-no.: 059 721 04
Fig. 11
12. Adapter for pressure test hose
Fig. 12
Fig. 13
14. Vacuum pump for hydraulic oil tank
BOMAG part-no.: 007 610 04 (12 Volt)
BOMAG part-no.: 007 610 24 (24 Volt)
Fig. 14
! Caution
Perform measurements at operating tempera-
ture of the hydraulic oil (50 °C).
1. Drive the machine with both drums on an elastic
base (rubber buffers) (Fig. 1).
2. Block the wheels with suitable chocks.
Fig. 1
i Note
If necessary, the engine speed may also be
checked with the vibration Reed frequency meter.
1. Connect the RPM-meter to the injection line (Fig.
2).
2. Run the engine with maximum speed.
3. Apply the brake.
4. Measure the rotation speeds.
Evaluation of test
If the nominal value is not reached, perform trou-
ble shooting for the engine.
Nominal value:
See technical data.
Evaluation of test
If the nominal value is not reached, perform trou-
ble shooting in the vibration circuit.
Fig. 3
! Caution
Perform measurements at operating tempera-
ture of the hydraulic oil (50 °C).
1. Block drums and wheels with suitable chocks
(Fig. 1).
Fig. 1
2. Unhook the travel cable (Fig. 2) from the pump.
Fig. 2
3. Pull the plug (Fig. 3) off the brake solenoid valve
to close the brake.
Fig. 3
Fig. 4
5. Connect the control chamber ports X3 and X4
(Fig. 5) with a hose
Fig. 5
6. Start the engine and run it with maximum speed.
Nominal value
Both pressure gauges (Fig. 6) must show equal
pressure (charge pressure).
i Note
If necessary repeat the pressure test with 60 bar
pressure gauges, for more accurate readings.
Fig. 6
Evaluation of test
Fig. 7
! Caution
Perform measurements at operating tempera-
ture of the hydraulic oil (50 °C).
1. Block drums and wheels with suitable chocks
(Fig. 1).
Fig. 1
2. Pull the plug (Fig. 3) off the brake solenoid valve
to close the brake.
Fig. 2
3. Connect 600 bar pressure gauges to the high
pressure test ports for "forward travel" and "re-
verse travel" and a 60 bar pressure gauge to the
charge pressure test port (Fig. 2).
4. Start the engine and run it with maximum speed.
5. Read charge and high pressure gauges.
Nominal value
see technical data of travel pump:
Charge pressure gauge = charge pressure at
high idle
High pressure gauge = charge pressure at high
Fig. 3 idle
Evaluation of test
If the nominal value is not reached, check the
steering/charge pump.
Nominal value
see technical data of travel pump:
Charge pressure gauge = charge pressure at
high idle
High pressure gauge = pressure override
Evaluation of test
Fig. 4
If the specified high pressure is not reached,
check the travel pump.
If the charge pressure drops considerably during
the high pressure test, check the components in-
dividually.
! Caution
Perform measurements at operating tempera-
ture of the hydraulic oil (50 °C).
1. Drive the machine on an elastic base (rubber
buffers) (Fig. 1).
2. Apply the parking brake and block the wheels ad-
ditionally with suitable chocks.
3. Start the engine and run it with maximum speed.
4. Switch on vibration high frequency / low ampli-
tude or low frequency / high amplitude.
Fig. 1
5. Measure the speed (Fig. 2), rest the tester on
your thumb.
Nominal value
high amplitude/
low frequency = see technical data
low amplitude/
high frequency = see technical data
Evaluation of test
In case of deviations exceeding 10% determine
the cause, perform trouble shooting for engine /
vibration circuit and check vibration motor.
Fig. 2
6. Adjust the speed on the corresponding adjust-
ment screw (Fig. 2).
i Note
Turning the adjustment screw in reduces the
speed, turning the screw out increases the
speed.
Fig. 3
! Caution
Perform measurements at operating tempera-
ture of the hydraulic oil (50 °C).
1. Drive the machine with both drums on an elastic
base (rubber buffers) (Fig. 1).
2. Block the wheels with suitable chocks.
3. Apply the brake.
Fig. 1
4. Connect a 60 bar pressure gauge (Fig. 2) to the
charge pressure test port.
5. Connect a 600 bar pressure gauge each to the
high pressure test ports for "high amplitude" and
"low amplitude".
6. Start the engine and run it with maximum speed.
7. Switch on vibration with high or low frequency.
Nominal value
Charge pressure = charge pressure at high idle
(see technical data of travel pump).
Start-up pressure = vibration pump start-up pres-
Fig. 2 sure (see technical data of vibration pump).
Operating pressure = vibration pump operating
pressure (see technical data of vibration pump).
Evaluation of test
If the charge pressure drops, check the compo-
nents individually.
If the starting pressure is not reached, check the
vibration pump.
If the starting pressure is only reached for one fre-
quency, check the high pressure relief valves.
! Caution
Perform measurements at operating tempera-
ture of the hydraulic oil (50 °C).
1. Drive the drum of the machine on an elastic base
(rubber buffers) (Fig. 1) and block the wheels ad-
ditionally with suitable chocks.
2. Apply the brake.
Fig. 1
3. Block the flushing valve (Fig. 2) with washers.
Fig. 2
4. Disconnect the leak oil hose (Fig. 3), connect a
measuring hose and hold it into a measuring
beaker.
5. Start the engine and run it with maximum speed.
6. Switch the vibration on and measure the running
out leak oil during one timed minute.
Nominal value
max. 1.5 litre/min
Evaluation of test
If the permissible leak oil rate is exceeded, re-
place the vibration motor.
Fig. 3
! Caution
Perform measurements at operating tempera-
ture of the hydraulic oil (approx. 50 °C).
Measurement 1
1. Connect a 600 bar pressure gauge to the steering
pressure test port (Fig. 1).
2. Start the engine and run it at idle speed.
! Danger
Danger of crushing, do not access the articu-
lation area of the machine!
3. Turn the steering against an end stop.
4. Read the pressure gauge.
Nominal value
Fig. 1
see technical data, max. steering pressure of
steering/charge pump.
Evaluation of test 1
If the nominal value is reached, check the steer-
ing cylinder.
Measurement 2
5. Disconnect the hydraulic hoses from ports L and
R (Fig. 2) (machines with one steering cylinder)
on the steering cylinder and close them with
plugs.
Fig. 2
6. Disconnect the hydraulic hoses from ports L and
R (Fig. 3) (machines with two steering cylinder)
on the steering cylinders and close them with
plugs.
7. Start the engine and run it at idle speed.
8. Turn the steering wheel.
9. Read the pressure gauge.
Nominal value
see technical data for steering/charge pump.
Fig. 3
Evaluation of test 2
If the nominal value is reached, replace the steer-
ing cylinder.
If the nominal value is not reached, check the
steering/charge pump.
10. Reconnect the hydraulic hoses to the steering
cylinders.
Measurement 3
11. Actuate the emergency stop switch.
Fig. 4
12. Close the pump outlet port (Fig. 5) with the gear
pump test equipment.
13. Crank the engine with the starter
Nominal value
see technical data for steering/charge pump.
Evaluation of test 3
If the nominal value is reached, replace the steer-
ing valve.
If the nominal value is not reached, replace the
steering/charge pump.
Fig. 5
Fig. 1
3. Flushing filter (S connection)
Fig. 2
7. Flushing filter (L connection)
Fig. 3
11. SAE-flange 1“ - 20S
Fig. 4
Fig. 5
15. Reducing fitting 18L - 15L
Fig. 6
16. Reducing fitting 25S - 20S
Fig. 7
17. Reducing fitting 20S - 16S
Fig. 8
Fig. 9
19. Connecting socket 18L
Fig. 10
20. Connecting socket 16S
Fig. 11
21. Connecting fitting 20S
Fig. 12
Fig. 13
23. Angular fitting 18L
Fig. 14
24. Elbow fitting 16L
Fig. 15
25. Elbow 20S
Fig. 16
Fig. 17
27. Pipe connection 16S - 16S
Fig. 18
28. Connecting hose 15L
Fig. 19
Caution
!
Environment
Environmental damage
Catch running out hydraulic oil and dispose
of environmentally.
Changing a component
Fig. 2
Caution
!
Fig. 3
Fig. 1
l Change the hydraulic oil filter element (1). l Always bleed closed hydraulic circuits if
lines had been removed or connected.
Fig. 4
1 Elbow union (tool) 13 High pressure hose (A, drum drive motor for-
ward)
2 Connecting union (tool)
14 High pressure hose (B, axle motor reverse)
3 Drum drive motor
15 High pressure hose (A, axle motor forward)
4 Axle motor
16 High pressure hose (B, axle motor reverse)
5 Screw socket R1 - 25S (tool)
17 High pressure port (B, drum drive motor reverse)
6 Flushing hose 25S - 20S (tool)
18 Flushing hose 25S - 20S (tool)
7 Flushing hose 25S - 20S (tool)
19 Flushing hose 25S - 20S (tool)
8 Flushing filter with filter element 1μ (tool)
9 Elbow union (tool)
10 Reducing fitting (tool)
11 Travel pump
12 High pressure hose (B, drum drive motor reverse)
i Note
Observe the chapter "Flushing - General"
Installing the flushing filter
! Caution
Before the installation of the filters check hos-
es and connections for cleanliness.
The flushing filter must be installed in the low
pressure side in the return flow to the pump,
so that only cleaned oil will enter the travel
pump in forward travel.
With the connection shown in the illustration
the travel pump must therefore be actuated to
forward direction.
Fig. 1
1. Disconnect the high pressure hose 12 (see chap-
ter "Flushing schematic - travel circuit") from the
travel pump (high pressure port 17) and connect
it with the flushing hose (7) (flushing filter inlet
"IN").
2. Connect the flushing hose (6) (flushing filter outlet
"OUT") to the (high pressure port 17) on the travel
pump.
Disconnect the drum drive motor
3. Take the drum drive motor out of the hydraulic cir-
cuit by joining the high pressure hoses (12 and
13) on the drum drive motor together.
Fig. 2
i Note
Bleeding the travel circuit, see chapter "Bleeding
the travel circuit".
Fig. 3
Flushing the hoses
4. Block drums and wheels with suitable chocks.
Fig. 4
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 5
! Caution
Move the travel lever only to travel direction
forward, as otherwise the flushing filter will be
subjected to oil flow from the wrong direction.
5. Start the engine and shift the travel lever to travel
direction forward.
6. Perform the flushing process at various engine
speeds for approx. 10 minutes.
7. Shut down the engine.
8. Reconnect the hydraulic hoses (12 and 13) to the
drum drive motor.
Fig. 6
! Danger
Danger of accident!
The drum must rotate freely.
9. Jack up the front of the machine, so that the drum
can rotate freely.
10. Secure the rear wheels with chocks.
11. Pre-select the slow speed range.
Fig. 7
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 8
! Caution
Move the travel lever only to travel direction
forward, as otherwise the flushing filter will be
subjected to oil flow from the wrong direction.
12. Start the engine, run it with maximum speed and
shift the travel lever to travel direction forward.
13. Run the flushing procedure for approx. 10 min-
utes. During this process keep changing the
pump flow by shifting the travel lever several
times between full and halve forward travel.
14. Shut down the engine.
Fig. 9 15. Remove the flushing filter and reconnect the high
pressure lines.
Fig. 10
Disconnecting the axle motor
18. Take the axle drive motor out of the hydraulic cir-
cuit by joining the high pressure hoses (14 and
15) on the axle drive motor together.
Fig. 11
i Note
Bleeding the travel circuit, see chapter "Bleeding
the travel circuit".
Fig. 12
Fig. 13
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 14
! Caution
Move the travel lever only to travel direction
forward, as otherwise the flushing filter will be
subjected to oil flow from the wrong direction.
20. Start the engine and shift the travel lever to travel
direction forward.
21. Perform the flushing process at various engine
speeds for approx. 10 minutes.
22. Shut down the engine.
23. Reconnect the hydraulic hoses (14 and 15) to the
axle drive motor.
Fig. 15
Flushing the axle motor
!Danger
Danger of accident!
Both wheels must be off the ground. The
wheels must be able to rotate freely.
24. Jack up the rear of the machine, so that the
wheels can rotate freely.
25. Secure the drum with wheel chocks.
26. Pre-select the slow speed range.
Fig. 16
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 17
! Caution
Move the travel lever only to travel direction
forward, as otherwise the flushing filter will be
subjected to oil flow from the wrong direction.
27. Start the engine, run it with maximum speed and
shift the travel lever to travel direction forward.
28. Run the flushing procedure for approx. 10 min-
utes. During this process keep changing the
pump flow by shifting the travel lever several
times between full and halve forward travel.
29. Shut down the engine.
Fig. 18 30. Remove the flushing filter and reconnect the high
pressure lines.
Fig. 19
i Note
Observe the chapter "Flushing - General"
Installing the flushing filter
! Caution
Before the installation of the filters check hos-
es and connections for cleanliness.
The flushing filter must be installed in the low
pressure side in the return flow to the pump,
so that only cleaned oil will enter the travel
pump in forward travel.
With the connection shown in the illustration
the travel pump must therefore be actuated to
forward direction.
Fig. 1
1. Disconnect the high pressure hose 14 (see chap-
ter "Flushing schematic - travel circuit") from the
travel pump (high pressure port 16) and connect
it with the flushing hose (19) (flushing filter inlet
"IN").
2. Connect the flushing hose (18) (flushing filter out-
let "OUT") to the (high pressure port 16) on the
travel pump.
Disconnect the drum drive motor
3. Take the drum drive motor out of the hydraulic cir-
cuit by joining the high pressure hoses (12 and
13) on the drum drive motor together.
Fig. 2
i Note
Bleeding the travel circuit, see chapter "Bleeding
the travel circuit".
Fig. 3
Flushing the hoses
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 4
4. Block drums and wheels with suitable chocks.
Fig. 5
! Caution
Move the travel lever only to travel direction
forward, as otherwise the flushing filter will be
subjected to oil flow from the wrong direction.
5. Start the engine and shift the travel lever to travel
direction forward.
6. Perform the flushing process at various engine
speeds for approx. 10 minutes.
7. Shut down the engine.
8. Reconnect the hydraulic hoses (12 and 13) to the
drum drive motor.
Fig. 6
! Danger
Danger of accident!
The drum must rotate freely.
9. Jack up the front of the machine, so that the drum
can rotate freely.
10. Secure the rear wheels with chocks.
11. Pre-select the slow speed range.
Fig. 7
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 8
! Caution
Move the travel lever only to travel direction
forward, as otherwise the flushing filter will be
subjected to oil flow from the wrong direction.
12. Start the engine, run it with maximum speed and
shift the travel lever to travel direction forward.
13. Run the flushing procedure for approx. 10 min-
utes. During this process keep changing the
pump flow by shifting the travel lever several
times between full and halve forward travel.
14. Shut down the engine.
Fig. 9
Fig. 10
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 11
! Caution
Move the travel lever only to travel direction
forward, as otherwise the flushing filter will be
subjected to oil flow from the wrong direction.
18. Start the engine, run it with maximum speed and
shift the travel lever to travel direction forward.
19. Run the flushing procedure for approx. 10 min-
utes. During this process keep changing the
pump flow by shifting the travel lever several
times between full and halve forward travel.
20. Shut down the engine.
Fig. 12 21. Remove the flushing filter and reconnect the high
pressure lines.
Function test
24. Check the hydraulic oil level in the tank, fill up if
necessary.
25. Check all connections for leaks with the engine
running (visual inspection).
26. Perform a test drive, load the travel system in for-
ward and reverse, e.g. by driving uphill or starting
on a gradient.
27. Check all ports and connections for leak tightness
(visual inspection).
Fig. 13
i Note
Observe the chapter "Flushing - General"
! Caution
Before the installation of the filters check hos-
es and connections for cleanliness.
The flushing filter must be installed in the low
pressure side in the return flow to the pump,
so that only cleaned oil will enter the vibration
pump in high frequency.
For the connection schematic shown here the
vibration must always be filtered with "high
frequency / low amplitude".
Fig. 1
1. Disconnect the high pressure hose 10 (see chap-
ter "Flushing schematic - vibration circuit") from
the vibration pump (4) and connect it with the
flushing hose (7) (flushing filter inlet "IN").
2. Connect the flushing hose (6) (flushing filter outlet
"OUT") to the (high pressure port A) on the vibra-
tion pump.
Disconnect the vibration motor
3. Take the vibration motor out of the hydraulic cir-
cuit by joining the high pressure hoses (10 and
11) on the vibration motor together.
Fig. 2
i Note
Bleeding the vibration circuit, see chapter "Bleed-
ing the vibration circuit".
Fig. 3
Flushing the hoses
4. Block drums and wheels with suitable chocks.
Fig. 4
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 5
! Caution
Use only high frequency, as otherwise the
flushing filter will be subjected to oil flow from
the wrong direction.
5. Switch on vibration with high frequency.
6. Start the engine and run it with maximum speed.
7. Flush the circuit for approx. 10 minutes, thereby
switch the vibration on and off at intervals of ap-
prox. 30 seconds.
8. Shut down the engine.
9. Reconnect the hydraulic hoses (10 and 11) to the
Fig. 6 vibration motor.
Fig. 7
i Note
Keep circulating the complete tank content with
the filling and filtering unit throughout the entire
flushing process.
Fig. 8
! Caution
Use only high frequency, as otherwise the
flushing filter will be subjected to oil flow from
the wrong direction.
11. Start the engine and run it with maximum speed.
12. Run the flushing procedure for approx. 10 min-
utes. Switch the vibration on and off at intervals of
approx. 30 seconds.
13. Shut down the engine.
14. Remove the flushing filter and reinstall the vibra-
tion motor.
Fig. 9
Bleeding the vibration circuit
15. Bleed the vibration circuit (see corresponding
chapter).
Fig. 10
Environment
Catch hydraulic oil and dispose of environ-
mentally.
1. Install a pressure test hose to the charge pres-
sure test port.
2. Install a pressure test hose each to the high pres-
sure test ports.
3. Actuate the emergency stop switch.
! Danger
The engine should not start.
Fig. 1
4. Hold the open ends of the pressure test hoses
(Fig. 2) into a container.
5. Operate the starter motor for approx. 30 seconds.
Wait one minute and repeat this procedure, until
oil starts to run out from the pressure test hoses.
6. Remove the pressure test hoses.
Fig. 2
7. Unlock the emergency stop switch
Fig. 3
Fig. 4
! Caution
With the flushing filter installed shift the travel
lever only to travel direction forward, as oth-
erwise the flushing filter will be subjected to
oil flow from the wrong direction.
!Danger
Run the engine with idle speed.
10. Start the engine.
11. Shift the travel lever (Fig. 5) approx. 1/3 to for-
ward direction.
Fig. 5 12. After approx. 1 to 2 minutes shut down the engine
for a minute.
i Note
This waiting time is necessary to allow air bub-
bles to escape through the leak oil return line.
13. After a waiting time of approx. 1 minute keep re-
peating this procedure, until the indicated charge
pressure drops directly to zero when shutting
down the engine.
Environment
Catch hydraulic oil and dispose of environ-
mentally.
1. Install a pressure test hose to the charge pres-
sure test port.
2. Install a pressure test hose each to the high pres-
sure test ports.
3. Actuate the emergency stop switch.
Fig. 1
4. Hold the open ends of the pressure test hoses
(Fig. 2) into a container.
5. Crank the engine approx. 10 seconds with the
starter motor. Wait one minute and keep repeat-
ing this procedure, until oil starts to run out from
the pressure test hoses.
6. Remove the pressure test hoses.
Fig. 2
7. Unlock the emergency stop switch
Fig. 3
Fig. 4
! Caution
With the flushing filter installed use only high
frequency, as otherwise the flushing filter will
be subjected to oil flow from the wrong direc-
tion.
10. For bleeding switch on vibration with high fre-
quency (Fig. 5).
11. Start the engine.
12. After running the engine 1 to 2 minutes pause for
approx. one minute.
Fig. 5 i Note
This waiting time is necessary to allow air bub-
bles to escape through the leak oil return line.
13. After a waiting time of approx. 1 minute keep re-
peating this procedure, until the indicated charge
pressure drops directly to zero when shutting
down the engine.
6.1 Understanding circuit dia- l The sequence in which current flows through the in-
dividual elements in the electric circuit.
grams l Connections between the examined, faulty electric
Wiring diagrams are graphical representations of cir- circuit and other circuits in the vehicle wiring sys-
cuitry conditions, related to the electrical system. They tem.
do not contain any information about the actual type of l Pin assignment of plug-and-socket connections.
wiring, they only serve the purpose of visualizing the
circuitry logics. Structure:
The wiring diagram is indispensable for effective and
l Table of contents
systematic trouble shooting in the vehicle wiring sys- l Function groups
tem. This plan provides the following information: l List of components
l Number and type of individual elements in the ex-
amined electric circuit, such as plug connectors, Table of contents
fuses, switches, consumers, relays, ... The table of contents lists all function groups.
Example:
Function group "Warning systems“, drawing number
XXX XX can be found on page no. 8.
Current paths
The pages of a circuit diagram are sub-divided into
current paths (Fig. 8) (0 ..... 20).
List of components
Here you find all components used in alphabetical or-
der, related to the name of the component (A01,
A02....).
Example:
The warning horn "B 11" is located on page no. 8 in
current path 3.
54 Trailer signals, trailer plug device and lamp combination, brake light
54g Trailer signals, compressed air valve for permanent brake in trailer, electromag-
netically operated
55 Fog light
56 Head light
56a Head light, travel light and travel light control
56b Head lights, dimmed head light
56d Head lights, flash light
57 Parking light for motor cycles (abroad also for cars and trucks)
57a Parking light
57L Parking light left
57R Parking light right
61 Generator control
76 Loudspeaker
B+ Battery Plus
B- Battery Minus
D+ Dynamo Plus
D- Dynamo Minus
DF Dynamo field (generator excitation current)
DF1 Dynamo field 1 (generator excitation current)
6.3 Current and voltage The following statements concerning electric volt-
age can be made
l electric voltage is the pressure or force applied to
General
free electrons.
If one wants to describe electric current, this can most l the electric voltage is the cause of electric current
simply be accomplished by means of a comparison:
l electric voltage is a result of the equalization at-
One simply compares electric current with water. tempt of electric charges.
Voltage is measured with a Voltmeter.
Voltage
Unit, Volt
Fig. 1
1 (Fig. 1) Charge
2 Voltage
3 Current
The equalization attempt between different electric
charges is referred to as electric voltage.
Voltage sources have two poles of different charge.
On the one side we have the plus pole with a lack of
electrons, on the opposite side the minus pole with a
surplus of electrons. This electric "pressure" is known
as electric voltage.
Fig. 2
If there is a connection between these two poles a dis-
charge will take place, resulting in the flow of an elec-
tric current.
Plus pole= lack of electrons
Minus pole = excess of electrons
The electric amperage (I) is measured in Ampere Direct current flows with steady voltage and amper-
(A). age from the plus to the minus pole.
Pure D.C.-voltages are only delivered by accumula-
The technical flow direction is specified from
tors or batteries.
PLUS to MINUS.
The voltage in the vehicle wiring system is no pure
D.C.-voltage. Even without the generator running, but
i Note the consumers switched on, the voltage is not con-
Current actually flows from minus to plus, because the stant, but drops gradually according to the battery
current flow is made up of negatively charged elec- charge condition.
trons.
The internal resistance of the battery also causes per-
But since this was only discovered after the poles of a manent changes in the vehicle voltage, as soon as
current source had already been designated, the as- consumers are switched on or off.
sumption that current flows from plus to minus was
maintained for historic reasons. Alternating current (A.C.)
Circuit
Fig. 3 Circuit Alternating current not only changes its direction, but
also its amperage.
A simple circuit consists of a current source 1 (Fig. 3),
a consumer (3) and the connecting wiring. Pulsating direct current
When the circuit is closed, current can flow.
The circuit can be interrupted or closed with a switch
(2).
The system is protected by a fuse (4).
Fig. 4 PWM
The PWM signal is in most cases generated by a con-
trol and can be used to trigger proportional valves.
The signal (square wave signal) is changed in its
pulse control factor, the period, however, remains un-
changed.
The following applies:
l
The signal voltage cannot be measured.
l
The current can be measured.
Caution
!
6.4 Resistance l The cleaner the contacts, the better the current.
l The quality of the ground cable is of the same im-
portance as the supply line.
Resistance and voltage drop
While current flows through a conductor the current
Unnecessary resistances
flow is more or less inhibited by the conductor, this in-
hibitation is referred to as Resistance. Unnecessary resistances are frequently caused by
mechanical connections, even clean ones, but mainly
soiled and oxidizes terminals, too thin cables, material
with poor conductivity or bent open cable lugs.
Bad
Symbol, R
Unit, Ohm Ω
Fig. 3
In many cases it is better to replace the contact. Soiled
or oxidized contacts should be cleaned with Ballistol
(Fig. 4) and subsequently wetted with copper paste.
Copper paste is a heat resistant grease, which has
been mixed with copper powder. The paste protects
electric contacts against oxidation. Copper paste
keeps water away.
Fig. 5
Hint for practice:
A tool you cannot buy. The pliers were converted, the
nail is permanently present.
6.5 Series / parallel connection l In series connection the plus pole of the first battery
must be connected with the minus pole of the sec-
Series connection ond battery.
In a series circuit the resistors (consumers) are lined l The sum of all individual voltages is applied to the
up one after the other and the same current (I) passes free poles.
through each of the consumers However, series con- l The total capacity (Ah) is identical with the capacity
nection of consumers is not suitable in practice, as of the individual battery.
each resistance causes a voltage drop. In the vehicle
wiring system all consumers are designed for the
same vehicle voltage (e.g. 12 Volt).
Current
In series connection the current is identical at every
point.
Itotal = I1 = I2 = I3
Voltage
The sum of all partial voltages is identical with the total
voltage.
Utotal = U1 + U2 + U3
Resistance
The sum of all partial resistances is identical with the
total resistance.
Rtotal = R1 + R2 + R3
Fig. 2
In order to achieve a vehicle voltage of 24 V two bat-
teries of the same type and capacity must be connect-
ed in series mode.
Current
The total current is the sum of all currents.
Itotal = I1 + I2 + I3
Voltage
The voltage values are identical at every resistance
(consumer).
Utotal = U1 = U2 = U3
Resistance
The total resistance is less than the lowest individual
resistance.
Fig. 4
By connecting 2 batteries of same type and capacity
in parallel mode the capacity can be doubled, be-
cause the individual capacities add up to the total ca-
pacity.
Fig. 1
In a closed electric circuit current and voltage gener-
ate energy.
Fig. 1 If a current of 1 Ampere flows at a voltage of 1 Volt,
According to this law a voltage of 1V is required to let energy of 1 Watt is produced.
1A (ampere) flow through a conductor with a resist-
Advice
ance of 1 (Ohm Ω).
By means of this triangle the formula can be easily re-
Advice arranged, the value you are looking form must just be
By means of this triangle the formula can be easily re- blanked off with a finger.
arranged, the value you are looking form must just be
Energy P = I multiplied with U
blanked off with a finger.
Amperage I = P divided by U
Voltage U = I multiplied with R
Voltage U = P divided by I
Resistance R = U divided by I
U = Voltage in Volt
Amperage I = U divided by R
I = Current in Ampere
U = Voltage in Volt
P = Power in Watt
I = Current in Ampere
R = Resistance in OHM Ω
Resistance, R Ohm Ω
Voltage, U Volt
Current, I Ampere
Power, P Watt
Fig. 1 Multimeter
In order to avoid damage:
Fig. 1 Test lamp
l
the range selector switch must be correctly set for
the corresponding measurement.
! Caution l
the test cable must be plugged into the correct
This type of tester must not be used for testing on socket.
electronic components. The high power con- l
the voltage type (AC/DC) must be set.
sumption of the test lamp may destroy electronic l
In case of direct voltage the correct polarity must be
components in the control units.
assured.
Diode test lamp l
the measuring range should be chosen higher at
This instrument is used for simple voltage measure- the beginning of the test.
ments. The test lamp consists of two test points. The l In order to avoid any influence on the circuitry to be
negative measuring cable is connected to ground and measured, the internal resistance of the voltage
the positive measuring cable to the corresponding tester should be as high as possible.
measuring location.
Resistance and continuity measurement with mul-
timeter
The continuity tester of the multimeter can be used to
measure whether there is a connection between 2
measuring points. The following information should be
observed when measuring resistance and continuity:
l The component to be measured must not be con-
nected to the power supply during the measure-
ment.
l At least one side of the component to be measured
must be disconnected from the circuitry, as other-
wise the measuring result may be influenced by
parallel components.
l Polarity is of no significance.
Advice
If the electric circuit is difficult to access and the inter-
nal resistance of the consumer is known, the voltage
may also be measured at the consumer.
The current value can then be calculated with the help
of Ohm's law.
Diodes
Fig. 1
Fig. 1 Magnet tester
A diode consists of two different semi-conductors,
The magnet tester is used to test solenoid valves and which are connected by a separating layer. The max.
magnetic coils. conducting state current must not be exceeded.
The test lamp responds to the magnetic fields of A.C- Plus-voltage on diode:
voltage, D.C.-voltage and permanent magnets. l At 0.6 – 0.7 Volt (silicium diode) the diode becomes
l
The component to be tested does not need to be re- conductive.
moved.
Negative voltage on diode:
l The magnetic coil can also be tested under a pro-
tective cap.
l The diode does not allow current to pass through.
Fig. 4 LED
The light emitting diode, also referred to as LED, is a
semi-conductor diode, which generates (emits) light
during operation in forward direction. A semi-conduc-
tor crystal thereby emits a light signal, which is con-
verged or scattered by the lenticular shape of the
head. Light emitting diodes are available in various
colours, sizes and shapes. They are for this reason
used as signal lamps. This component is constructed
of different semi-conductor crystals, depending on its
colour. It works like any other semi-conductor diode.
Fuses
Fig. 1 Relays
Relays are commonly used to realize switching proc-
esses.
A free-wheeling diode prevents induction voltage from
flowing back from the coil into the vehicle wiring sys-
tem, which would cause interference with electronic
components (control units).
With the possibility of using breaker - maker contacts
the effect of an information can be reversed.
Fig. 1
Fuses are used to protect lines and equipment against
overloads and short circuit. If the fuse is overloaded
the fusible wire heats up with increasing current, until
it finally melts.
Caution
!
Battery – accumulator
i Note
Maintenance free batteries are gaining more and
more significance, this freedom from maintenance,
however, is only limited to the fact that no water needs
to be added.
If the battery is not charged and discharged over a
longer period of time, the battery will slowly discharge
by itself.
The accumulator may only be discharged down to a fi-
nal discharging voltage of 10.5 Volt, as otherwise
there is a risk of sulphation, i.e. the generated lead
sulphate forms increasingly coarser crystals, which
will finally not react at all or only very sluggishly during
Fig. 1 a subsequent charging process.
In vehicles batteries are used to start the engine. The In the worst case the accumulator can only be dis-
ability to start the engine depends on the charge con- posed of after such an exhaustive discharge.
dition of the batteries. The following therefore applies for longer downtimes:
Lead collectors or accumulators are secondary ele- l Remove the battery and store it in a cool, dry and
ments, i.e they can be recharged after discharging frost protected room.
electric current. l Check the open circuit voltage on the battery at reg-
The basic element of a lead accumulator is the cell. It ular intervals (at least once every month).
contains the plate blocks consisting of positive and l Recharge immediately if the open circuit voltage
negative plates. These plates are separated from has dropped to 12.25 Volt (no rapid charging).
each other by separators.
All positive plates are arranged parallel to the plus
pole, the negative plates parallel to the minus pole of i Note
the cells. The open circuit voltage of batteries occurs approx. 10
h after the last charging or approx. 1 h after the last
discharge.
! Danger
General
The generator should be of light weight, have a high
rate of efficiency and supply all consumers in the ve-
hicle with electric current at a steady voltage already
at idling speed.
i Note
Three-phase generators must only be operated in
combination with regulator and battery.
Batteries must not be connected with reversed polari-
ty.
Plus and minus cables must be disconnected during Fig. 6 Rotor with claw poles
rapid charging of the battery or electric welding on the The three stator windings (Fig. 7) are electrically offset
vehicle. to each other by 120°. The excitation of the magnetic
field requires direct current, which is fed to the rotor
! Caution via two carbon brushes and slip rings.
Before removing the generator you must discon-
nect the ground cable from the minus pole of the
battery while the ignition is switched off. Do not
disconnect the generator while the engine is run-
ning, because this may cause extremely high volt-
age peaks in the vehicle wiring system ("Load
Dump"), which could possibly damage control
units, radios or other electronic equipment.
When disassembling the battery cable, the B+-nut
underneath on the generator side may also be
loosened. This nut must in this case be retight-
ened.
When connecting e.g. the battery cable to the ter-
minal of the generator you must make sure that
the polarity is correct (generator B+ to the + pole
of the battery). Mixing up the polarities by mistake
causes short circuit and damage to the rectifier el-
ements - the generator will be out of function.
The generator can only be operated with the bat-
tery connected. Under special conditions emer-
gency operation without battery is permitted, the
lifetime of the generator is in such cases especial-
ly limited.
Plus and minus cables must be disconnected dur-
ing rapid charging of the battery or electric weld-
ing on the vehicle.
When cleaning the generator with a steam or wa-
ter jet make sure not to direct the steam or water
jet directly on or into the generator openings or
ball bearings. After cleaning the generator should
be operated for about 1 - 2 minutes to remove any
deposits of water from the generator.
In the generator the armature windings are located in-
side the stationary stator, whereas the exciter winding
is arranged on the internally revolving rotor (Fig. 6).
i Note
The rotor coils can only be measured in disassembled
state.
Fig. 11 Stator
i Note
The stator coils can only be measured in disassem-
bled state.
l Measure the resistance of all three coils.
l The coils should not have contact among each oth-
er.
Checking the regulator voltage with the generator l Perform the measurement at raised engine speed.
tester l The voltage (B+) should adjust itself at 13 to 14 Volt.
The battery and generator tester comes with an 8-line
LC display with background illumination and is able to
print out test results via an (optional) thermal printer.
Fig. 12
The generator test assesses the regulator voltage and
the ripple factor of the generator voltage.
l
All plug-and-socket connectors must be free of cor-
rosion and intermittent contact.
l
The generator ground connection must be OK.
l
The battery should be in good condition – the idle
speed voltage of the battery should be at least 12.6
Volt.
l
If possible switch off all consumers.
l
Perform the measurement at raised engine speed.
Fig. 13
l All plug-and-socket connectors must be free of cor-
rosion and intermittent contact.
l The generator ground connection must be OK.
l The battery should be in good condition – the idle
speed voltage of the battery should be at least 12.6
Volt.
l If possible switch off all consumers.
Fig. 16
Fig. 17
Fig. 14
The illustrations (Fig. 16) and (Fig. 17) show two dif-
l If the carbon brush is connected to ground the reg-
ferent regulator types.
ulator is a so-called plus controlled regulator. The
exciter winding is positioned between DF and D-,
the regulator therefore regulates the exciter winding
on the plus side. The other carbon brush is then
connected with terminal DF. This leaves one further
terminal, this is D+.
The basic function of a disassembled regulator can be
easily tested with a 12V lamp and an adjustable D.C.
power supply unit (0V ... 20V).
Fig. 1 Electric starter For purposes like e.g. purging the fuel systems,
1 Pinion starters may be operated for maximum 1 minute
2 Roller free-wheeling without interruption. Then you should wait for at
least 30 minutes (cooling down) until trying again.
3 Steep thread During the 1 minute starting period this process
4 Guide ring should not be interrupted.
5 Spring winding Starter motors must not be cleaned with high
6 Armature pressure steam cleaning equipment.
7 Pole shoe The contacts on starter terminals 30, 45, 50 must
8 Carbon brushes be protected against unintended shorting (jump
protection).
9 Armature brake
10 Collector When replacing the starter the ring gear on the en-
gine flywheel must be checked for damage and its
11 Magnetic switch number of teeth - if necessary replace the ring
12 Engagement lever gear.
Always disconnect the battery before starting as-
!Caution sembly work in the starter area of the engine or on
So-called jump starting (using an additional exter- the starter itself.
nal battery) without the battery connected is dan-
gerous. When disconnecting the cables from the
poles high inductivities (arcs, voltage peaks) may
occur and destroy the electrical installation.
Magnetic switch
The magnetic switch is normally arranged directly
above the starter. Fig. 3 Switching position during starting
With the starter switch switched on, both the pickup 1 Ground
winding and the holding winding are energized and 2 Battery
shift the iron core in axial direction. With a lever this
iron core pulls the starter pinion towards the engine 3 Starter switch
flywheel. 4 Pull-in winding
Once the gears are engaged the starter current is ap- 5 Holding winding
plied to the back through a large cross-section. At the 6 Exciter winding
same time the pickup winding is shorted via the starter 7 Restoring spring
current and thus switched off as a measure to reduce
8 Driver
the load on the energy household.
9 Pinion
10 Flywheel
i Note
If e.g. block 5 is not needed to design a switch, the
numbering for blocks 1,2,3,4 and 6 remains un-
changed.
Fig. 2 Disassembly
l Lift up the interlock (5).
Assembly
Fig. 5 Assembly
l Insert the front element (3) into the bore in the con-
trol panel.
i Note
Watch the marls on front element (Fig. 6) and fasten-
ing flange.
l
Tighten the screw (1) with a tightening torque of 0.6
Nm.
General
In all automated sequences the use of sensors as a
source of information for the electronic control is indis-
pensable. The sensors deliver the necessary signals
about positions, end positions, filling levels or serve as
pulse transducers for counting tasks or speed detec-
tion. In industrial applications inductive and capacitive Fig. 10 NPN circuitry
proximity switches are today indispensable. Com-
pared with mechanical switches, they offer almost ide- On sensors with NPN-circuitry the output stage con-
al prerequisites: non-contact, wear free operation, tains a NPN-transistor, which switches the load
high switching frequencies and switching accuracies, against the negative operating voltage. The load is
as well as high protection against vibration, dust and connected between the output and the positive oper-
moisture. Inductive sensors detect all metals without ating voltage.
contact, capacitive sensors detect almost all solid and Breaking and making contacts
liquid media, such as metal, glass, wood, plastic, wa-
ter, oil, etc.
Working principle
Fig. 8
The working principle is based on the principle of the
dampened LC-oscillator. The coil of the oscillation cir-
cuit forms a high-frequency magnetic stray field. Fig. 11
This stray field leaks out from the active area of the Proximity switches are used as breaking or making
proximity switch. If metal or non-ferrous metal enters contacts. Depending on the design the switching dis-
into the response range energy is absorbed. The os- tances are 2 or 4 mm. The maximum amperage is 300
cillator is thus dampened and the resulting change in mA.
current consumption is evaluated. The LED (Fig. 11) lights up, when the initiator has de-
tected metal in its stray field.
PNP circuitry
Fig. 1 Sensor
The the function of the angle sensor (Fig. 1) is based
on the so-called "Hall-Effect". Named after the Ameri-
can physicist E.H. Hall. Due to the fact that moving
electrons are deflected in a magnetic field, a voltage
transverse to the flow direction of the primary current
can be expected on a current conducting conductor in
the magnetic field. Since the electrons are deflected in
Fig. 12 Circuit diagram, making contact
transverse direction by the magnetic field, they must
The circuit diagram (Fig. 12) shows a proximity switch enrich on the one side and reduce on the opposite
with normally open contact. side. If a very thin circuit board is now subjected to a
Brown = voltage supply current that is uniformly distributed across its cross
section, no voltage will be measured between two
Blue = ground supply
points A and B, which have an identical distance to the
Black = switching output current supply lines and are connected by a highly
The initiator switches the relay (K05) sensitive galvanometer. When generating a magnetic
field vertical to the circuit board, voltage will be
present between A and B and a current will flow
through the galvanometer connected to these points.
This is referred to as "Hall-Effect". The cause for this
effect is the warping of the originally parallel electron
orbits in the board by the magnetic field.
General
Plug connectors DT and DTM have a wedge to hold
the pins and sockets in their position. This wedge can
be removed and replaced, without having to cut any
leads.
Fig. 2 DT Series
Caution
!
Fig. 4
l Insert the contacts through the rubber grommet until
they click into place.
l Insert the orange wedge in direction of arrow.
Caution
!
i Note
Use the same method when assembling the socket.
Disassembling DT contacts
Fig. 5
l Pull the orange wedge out with long nose pliers.
l
Slightly pull the lead and unlock the interlocking
hook with a screw driver.
l Pull the contact out of the socket.
i Note
Use the same method when assembling the socket.
In this case the interlock disassembly tool (see special
tools for electrics) serves as an aid to remove the
wedges.
Fig. 4
l
Insert the contacts through the rubber grommet until
they click into place.
l
Insert the orange wedge, until it clicks into place.
Caution
!
i Note
Use the same method when assembling the socket.
Fig. 5
l Pull the orange wedge (interlock) out with long nose
pliers.
l Slightly pull the lead and unlock the interlocking
hook with a screw driver.
l Pull the contact out of the socket.
i Note
Use the same method when assembling the socket.
In this case the interlock disassembly tool (see special
tools for electrics) serves as an aid to remove the
wedges.
General
Fig. 1
Spring clamp technology (Fig. 1) for quick, vibration
resistant and maintenance-free connection of all con-
ventional copper conductors (single, multiple or fine
stranded) with or without wire and ferrule.
! Caution
The spring clamp technology is not suitable for
extra fine conductors. Extra fine conductors can
be easily pulled out of the spring clamp!
! Caution
Perform a pull test on each lead, each of the termi-
nals must withstand a pulling force of 45 N with-
out any difficulties.
Series clamp
!Caution
Perform a pull test on each lead, each of the termi-
nals must withstand a pulling force of 45 N with-
out any difficulties.
Measuring signals
On these terminal blocks the bridge slot is most suita-
ble for tapping off and measuring signals. Here you
may directly insert a 4 mm test adapter (see special
tools for electrics) for connecting a measuring lead.
This test adapter is standard in the central electrics of
heavy equipment machines.
!Caution
Perform a pull test on each lead, each of the termi-
nals must withstand a pulling force of 45 N with-
out any difficulties.
Measuring signals
Fig. 3 X-COM plug plugged onto the series clamp
Fig. 4
15. Multimeter
Fig. 5
16. Test prod black, with flexible insulated shaft and
button operated gripper with 4 mm bushing,
length 157 mm.
Fig. 6
18. Test prod black, with elastic insulated shaft 4 mm
bushing, length 97.5 mm.
Fig. 7
Fig. 10
Fig. 11
32. Clip-on measuring instrument
Fig. 12
33. Battery - generator tester
Fig. 13
Spring clamps (Wago or Weidmüller)
34. Cranked screwdriver (Fig. 14) to open spring
clamps (Fig. 15).
Fig. 14
Fig. 15
Deutsch contacts
36. Tool to disassemble the interlocking on Deutsch
plugs (series DT and DTM).
Fig. 16
37. Crimping pliers for Deutsch contacts of series DT
and DTM, size AWG 20,16 and 12.
AWG 20 = 0.5 mm2 cable cross-section
AWG 16 = 1,5 mm2 cable cross-section
AWG 12 = 4,0 mm2 cable cross-section
BOMAG part-no.: 079 900 79
Fig. 17
38. Crimping pliers for Deutsch contacts of series
HDT, size AWG 6 and 8.
AWG 8 = 10,0 mm2 cable cross-section
AWG 6 = 16,0 mm2 cable cross-section
AWG 6 = 16,0 mm2 cable cross-section
Fig. 18
Fig. 19
ITT contacts
40. Installation tool for ITT crimp contacts of series
CA-COM, contact size 15S/16S/15/16.
Fig. 20
41. Disassembly tool for ITT male contacts of series
CA-COM, contact size 15S/16S/15/16.
Fig. 21
42. Disassembly tool for ITT female contacts of se-
ries CA-COM, contact size 15S/16S/15/16.
Fig. 22
Fig. 23
44. Crimping pliers for Schaltbau contacts of series
M1, M2 with connecting cross-section 0.14 - 6.0
mm2.
Fig. 24
FCI Burndy contacts
45. Disassembly tool for FCI Burndy contacts of se-
ries TRIM TRIO
Fig. 25
AMP contacts
46. Crimping pliers for AMP-contacts of series FAS-
TIN-FASTON with a connecting cross-section of
1.0 - 2.5 mm2 (18 -14 AWG).
Fig. 26
Fig. 27
48. Crimping pliers for AMP-contacts of series .070-
SERIES with a connecting cross-section of AWG
20 - 18 (0.5 - 0.9 mm2) and AWG 16 (1.25 - 1.5
mm2).
Fig. 28
49. Crimping pliers for AMP-contacts of series FAS-
TON with connecting cross-section AWG 14 - 10.
Fig. 29
50. Crimping pliers for AMP-contacts of series FAS-
TON with connecting cross-section AWG 16 - 14
and AWG 18.
Fig. 30
Fig. 31
Universal tools
52. Universal pressing pliers with toggle lever trans-
mission and adjustable end pressure for Crimp-
ing roller connector 0.14 - 1.0 mm2.
Fig. 32
53. Precision pressing pliers for non-insulated flat
male and female connectors0.5 - 6,0 mm2.
Fig. 33
Measuring adapter
54. Current measurement adapter for Hirschmann
plugs.
Fig. 34
Fig. 35
56. Current measurement adapter for Deutsch and
AMP plugs, 2 pole.
Fig. 36
Only machines with cabin are equipped with the seat contact circuitry.
This circuit also contains the vibration relay. Machines with ROPS or sun canopy are not equipped with
the seat contact circuitry.
1. Starting of the engine should only be possible with the travel lever in position "Brake".
2. Driver standing (seat contact control light does not light up): While the engine is running shift the travel
lever to travel operation --- then engine shut be shut down immediately, the seat contact light lights up,
warning buzzer and backup alarm sound. If the travel lever is returned to "Brake" position during the
shut-down process, the fuel solenoid is switched on again and the engine will automatically start.
Otherwise the engine must be restarted.
3. Driver seated: (seat contact control light does not light up): Normal operation, no warning active.
Driver gets up --- control light comes on and both warning buzzers sound. Driver sits down again within
4 seconds --- machine returns to normal operation. Driver does not sit down again within 4 s --- engine
is shut down. If the driver sits down again while the engine is being shut down, the fuel solenoid is
switched on again and the engine will automatically start. Otherwise the engine must be restarted.
Module UPM2
Stay-Alive LED
Programmierstecker
Spannungs- Status-
versorgung Leuc htdioden
1
4
3
5
2
7
8
9
14
15
6
10
13
12
11
Vibrationstaster
Versorgungsspannung (+UB)
Sitzkontaktschalter
Versorgungsspannung (+UB)
Vibration
Haltewicklung Abstellmagnet
Masseanschluß
Generator / D+ Signal
Anzugswicklung Abstellmagnet
Bremsventil
Warnsummer
Masseanschluß
Öldruck
Fahrhebel
Fig. 1: Module
Emergency operation
If a bridge is inserted between PIN 2 and PIN 3 of the module, the bias coil is permanently
supplied with current (as long as the ignition is on) and the vibration is switched on (vibration
can be switched on/off with the vibration selector switch).
Inserting a bridge between PIN 10 and the connecting cable to PIN 8 opens the brake (the
brake can then be switched on/off e.g. via the parking position of the travel lever). The
module is then bridged (only with motors without pickup winding.
Description of function
In addition to m onitoring the seat occupation this m odule can also be used to control the
hydraulic brake and the function of the vibration relay.
The following sequences were used in the UPM2 software to realize the seat occupation
m onitoring system :
Starting the engine is only possible with the travel lever in neutral position. Since the starter
does still rotate despite this fact, external blockage of the starter is required when the travel
lever is operated.
Engine running
- Vibration can be switched on with the vibration push button when D+ or oil pressure is
applied (OR-linkage).
- The bias coil remains switched on.
- There will be no visual or audible warning when the driver's seat is unoccupied even
though the travel lever is out of neutral position.
- If the driver's seat is not occupied and the travel lever is actuated in this condition, the
bias coil of the shut-down solenoid is immediately switched off and the engine will stop.
The signalling device (horn) is activated.
W hen D+ is no longer applied (engine not running) the signalling device is switched off
and the hydraulic brake closes after 1.5 seconds.
- W hen leaving the driver's seat after shifting the travel lever out of neutral, the signalling
device will be activated. 4 seconds later the bias coil of the shut-down solenoid will be
switched off and the engine will stop.
Engine stops
- If the engine stops, but D+ is still applied, the bias coil is switched on again and the
pickup winding is energized for 2 seconds, as soon as the driver takes his seat or the
travel lever is returned to neutral position.
- The signalling device is switched off. The module is then in Engine Running mode and
responds as described above.
New start
A new start (after the engine has been shut down) is only possible after switching the ignition
on again (see Switching on ignition) or after D+ has returned (see Engine has stopped).
Miscellaneous
Due to the design of the Perkins engines restarting of a still turning engine by returning the
travel lever to neutral or sitting down on the driver's seat is not possible.
On machines with Perkins engine restarting always requires the ignition, if the bias coil of
the shut down solenoid hd been switched off (picking up of the winding only possible after
the engine has stopped).
The pickup winding must be triggered by an additional relay, because the module is only
able to supply a current of 4 ampere.
The module works from a supply voltage of 7 Volt.
0 Hardware description
The seat occupation monitoring module consists of the modified UPM2 module.
The inputs are configured to match the following table:
Description of function
With the programmable module BM UPM the software
realizes a speedometer function. To ensure that the
tachometer function is not only realized for one spe-
cial roller, there is a possibility to adapt the module to
any machine with the help of a self-teaching mode.
l Whenever the module is switched on the system
runs a self-test by passing through the entire dis-
play range in both directions. The display self-test
takes approx. 15 seconds.
l After this the module changes to measuring mode.
The frequency of the travel pulses of the roller is de-
tected and converted to a proportional output volt-
age that triggers the display.
l The output signal for the display is a PWM-signal.
Caution
!
i Note
If the module is in teach mode the LED on output
"OUT +" will flash with the frequency of the path puls-
es arriving at input (IN).
l
Disconnect the cable bridge from "Teach" to "15/
54“.
l
Switch the ignition off and on again (Reset).
i Hinweis
The documentation "Service Training Electrics MESX" contains also the documentation BEM (BOMAG Evib-me-
ter).
The BOP (BOMAG Operation Panel) is only installed in connection with BVC machines, BEM-machines are
equipped wit display module. The display module is used for the output of fault codes and display values, as
well as for the input of code numbers.
Service Training
Electrics
MESX
Version 3.01
Table of contents
1 Document alteration list.....................................................................................................................3
2 Proof of software change MESX .......................................................................................................4
3 Proof of software change BOP..........................................................................................................5
4 Known faults ......................................................................................................................................6
5 How to proceed when replacing components? .................................................................................7
5.1 How to proceed when replacing an ESX control? .......................................................................7
5.2 How to proceed when replacing a rear axle sensor? ..................................................................7
5.3 Which components can be replaced without a subsequent adjustment procedure? ..................7
5.4 List of machine types ...................................................................................................................8
6 Possible adjustments on machines without BOP ..............................................................................9
6.1 Description of the Display Module ...............................................................................................9
6.2 Input of code numbers.................................................................................................................9
6.3 Changing the machine type (only via display module)...............................................................10
6.4 Inverting the direction signal (only via display module)..............................................................11
6.5 Changing the bit rate (only with display module) .......................................................................12
7 Adjustment/display possibilities on machines with BOP .................................................................13
7.1 Adjusting the machine type (BOP).............................................................................................13
7.2 Inverting the direction signal via the BOP control terminal ........................................................15
7.3 Accessing the diagnostics menu ...............................................................................................17
7.3.1 Extended diagnostics on machines with circular exciter (BTMplus, BTMprof)................ 19
7.3.2 Extended diagnose BVC machines.......................................................................................... 20
7.4 Changing the printout language.................................................................................................21
7.5 Setting the machine serial number ............................................................................................23
7.6 Teaching distance pulses ..........................................................................................................25
7.7 Activating the amplitude limitation (only BVC machines)...........................................................27
7.8 Changing the display mode (metric/imperial) ............................................................................29
8 Possible settings on the BCM05mobile...........................................................................................31
8.1 Reading the software version ....................................................................................................31
8.2 Changing the language..............................................................................................................31
8.3 Changing the unit system (metric/imperial) ...............................................................................31
9 Block diagram BEM.........................................................................................................................33
10 Block diagram BTMplus / VARIOCONTROL.............................................................................34
11 Block diagram BTMplus / VARIOCONTROL and BCM05mobile ..............................................35
12 Description of the Signals on the ESX-Control..........................................................................36
13 Fault codes of the ESX control ..................................................................................................41
13.1 Overview ...............................................................................................................................41
13.2 Description of fault reactions .................................................................................................42
13.3 Detailed description of fault codes and their possible causes..............................................43
14 Input codes for ESX control (only via display module on BEM).................................................47
14.1 Travel system ........................................................................................................................47
14.2 Vibration ................................................................................................................................48
14.3 Light.......................................................................................................................................48
14.4 Acceleration transducer.........................................................................................................49
14.5 Diesel engine.........................................................................................................................49
14.6 Setting the machine type.......................................................................................................50
14.7 Parameter change.................................................................................................................51
15 Terminology in connection with ESX .........................................................................................52
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4 Known faults
Despite the fault monitoring of inputs and outputs on the ESX control, the ESX control is not able to
detect all faults. The following list contains a selection of known fault reactions of the control, which
mostly have a different cause to the one described in this documentation.
During initial commissioning the display shows the Bit rate on bmfsa not set to 125 kBit
reading "ct0" => see "Setting the bit rate"
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The following chapter describes the necessary adjustments to the control when replacing individual
components in the measuring system.
Therefore set the machine type in the first step! see "5.4 List of
machine types", or "7.1 Adjusting the machine type"
• Check the direction signal, invert the signal if necessary, see 6.4, or 7.2.
• Set the machine serial number (only on machines with BOP), see: 7.5
• Set the printer language (only machines with printer), see: 7.4
Check the direction signal, invert the signal if necessary, see 6.4, or 6.4.
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Machine type First serial number Last serial number Code Available from
version
177 D 101 582 20 1001 XXX XXX XX XXXX 7500 1.00
177 DH 101 582 21 1001 XXX XXX XX XXXX 7501 1.00
177 PDH 101 582 22 1001 XXX XXX XX XXXX 7502 3.03
177 BVC 101 582 23 1001 XXX XXX XX XXXX 7503 1.00
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Note: The display module described next is only used in machines without the Bomag
Operation Panel (BOP). On machines with BOP the settings are made via the
BOP!
(see item 7 "Adjustment/display possibilities on machines with BOP")
The display module consists of a 4-digit display and two keys, F1 and F2.
It is used for the output of fault codes and display values as well as for the input of code numbers.
Faults and warnings are displayed by flashing. If several faults are detected, the displayed fault codes
will change in a 3 second cycle.
Display values are permanently displayed, whereby values from 0 0 0 0 ...9 9 9 9 are possible. Higher
values lead to the display "- - - - “, negative values are indicated by the "minus dot“ lighting up (see
Vorzeichen
057 667 72
15/54
illustration).
1. Press both keys (F1 and F2) on the instrument cluster for 2 seconds.
) The value 0 0 0 0 will be displayed, whereby the 1st digit is flashing.
2. The value of the flashing digit can be increased by pressing the left hand key (F1). When the figure
9 is displayed and the left hand key (F1) is pressed again, the display will return to the value 0 .
3. When pressing the right hand key (F2) the flashing digit will move one digit to the right. When the
4th digit is flashing, the right hand key (F2) is pressed once again to confirm the input. The desired
function is then executed or the desired value is displayed respectively.
In order to terminate a display function you must either enter code number 0 0 0 0 or switch the
ignition off.
Note: Parameter adjustments can only be performed when the engine is not running.
• Enter code number 7 0 1 0 . This code number activates the function "Adjusting machine type“.
The display module now permanently shows the entered code. (e.g. 7 5 3 3 )
• Enter code number 7 0 1 1 . This code number confirms the entered machine type.
After confirming the machine type the control initiates a restart, the display module shows the new
machine type for approx. 3 seconds.
After this the newly adjusted machine type will be displayed for approx. 3 seconds.
Attention: A machine must not be operated with a wrong type adjustment, because in such
a case the correct function of the control cannot be assured!
This direction signal may need to be inverted, so that exciter adjustment (only BVC machines) and
printout for the travel direction correspond with the actual travel direction.
Note: Parameter adjustments can only be performed when the engine is not running.
• Enter code number 7 6 0 0 . This code number activates the function "Invert direction signal“.
• Enter code number 7 6 0 1 . This code number inverts the direction signal.
The display module now permanently shows the code 0 0 0 1 (signal inverted), or the code 0 0 0 0
(signal not inverted).
In succession the code number 1 0 0 1 can be used to check whether the direction signal is correctly
interpreted (see item 14 "14").
• Hold both keys (F1 and F2) of the multi-function display depressed and switch on the ignition.
) The currently set bit rate is displayed, e.g. 0 1 0 0 .
• The bit rate can now be changed in fixed steps by pressing the right hand key (F2). Hold the key
depressed until the display reads 0 1 2 5 .
• By pressing the left hand key (F1) the bit rate is accepted and the display changes back to the
normal display mode.
Note: Parameter adjustments can only be performed when the engine is not running.
• Press key "?" to open the screen page "MENU". The following screen is displayed:
• Press key "F2" to open the screen page "Adjust machine type". The following screen is displayed:
• The desired machine type can be selected by pressing the keys "F11" and "F12". (see "List of
machine types" under item 5.4 ".
• After selecting the desired machine type press key "F14", until the symbol (F14) lights green for
confirmation (approx. 4s).
When releasing the key the start screen will automatically be displayed and the control will initiate a
restart.
BOP and MESX are now adjusted to the new machine type.
7.2 Inverting the direction signal via the BOP control terminal
Depending on the installation position, the axle sensor used delivers a 12V output signal in forward and
reverse.
This direction signal may need to be inverted, so that exciter adjustment (only BVC machines) and
printout for the travel direction correspond with the actual travel direction.
Note: Parameter adjustments can only be performed when the engine is not running.
• Press key "?" to open the screen page "MENU". The following screen is displayed:
• Press key "F1" to open the screen page "Invert direction signal". The following screen is displayed:
• The direction signal can now be inverted or not inverted by pressing key "F5" ("Invert = 1" or "Invert
= 0").
• After the desired change press key "F14" to save the adjustment. The symbol lights green for a
moment as a sign of confirmation.
Check on the printout or in the diagnostics menu whether the travel direction has been correctly
detected.
• Press key "F5" to open the screen page "Diagnose1". The following screen is displayed:
If an actual error is present the corresponding error code will be displayed in the field "Actual Errors".
• By pressing key "A" you can change into a machine specific, more detailed diagnostics menu (see
below).
98% Small Ampl: Triggering of solenoid valve for low amplitude in percent
MD+ Status MESX input MD+ (detection engine running) (LED on = 12V)
+01234 Distance pulses detected by the MESX (10cm steps). The actually detected
travel direction can be recognized by the roller symbol above.
MD+ Status MESX input MD+ (detection engine running) (LED on = 12V)
+01234 Distance pulses detected by the MESX (10cm steps). The actually detected
travel direction can be recognized by the roller symbol above.
• Press key "F6" to open the screen page "Printout language". The following screen is displayed:
• The desired printout language can be selected by pressing the keys "F11" and "F12".
• After selecting the desired language press key "F14" to save the adjustment. The symbol (F14)
lights green for a moment as a sign of confirmation.
• Press key "F7" to open the screen page "Serial number". The following screen is displayed:
• The desired printout language can be selected by pressing the keys "F11" and "F12".
• After the adjustment press key"F14" to save the adjustment. The symbol (F14) lights green for a
moment as a sign of confirmation.
Note: An adaptation of the distance pulses is only possible within a range of +/- 10% of the
preset value.
• Press key "?" to open the screen page "MENU". The following screen is displayed:
• Press key "F8" to open the screen page "Distance pulses". The following screen is displayed:
• Press key "F3" to open the screen page "Amplitude limitation". The following screen is displayed:
• The limitation can now be activated or deactivated by pressing key "F5" ("Limit = 1" or "Limit = 0").
• After the desired change press key "F14" to save the adjustment. The symbol lights green for a
moment as a sign of confirmation.
• Press key "F4" to open the screen page "Display mode". The following screen is displayed:
• The imperial display (mph, °F, etc.) can now be activated or deactivated by pressing key "F5"
("Imperial = 1" or "Imperial = 0").
• After the desired change press key "F14" to save the adjustment. The symbol lights green for a
moment as a sign of confirmation.
Note: After this setting the service window must be closed to avoid unauthorized access.
Press "Close window" at the bottom right in the service window.
Press the field "Language". A list with the available languages pops up. Choose the desired language
and confirm with "Select".
Note: After this setting the service window must be closed to avoid unauthorized access.
Press "Close window" at the bottom right in the service window.
008 911 49
9 Block diagram BEM
Electrics BEM (BOMAG Evib-meter)
BOMAG
Status: 01.04.2005 Block diagram Page 33 of 55
Author: T. Löw / TE
10.1
215
216
10.1
BOMAG
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Electrics BEM (BOMAG Evib-meter)
008 911 49
Service Training MESX Block diagram
008 911 49
11 Block diagram BTMplus / VARIOCONTROL and BCM05mobile
Electrics BEM (BOMAG Evib-meter)
BOMAG
Status: 01.04.2005 Block diagram Page 35 of 55
Author: T. Löw / TE
10.1
217
218
10.1
X44:5 Interface RS 232 TxD, used for printer control. Measurement not possible!
X44:6
BOMAG
X44:7 Input acceleration transducer VH20g/HR15g Acceleration signal (measured against AGND)
X44:9 Input exciter position front Position of front exciter (measured against AGND)
Analogue input / voltage input 0..8.5 V Bottom stop ) approx. 2.2 V
Neutral position ) approx. 4.25 V
Top stop ) approx. 6.6 V
008 911 49
Service Training MESX Description of signals
008 911 49
ESX terminal Signal description Nominal values (voltage / current)
X44:10
X44:11
X44:12
X44:13
X44:14
BOMAG
)
X44:19 Input button "CLEAR" (option) Push button pressed ) 12 V
Digital input active high Push button not pressed ) 2V
X44:20
X44:21
X44:22
219
220
10.1
X44:26 Interface CAN-Bus Wire -, is used to communicate with the BOP Measurement not possible!
operating unit.
X44:27 Interface CAN-Bus Wire +, is used to communicate with the BOP Measurement not possible!
operating unit.
BOMAG
Open circuit voltage (vibration off): ) 4,2..4,3 V
Analogue input / voltage input 0..8.5 V
X44:31 Input acceleration transducer VV20g/HR15g Acceleration signal (measured against AGND)
X44:33 Interface CAN-Bus2 Wire -, is used to communicate with the BCM05. Measurement not possible!
X44:34
X44:35 Input distance transducer Transducer delivers square-wave pulses Frequency depends on machine
type.
Digital input active high
008 911 49
Service Training MESX Description of signals
008 911 49
ESX terminal Signal description Nominal values (voltage / current)
X44:36
X44:40
X44:41
Electrics BEM (BOMAG Evib-meter)
X44:42
X44:43
X44:44
BOMAG
X44:45
X44:49
X44:50
X44:51
X44:52
221
222
10.1
X44:61
BOMAG
X44:62
X44:63
X44:64
008 911 49
Electrics BEM (BOMAG Evib-meter) 10.1
13.1 Overview
BOMAG
) the diesel engine is shut down.
Fault code is displayed.
Signal light in BOP (option) lights in 1 second intervals.
5 Fatal fault. The function of the control can no longer be guaranteed.
Control is switched off.
Error code is displayed.
Signal light in BOP (option) lights permanently.
Note: Errors with error reaction 1 are only warning messages and are NOT stored in the error log.
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Service Training MESX Description of fault codes on the ESX control
008 911 49
13.3 Detailed description of fault codes and their possible causes
BOMAG
Status: 01.04.2005 Description of fault codes on the ESX control Page 43 of 55
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10.1
225
226
10.1
452 Output proportional solenoid front ) Current path has short circuit to voltage supply X44:47 2
6 Valve for exciter down ) Current path has non-permitted connection to another current
BOMAG
Output current too low. path
) Current path is interrupted
452 Output proportional solenoid front ) Current path has short circuit to ground X44:47 2
7 Valve for exciter down ) Current path has non-permitted connection to another current
Output current too high. path
008 911 49
Service Training MESX Description of fault codes on the ESX control
008 911 49
Fault Fault description Possible cause Terminal Input Fault
code on ESX code for reaction
diagnose
453 Position controller positive limit reached ) Supply and ground terminal on exciter potentiometer mixed up X44:09 5000 2
1 The exciter does not move to the desired ) Valves for "Exciter up" and "Exciter down" mixed up X44:37
direction or does not move at all. ) MD+ input has 12 V potential, even though the engine is not
running
453 Position controller negative limit reached ) Supply and ground terminal on exciter potentiometer mixed up X44:09 5000 2
2 The exciter does not move to the desired ) Valves for "Exciter up" and "Exciter down" mixed up X44:37
direction or does not move at all. ) MD+ input has 12 V potential, even though the engine is not
running
Electrics BEM (BOMAG Evib-meter)
460 Input acceleration transducer 1 ) Current path has no connection to +12 V / +8,5 V X44:29, 4601 2
1 The voltage applied to the input is below the ) Current path connected to ground or
specified range (see signal description). ) Transducer defective X44:31
BOMAG
460 Input acceleration transducer 1 ) Current path connected to +12 V / +8,5 V X44:29, 4601 2
2 The voltage applied to the input is above the ) Current path not connected to ground or
specified range (see signal description). ) Transducer defective X44:31
460 Input acceleration transducer 2 ) Current path has no connection to +12 V / +8,5 V X44:30, 4606 2
6 The voltage applied to the input is below the ) Current path connected to ground or
specified range (see signal description). ) Transducer defective X44:07
460 Input acceleration transducer 2 ) Current path connected to +12 V / +8,5 V X44:30, 4606 2
7 The voltage applied to the input is above the ) Current path not connected to ground or
specified range (see signal description). ) Transducer defective X44:07
227
228
10.1
BOMAG
Ct0 Display module has no connection to ESX- ) Wire breakage in CAN bus lines X44:26 - -
control. ) Short circuit between CAN bus lines X44:27
) One or both CAN bus line(s) has (have) connection to 12V or
ground
) Incorrect bit rate in display module (nominal value: 125 kBit)
008 911 49
Service Training MESX Description of input codes for the control
008 911 49
14 Input codes for ESX control (only via display module on BEM)
BOMAG
Shows the actual speed.
1010 Parameter "Show distance pulses per 10m" Depending on the selected machine type, e.g. 5896 for
Eeprom Parameter is displayed BW177 BVC
1011 Parameter "Invert travel direction" 0000 ) Direction signal is not inverted
Eeprom Parameter is displayed 000I ) Direction signal is inverted
229
230
10.1
14.2 Vibration
14.3 Light
BOMAG
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Electrics BEM (BOMAG Evib-meter)
008 911 49
Service Training MESX Description of input codes for the control
008 911 49
14.4 Acceleration transducer
BOMAG
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10.1
231
232
10.1
BOMAG
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Electrics BEM (BOMAG Evib-meter)
008 911 49
Service Training MESX Description of input codes for the control
008 911 49
14.7 Parameter change
BOMAG
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10.1
233
10.1 Electrics BEM (BOMAG Evib-meter)
Wire breakage
This generally means that a connection is interrupted. Possible reasons may be:
Line:
• torn (not necessarily visible from outside)
• chafed
• chafed mostly in connection with a short circuit to ground
Digital
There are only two permissible states, e.g. switched on or off; lamp on / off; current flows /
does not flow; valve open / closed (black-white valve)
Analogue
In contrast to Digital many conditions are permitted within a certain range. For instance room
temperature 0° to 40°; current 4mA to 20mA; voltage 0V to 8,5V; resistance 100 Ω to 300 Ω;
valve 0% to 100% opened (proportional valve)
Control
Controlling describes the process during which an input value influences a distance (the
value to be controlled), following a fixed command. For this purpose all possible interfering
factors (e.g. temperature, humidity ...) must be known.
Ohm’s law:
U =R∗I
U = Voltage
R = Resistance U
I = Current
I=
R
U
R=
I
Plausibility check
The control (ESX) runs a plausibility check on all inputs. This means the control checks
permanently whether certain state combinations are permitted; e.g. travel lever position
forward and reverse will cause an fault message, because this condition is normally not
possible.
GND - AGND
Besides the "normal" battery ground (terminal 31) in the vehicle there is an additional
analogue ground, which is only to be used for sensors. (see description of the signals on the
ESX-control)
Service Training
Service Training
Table of contents
Travel system E1
Travel pump E3
Control E7
Charge pressure relief valve E8
High pressure relief valve E9
Pressure override E11
Axle drive motor E14
Drum drive motor E17
Test and adjustment points, travel system E19
Trouble shooting travel system E27
Service Training
Vibration F1
Vibration pump F3
High pressure relief valves F6
Control F7
Vibration motor F8
Drum F11
Test and adjustment points, vibration system F13
Trouble shooting vibration F15
Steering G1
Charge pump G2
Steering pump G3
Steering valve G5
Articulated joint G7
Measuring and adjustment points G9
Trouble shooting steering G10
Travel circuit
from brake valve
M4 M5
from speed
ø 0.8
range valve
M4 M3 L
ø 0.6
4 8
BOMAG
T3
25 bar 9
3
1
M2
B
1 Travel pump Sauer 90 R 075 4 Multi function valve 7 Speed range valve
2 Servo control 5 Rear axle 8 Flushing valve
3 Charge pressure relief valve 6 Axle drive motor Sauer 51 D 110 9 Drum drive motor Poclain MSE 18 2CX
Service Training
-E1-
Service Training
008 911 49
008 911 49
Service Training
M4 M3
A
2 M1
6 11
B M2
7 10
BOMAG
Fig. 2: Hydraulic diagram travel system BW 216 D-4
1 Travel pump Sauer 90 R 075 5 Rear axle 9 Flushing valve (drum drive motor)
2 Servo control 6 Axle drive motor Sauer 51 D 110 10 Speed range valve (drum drive motor)
3 Charge pressure relief valve 7 Speed range valve 11 Drum drive motor (Sauer 51 C 110)
4 Multi function valve 8 Flushing valve 12 Reduction gear Sauer CR 31
Service Training
-E2-
10.2
245
10.2 Service Training
Service Training
The travel system of the single drum rollers is a closed hydraulic circuit and consists mainly of:
• drum drive motor with integrated multi-disc brake (BW 211 and 213 D-4),
• hydraulic lines.
Travel pump and vibration pump are connected to a tandem pump unit. The charge pump is an integral
part of the vibration pump.
The travel pump is the first pump section, flanged directly to the flywheel side of the diesel engine.
The pump delivers the hydraulic oil to the travel motors for drum and axle drives. The multi-function
valves in the pump limit the pressure in the closed circuit to (Δp = 400 bar between low and high
pressure sides).
A flushing valve in the axle drive motor (and in the Sauer drum drive motor 51 C 110) flushes a certain
oil quantity out of the closed circuit when the machine is driving (Δp between the two sides of the closed
circuit).
Leakage in the individual components of the circuit are replaced by the charge circuit through the boost
check valves in the travel pump.
The charge pumps draw hydraulic oil out of the tank and deliver it through the hydraulic oil filter and the
charge pressure relief valve to the boost check valves in travel and vibration pumps. The machine is
fitted with two charge pumps. One pump is integrated in the vibration pump and the other pump is driven
by the auxiliary output of the engine and serves primarily as steering pump.
The charge circuit provides the oil for the charge system and the control functions in the closed circuits
for travel and vibration drive, as well as to release the parking brakes and to change the travel speed
ranges.
Both travel motors are designed with variable displacement. The operator can choose from four different
travel speed ranges.
Service Training
Travel pump
The travel pump is a swash plate operated axial piston pump with variable displacement, most suitable
for applications in hydrostatic drives with closed circuit.
M4 M5
2
A from/to
Travel motor
25 bar 4
3
1
from/to
Travel motor
B
Charge pressure to vibration pump
Service Training
The travel pump delivers the hydraulic oil to the motors on rear axle and drum. The pump flow is
proportional to the pump speed (output speed of diesel engine) and the actual displacement (swashing
angle of swash plate) of the pump.
7 1
6
5
Fig. 4: Travel pump
With the servo control the swashing angle can be infinitely adjusted from neutral position (0) to both
maximum displacement positions.
When altering the swash plate position through the neutral position, the oil flow will be reversed and the
machine will drive to the opposite direction.
All valves as well as the safety and control elements needed for operation in a closed circuit, are
integrated in the pump.
Note:
These machines are equipped with two charge pumps.
Service Training
Cross-sectional view of travel pump
2
4
5
1 3
9
10
8
11
Service Training
View of the rotating group
4 3
5
1 Working pistons
2 Slipper pad
3 Pre-tensioning spring
4 Cylinder block
5 Drive shaft
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Description of function
2 3 4 5 6
1
8 6 7
The drive shaft (1) is directly driven by the diesel engine via an elastic coupling. the shaft turns the tightly
connected cylinder block (5).
With the rotation of the drive shaft (1) the cylinder block (5) moves the working pistons (4). The slipper
pads of the working pistons abut against the swash plate (3).
Service Training
When moving the swash plate out of neutral position, the working pistons will perform a stroke
movement with every rotation of the cylinder block.
The slipper pads are hydrostatically balanced and are retained on the sliding face of the swashing cradle
by a retaining device.
During a full rotation of the cylinder block each working piston will move through the bottom and top dead
centre back to the initial position. During this movement each piston performs a complete stroke.
During the piston stroke each piston draws in a certain quantity of oil from the low pressure side of the
hydraulic circuit and presses it out into the high pressure side.
Service Training
Tandem pump, connections and adjustment points
32
Thermostat
housing
Service Training
1 Control solenoid, high frequency (vibration pump)
2 Control solenoid, low frequency (vibration pump)
3 Multi-function valve 400 bar (charging and pressure limitation), travel system
4 Charge pressure to solenoid valve for brakes and speed range selector, charging vibration
5 Multi-function valve 400 bar (charging and pressure limitation), travel system
6 Adjustment screw, mechanical neutral position
7 Port L, leak oil to vibration pump
8 Travel lever
9 Pressure test port, pilot pressure
10 High pressure port B, high pressure reverse
11 Charge pressure relief valve, 26 bar
12 Adjustment screw, low frequency
13 Port L2, leak oil to tank
14 Pressure test port MB, high frequency
15 Pressure test port MA, low frequency
16 High pressure port A, low frequency
17 High pressure port B, high frequency
18 End plate with integrated charge pump (only in vibration pump)
19 Port L2
20 Adjustment screw, high frequency
21 Port D, charge pressure to filter
22 Multi-function valve 345 bar (charging and pressure limitation), vibration high frequency
23 Port S, suction line between hydraulic oil tank and charge pump
24 Multi-function valve 345 bar (charging and pressure limitation), vibration low frequency
25 Charge pressure relief valve, vibration pump (blocked)
26 Port E, charge oil from travel pump
27 Port L1, leak oil port to travel pump
28 Pressure test port MB, high pressure reverse
29 Charge oil from filter
30 Pressure test port MA, high pressure forward
31 High pressure port A, high pressure forward
32 Adjustment screw for mechanical neutral position, vibration
Service Training
servo control
The servo control (mechanical – hydraulic displacement control) converts the mechanical input signal
of the pump control lever into a position controlling output signal. This position controlling signal
determines the swashing angle of the swash plate (the displacement of the pump), as well as the
swashing direction (flow direction of the pressure fluid).
The flow quantity delivered by the variable displacement pump is proportional to the value of the
mechanical input signal. A mechanical feedback device ensures the fixed correlation between the
mechanical input signal and the swashing angle of the swash plate (displacement of pump).
Servo cylinder
Control piston
Sliding block
Servo arm
A mechanical safety device (spring) makes sure that a too fast lever movement will not cause any
damage to the servo control.
The pump displacement can be adjusted by actuating the pump control lever via travel lever and travel
control cable. This requires only very little manual forces and only a slight movement of the lever.
Since the control is spring centred, the swash plate will automatically return to neutral position under the
following conditions, thereby interrupting the oil flow and braking the machine:
Service Training
• when shutting the engine down,
Service Training
Multi-function valves
Pumps of series 90 are equipped with so-called multi-function valves, which activate a pressure override
and a pressure relief valve, one after the other.
1 2
3
A
6 5
B
4
If the adjusted pressure is reached, the pressure override will move the swash plate quickly back
towards neutral position, thereby limiting the system pressure. The average response time is less than
90 ms.
Service Training
In case of a very quick increase in pressure (pressure peaks) the system utilizes the function of the
pressure relief valves as a protection for the hydraulic systems. In such a case the pressure override
works as a pre-control unit for the control piston of the pressure relief valve. The pressure level of the
high pressure relief valve is higher than the pressure level of the pressure override. The high pressure
relief valves will only respond if the pressure override is not able to swash the pump back quick enough
in case of sudden pressure peaks.
2 3
4
5
1
6
9 7
8
10
11
Pressure override and high pressure relief valve are both parts of the multi-function valve, which is
screwed into the pump.
With its possibility to swash the swash plate inside the pump back within a period of 90 ms, the pressure
override makes sure that the high pressure relief valves will only respond in exceptional cases. This
protects the hydraulic circuit against overheating and reduces the load on the diesel engine.
Note:
The multi function valves must be tightened with a torque of 89 Nm!
Service Training
Charge pressure relief valve
The machines are equipped with two charge pumps, one driven by the auxiliary output of the engine
(steering and charge pump) and the other pump is integrated in the vibration pump.
The pressures of both pumps are limited by a charge pressure relief valve.
The charge pressure relief valve is a direct acting valve with fixed adjustment and is part of the safety
elements in a closed hydraulic circuit. This valve limits the pressure in the charge circuit to the adjusted
value (26 bar).
The charge circuit compensates leaks and flushing quantities in the closed travel and vibration circuits
and provides the necessary pressure to control the travel and vibration pumps and to operate the multi-
disc brakes in the travel drives.
Since feeding of cool and filtered oil is only possible in the low pressure side of the closed circuit, the
pressure in the low pressure side is almost identical with the pressure in the charge circuit.
When parking the machine on level ground with the engine running, the pressures in both sides of the
closed circuit are identical (charge pressure).
Service Training
Flushing valve
1 Flushing spool
2 Flushing pressure relief valve
The flushing valves are integrated in the axle drive motor, or on the BW 216 D-4, also in the drum drive
motor. In case of a pressure increase in one of the two sides of the closed circuit the flushing valves
have the function to flush a certain quantity of oil out of the low pressure side.
The valve is operated by the pressure difference between the two sides of the closed circuit (A and B).
If the pressure in one side is higher than in the other, this pressure will move the valve out of neutral
position against the neutral setting spring. Oil can now flow out of the low pressure side. This oil flows
through a thermostat valve back to the tank. The oil quantity flushed out of the closed circuit is
immediately replaced by oil entering from the charge circuit through the corresponding boost check
valve (part of the multi-function valve).
In this way the closed travel circuit is permanently supplied with cool and filtered oil and the temperature
household of the hydraulic system is maintained at a permissible level.
Service Training
The axle drive motor is a swash plate controlled axial piston motor of series 51 D 110 with variable
displacement.
5 7 8
6
9
11
10
4
2
Service Training
The motor can be adjusted to two fixed displacements. This is accomplished by changing the angle
between cylinder block and output shaft.
With a large angle position the motor works with maximum displacement, slow speed and high torque.
When changing the swash plate position to minimal angle the motor works with minimum displacement,
high speed and low torque.
The displacement is changed by a control piston, which is tightly connected with the valve segment.
Changing of the displacement is accomplished by pressurizing the corresponding control piston side
with pressure oil from the charge circuit via a 4/2-way solenoid valve.
Function
The motor is connected with the travel pump via the high pressure ports A and B. The hydraulic oil flows
under high pressure through the corresponding port to the back of the working pistons. Since the
working pistons are arranged under an angle to the output shaft, the pressurized pistons will perform a
stroke movement, thereby causing a rotation of the output shaft.
Once the respective piston has passed its dead centre (max. extended position), it will change to the
low pressure side. As the rotation progresses, the piston will move back into the cylinder bore. Oil is
thereby displaced out of the cylinder chamber through the low pressure side back to the pump.
The synchronizing shaft with roller surfaces ensures uniform rotation of output shaft and cylinder block.
The ball joints of the pistons run in journal bearings, which are pressed into the outer shaft. For the
connection between output shaft and pistons no other parts are required. The output shaft runs in two
tapered roller bearings.
Service Training
Rear axle
Releasing the axle drive brake manually (on both axle drive designs)
For manual releasing of the brakes on the rear axle you should proceed as follows:
• Slacken the counter nut (Fig. 14, Pos. 1) and back it off by approx. 8 mm.
• To release the brake tighten the screw for max. 1 complete turn.
Attention!
Service Training
BW 211 / 213 D-4 Front drum drive motor: Radial piston motor MSE 18
2 CX
On single drum rollers of series BW 211 and 213 D-4 the drum is driven by a hydraulic radial piston
motor.
These drum drive motors consist of three housing parts, the flat distributor, the cylinder block with the
working pistons and the output shaft.
2 3
4
1
43090070
8 7 6 5
Service Training
The housing consists of:
• oil distributor.
Pressure oil flows through the flat distributor to the working pistons in the cylinder block. This pressure
oil presses the working pistons with the rollers against the cam race of the torque section and forces the
rollers to roll along the cam race.
This transforms the axial movement of the pistons to a radial movement of the cylinder block. The
cylinder block transfers this rotation via a splined connection to the output shaft.
The output shaft runs in two tapered roller bearings. It transfers the rotary movement via the drive disc
and the rubber elements to the drum.
The function of the radial piston motor is described hereunder. The piston positions described in this
explanation can be seen in the related illustration.
The movement of a piston along the cam race must be examined in several phases during a full rotation:
2
3
Service Training
Piston position 1:
The oil enters into the oil distributor under pressure, flows through the distributor and presses against
the piston. The rotation starts at this point. The pressure applied to the back of the piston moves the
roller along the cam and causes a rotation of the cylinder block.
Piston position 2:
At this point the opening cross-section for the oil flow to the piston has reached its maximum size. The
piston continues his travel along the cam race towards the valley between two cams. As the movement
continues the opening cross-section for the oil supply decreases.
Piston position 3:
Once the piston has reached the bottom of the valley, the oil flow to the piston is interrupted. The piston
is no longer driven. It has reached its dead centre. Now another piston must be driven to move the first
piston out of the dead centre.
Piston position 4:
Other driven pistons now move the first piston out of the dead centre. The oil behind the piston is now
connected with the low pressure side and the reverse movement of the piston presses the oil back to
the pump.
Piston position 5:
The pumping movement of the motor back to the pump comes to an end, the connecting bore between
cylinder chamber and low pressure side closes again. The piston will now reach its second dead centre
position. This point is the start of a new working cycle.
Reversing the oil flow reverses also the rotation of the motor.
The output shaft runs in two tapered roller bearings. It transmits the rotary movement via the drive disc
and the rubber elements to the drum.
Service Training
Releasing the brake in the radial piston motor manually
For manual releasing of the brake in the Poclain motor (drum drive) you should proceed as follows:
• Lay the U-bar (5) across the brake housing (2) and turn the screw (4) into the tapped bore (3) until it
bottoms.
• Turn the nut (6) down and tighten it for approx. one turn. The drum must turn freely.
Service Training
BW 216 D-4 Front drum drive motor: Bent axle motor 51 C 110 with
reduction gear CR 31
The drums on the DH216 D-4 versions are driven by a swash plate operated Sauer bent axle motor 51
C 110. This motor is almost identical with the rear axle motor. Another detailed description at this point
is therefore not necessary.
2
3 4
1
10 8
9
This motor is a fast rotating hydraulic motor. Since the output speed of this motor is much too high to
drive the drum, a reduction gear reduces the output speed to the actually required drum drive speed.
Service Training
Brake control
During operation the closed hydrostatic travel circuit has the function of a service brake. When moving
the travel lever from full forward or reverse position towards neutral, the travel pump will follow towards
zero position relative to the movement of the travel lever. The oil flow is thereby reduced and the
machine is hydraulically braked. When moving the travel lever to neutral position, the pump will also
return to neutral, the supply of oil is interrupted and the hydraulic circuit brakes the machine to standstill.
However, since minor leaks cannot be avoided in any hydraulic circuit and such minor leaks will cause
creeping of the machine when it is parked on a slope with the engine running, the machine is additionally
equipped with multi-disc brakes in drum drive and both wheel drives. When engaging the travel lever in
neutral position the multi-disc brakes will close and the machine can be parked on slopes with the
engine running and without the risk of creeping.
However, these parking brakes can also be operated via a 3/2-way solenoid valve. In de-energized
condition the multi-disc brakes in the travel drives are unloaded. The charge pressure to the brakes is
interrupted and the oil from the brake housings flows as leak oil back into the tank.
If the brake solenoid valve is supplied with current while the engine is running and the brake is open,
the connection of the brake line to the tank is interrupted and oil from the charge circuit is guided to the
brake pistons. The oil pressure works against the spring force of the brake spring and relieves the brake
discs.
Service Training
Fig. 20: Manual releasing of the brake in the drum drive CR31
• Turn both screws (Fig. 20) for releasing the brake in the drum drive reduction gear evenly in
clockwise direction, until the drum can be turned freely.
Service Training
Travel circuit: BW 211 / 213 D-4 Drum drive with radial piston motor
1
4
6 1
n
ctio 1 Travel pump
i r e
e ld 2 Vibration pump
av 3 Travel lever
Tr 4 Hydraulic oil filter
High pressure 5 Rear axle
Low pressure 6 Axle drive motor
7 Drum drive motor
Charge pressure
8 Hydraulic oil tank
Leak oil (case pressure)
Service Training
Travel circuit: BW 216 D-4 Drum drive with travel motor with reduction
gear
2
9
3
8
4
7 5
n
6 ti o
ec 1 Travel pump
l dir 2 Vibration pump
a ve
Tr 3 Hydraulic oil filter
4 Rear axle
High pressure 5 Axle drive motor
6 Reduction gear
Low pressure
7 Drum drive motor
Charge pressure 8 Hydraulic oil tank
Leak oil 9 Travel lever
Service Training
Brake control: BW 211 / 213 D-4 with radial piston motor
Brake valve
Service Training
Brake circuit Brake control: BW 216 D-4 Travel motor with reduction gear
Brake valve
Charge pressure
Brake releasing pressure
Leak oil
Service Training
Service Training
Travel drive, components and test points
2
1
Service Training
Travel pump: right hand side
3
1
Service Training
Front travel motor with radial piston motor for BW 211 / 213 D-4
2 1
5
4
6
3
Service Training
Rear travel motor: Axle motor
1
4
3 2
6
5
7
Service Training
BW 216 D-4 Travel motor with reduction gear (drum drive motor)
5
7
6
2 1
Service Training
BW 211 / 213 D-4 Brake and travel speed range selection
Service Training
BW 216 D-4 Brake valve
Service Training
Travel lever console with rotary switch for speed range selection
Service Training
Travel lever
Service Training
Trouble shooting
The following trouble shooting chart contains a small selection of possible faults, which may occur
during operation of the machine. The fault list is by no means complete, however, the fault table is based
on the experience of the central service department, i.e. the list covers almost all faults that have
occurred in the past.
Procedure:
The following trouble shooting table contains both electrical as well as mechanical and hydraulic faults.
The numerical values specified in the table indicate the probability of the fault cause and thereby the
recommended trouble shooting sequence, based on our latest field experience.
POSSIBLE CAUSES
Brake valve (electric/mechanical/hydraulic) 1
Brake in axle/drum drive motor (mechanical/hydraulic) 2 2 3
Travel speed range switch position /defective/wiring 1
Charge pump / charge pressure relief valve(s)
2 3
dirty/defective
Pump control (servo control) 2 1 2 3
Pressure override/ travel pump high pressure limitation
3 2 3 3
dirty/out of adjustment/defective
Adjustment of travel cable 1 2
Travel pump mechanical neutral 3 3
Travel pump(s) defective 3 3 2
Axle drive motor control valve (electric / mechanical / hydraulic) 1 2
Flushing valve axle drive motor seized 3
Travel motor(s) defective 3 3
Hydraulic oil cooler soiled (internally/externally) 1
Thermostat (hydraulics) soiled/jammed/defective 2
Kupplung Dieselmotor-Pumpe 2
Dieselmotor 1
Service Training
Vibration system
The vibration system of the single drum rollers of generation D-4 works with two frequencies and two
amplitudes. This enables perfect adaptation of the machine to various types of soil and different
applications.
The vibration drive is a closed hydraulic circuit. The circuit consists of:
L2 N
Block
M1
M2
S
B
2
1
M4
M5
1 Vibration pump
2 Vibration motor
Service Training
Vibration pump and travel pump are joined together to a tandem pump unit. This tandem unit is directly
driven by the diesel engine.
When operating a 4/3-way solenoid valve on the pump control the pump is actuated out of neutral
position to one of the two possible displacement positions, pilot oil from the charge circuit is guided to
one of the two control piston sides. The swash plate inside the pump will swash to the corresponding
side and the pump will deliver oil to the vibration motor. The vibration motor starts and rotates the
vibrator shaft inside the drum.
When altering the position of the swash plate through the neutral position to the opposite side, the oil
flow will change its direction and the vibration motor will change its sense of rotation.
Since the end stops for the swash plate are set to different swashing angles to both directions, the angle
for the piston stroke is also different to both sides. This angle influences the length of the piston stroke
and thereby the actual displacement of the pump.
The eccentric weights on the vibrator shaft are fitted with additional change-over weights. Depending
on the sense of rotation of the vibrator shaft these change-over weights add to or subtract from the basic
weights.
In order to achieve effective compaction results the vibration system is designed in such a way, that high
amplitude is coupled with low frequency and low amplitude with high frequency.
Fig. 2:
Service Training
Vibration pump
Similar to the travel pump the vibration pump is also a swash plate operated axial piston pump with
variable displacement for operation in a closed circuit.
The displacement of the pump is proportional to the engine speed and the chosen displacement.
When actuating the swash plate out of neutral position the flow quantity to the chosen direction will
increase from ”0” to the maximum value. When altering the position of the swash plate through the
neutral position to the opposite side, the oil flow will change its direction and the vibration motor will
change its sense of rotation. All valves and safety elements for operation in a closed circuit are
integrated in the pump.
1 Vibration pump
L2 N 2 Charge pump
3 High pressure limitation
Block
4 4/3-way solenoid valve
A
M1
M2
S
B
M4
M5
Service Training
Function
1 2
5 4 3
1 Servo piston
2 Working pistons
3 Charge pump
4 Valve plate
5 Roller bearing
6 Swash plate
Service Training
1
2
5
4 3
1 Control
2 Servo piston
3 Friction free swash plate bearing
4 Attachment plate
5 Spool valve
The engine drives the drive shaft with the cylinder block. The cylinder block carries the working pistons.
The slipper pads rest against the sliding surface of the swash plate and are at the same time held on
the sliding surface by a retaining device.
During each rotation the piston pass through their upper and lower dead centre back to their initial
position. Between both dead centres each piston performs a full working stroke. During this stroke
movement oil is drawn in from the low pressure side of the closed circuit and pressed out through the
slots in the valve plate into the high pressure side. The oil quantity depends on the piston area and the
length of the working stroke.
Service Training
During the suction stroke the oil is drawn into the piston chamber, i.e. the charge pressure forces it into
the piston chamber. On the opposite side the piston presses the oil out into the high pressure side of he
closed circuit.
Control
The electro-hydraulic displacement control (remote control) converts the electric input signal to a load
controlling output signal. Since the pump is not equipped with a proportional control, but a 12 Volt
solenoid valve, the pump is always actuated to one of the two end stop positions.
Charge pumps
One of the pumps is an external gear pump, which is directly driven by the auxiliary output of the engine
and serves also as steering pump.
The second pump is an internal gear pump and is located in the end cover of the vibration pump.
The oil flow generated by the charge pumps is joined together with the return flow from the steering
valve before the hydraulic oil filter and flows through the filter to the charge ports on travel pump and
vibration pump.
Service Training
High pressure relief valves
As a measure to protect the closed vibration circuit against to high pressures the vibration pump is fitted
with pressure relief valves.
Since the heavy mass of the vibrator shaft must be set into motion during the acceleration of the
vibration, very high pressure peaks will occur in the high pressure side of the closed circuit during this
phase. The high pressure relief valve reduces these pressure peaks to a value of max. 371 bar
(pressure difference between high and low pressure side = 345 bar + charge pressure = 26 bar).
The screw-type cartridges of the high pressure relief valves contain also the boost check valves for the
closed vibration circuit. The function of these valves has already been described in the chapter "travel
system".
Service Training
Vibration motor
The vibration motor is a Bosch-Rexroth (Hydromatik) axial piston motor of series A10FM 45 with fixed
displacement in bent axle design. Since the motor can be subjected to pressure from both sides, it is
most suitable for the use in closed hydraulic circuits.
The output speed of the motor depends on the oil quantity supplied by the vibration pump.
2 3
4 5
1
8 7
10 9
Service Training
The output torque raises with increasing pressure difference between low and high pressure side in the
closed circuit.
Changing the flow direction of the oil will also change the sense of rotation of the vibration motor.
When switching the vibration on the motor must first start to move the resting vibration shaft. This
resistance causes a hydraulic starting pressure, which is limited to 345 bar by the corresponding high
pressure relief valve. Once the vibrator shaft has reached its final speed, the pressure will drop to a
value between 100 and 150 bar (operating pressure). The value of the operating pressure mainly
depends on the condition of the ground (degree of compaction, material etc.).
A MA
3 1
B MB
1 Vibration motor
2 Flushing valve
3 Flushing pressure relief valve
Service Training
The vibration motor is equipped with an integrated flushing valve. When switching the vibration on a
pressure difference will appear between the two sides of the closed circuit. The higher pressure moves
the valve spool of the flushing valve against the neutral setting spring, so that oil can flow out of the low
pressure side.
1
A
1 Flushing spool
2 Flushing pressure relief valve
The flushing valve is fitted with a downstream 13 bar pressure relief valve. This valve ensures that only
a certain quantity of hydraulic oil is flushed out of the low pressure side.
This oil flows via a thermostat valve back to the hydraulic tank. The flushed out oil is immediately
replaced with fresh and filtered oil through the corresponding boost check valve.
Service Training
Drum
4
14
5 9
7 13
6
10
3 8 11
12
Service Training
Vibration system: Components and test ports
Vibration pump
1
2
5 6 3
4
Service Training
Vibration pump
Service Training
Vibration motor
Service Training
Trouble shooting
The following trouble shooting chart contains a small selection of possible faults, which may occur
during operation of the machine. The fault list is by no means complete, however, the fault table is based
on the experience of the central service department, i.e. the list covers almost all faults that have
occurred in the past.
Procedure:
The following trouble shooting table contains both electrical as well as mechanical and hydraulic faults.
The numerical values specified in the table indicate the probability of the fault cause and thereby the
recommended trouble shooting sequence, based on our latest field experience.
POSSIBLE CAUSES
Vibration switch (amplitude pre-selection) 1 1
Vibration push button (on/off) 1
Electrics defective / wiring 2 2
Pump control (electrical / hydraulic) 1 1
Pressure override / high pressure relief valves in vibration pump
2
soiled/out of adjustment/ defective
Charge pump / charge pressure relief valve
2
soiled/ defective
Vibration pump frequency adjustment 2
Vibration pump defective 2 2
Coupling between diesel engine and travel pump defective
Exciter shaft bearings defective 3
Vibration motor coupling defective 2
Vibration motor defective 2 1
Diesel engine 1
11.1 Diesel engine The engines are characterized by the following posi-
tive features:
l short and compact design
Description
l low noise level
Single drum rollers of series BW211/213 D/PD-4 and
BW211/213 D/PD-40 are powered by Deutz diesel en-
l almost vibration free operation
gines type TCD 2013 L04 2V with intercooling. The in- l low fuel consumption
tercooler reduces the thermal load on the engine, the l low exhaust emissions
exhaust temperature and the fuel consumption and l high power reserves and
thus enables a higher power output.
l excellent access to all service locations.
Engine side
Viewed on power take-off side.
Left = Exhaust side
Right = Operation side
Exhaust side
Fig. 5 Lubrication oil circuit 12 Plunger with rocker arm pulse lubrication
1 Lubrication oil sump 13 Push rod, lubrication oil supply for rocker arm lubri-
2 Lubrication oil suction line cation
3 Lubrication oil pump 14 Rocker arm
3.1 Pressure relief valve 15 Return line to lubrication oil sump
4 Lubrication oil cooler 16 Lubrication oil line to exhaust turbo charger
4.1 Return flow check valve (only on 2012) 17Exhaust turbo charger
4.2 Bypass valve 18 Return line from compressor / hydraulic pump to
crankcase
4.3 Lubrication oil filter bypass valve
19 Compressor or hydraulic pump
4.4Pressure control valve
20 Oil line to crankshaft and camshaft, compressor /
5 Lubrication oil filter
hydraulic pump
6 Main lubrication oil lines
21 Return flow from exhaust turbo charger
6a Internally switched exhaust gas recirculation
7 Crankshaft bearing
8 Conrod bearing
9 Camshaft bearing
10 Line to spray nozzle
11 Piston cooling nozzle with pressure retaining valve
Description
The oil inside the combustion engine has the function
of lubricating and cooling all drive components, re-
moving impurities and neutralizing chemically effec-
tive combustion products, transferring forces and
damping vibrations.. The oil is only able to fulfil this
function, if sufficient quantities are transported to the
critical points in the engine and if its properties are
adapted to the prevailing requirements by corre-
sponding manufacturing processes and refining (addi-
tives).
(Fig. 5) shows pressure circulation lubrication in com-
bination with splash and oil mist lubrication. Here oil is
transported under pressure to all bearing locations by
the oil pump (3), while sliding surfaces are splash or
oil mist lubricated. After flowing through the bearing
locations and along sliding surfaces the oil is collected
in the oil sump (1) under the drive, where the oil is
cooled, defoamed by calming and stored.
The oil filter (5) removes solid foreign particles from
the engine oil (combustion residues, metal abrasion,
dust) and thus maintains the function of the lubrication
oil during the maintenance intervals.
11.2 Fuel filter and check valve time of the fuel injection system. The heart of the fuel
pre-filter is made of hydrophobic special paper, which
is spirally wound in form of a bag in order to offer the
Fuel pre-filter largest possible filtering area under the prevailing spa-
tial conditions and thus to achieve a high lifetime in
Description
combination with a high dirt retaining capacity.
The quality of the fuel filter and the compliance with
the specified service intervals are decisive for the life-
Danger
! Danger
!
Environment
Catch running out fuel and dispose of environ-
mentally.
Fig. 13
l
Unscrew the fuel filter cartridge (Fig. 13) using an
appropriate filter wrench.
l
Clean the sealing face on the filter carrier from any
dirt.
Fig. 12
l
Slacken the drain plug (Fig. 12) for a few turns and
catch running out fuel / water.
l Tighten the drain plug again and check for leaks, if
necessary replace the seal ring.
Fig. 14
l Unscrew the water separator from the filter car-
tridge (Fig. 14).
! Danger
Fire hazard!
When working on the fuel system do not use open
fire, do not smoke and do not spill any fuel.
Catch running out fuel, do not let it seep into the
ground.
Do not inhale any fuel fumes.
Fig. 15
l Apply a thin coat of oil to the rubber seal of the water
separator 1 (Fig. 15).
l Screw the water separator on by hand (2), until the
seal contacts.
l Tighten the water separator for another half turn (3).
l Fill the filter cartridge with clean diesel fuel (4).
l Apply some oil to the rubber seal of the filter ele-
ment (5) and screw it on by hand, until the seal con-
tacts.
l Tighten the filter element for another half turn (6). Fig. 17
Fig. 18
l Slightly oil the rubber seal (Fig. 18) on the new filter
cartridge.
l Fill the filter cartridge with clean diesel fuel.
l Turn the new filter cartridge on by hand, until the
Fig. 16 seal contacts.
l Slacken the bleeding screw (Fig. 16) on the fuel l Tighten the filter element for another half turn.
pre-filter for 2 to 3 turns. l Check the filter cartridge for leaks after a short test
l Operate the hand pump manually, until fuel flows run.
out of the slackened bleeding screw (Fig. 16) with-
out air bubbles.
l Then tighten the bleeding screw while pumping.
Fig. 1
1 Oil pressure switch
Caution
!
Danger
!
Fig. 3
Danger of scalding! l Thoroughly clean the outside of both filter cartridges
When draining off hot oil. (Fig. 3).
By hot oil when unscrewing the engine oil filter. l Unscrew both filter cartridges using an appropriate
filter wrench.
Environment
Catch running out oil and dispose of environmen- i Note
tally together with the engine oil filter cartridge. The filter cartridges are fitted with a valve that pre-
vents engine oil from running out during removal and
installation.
l Clean the sealing face on the filter carrier from any
dirt.
l
Slightly oil the rubber seal on the new filter cartridg-
es.
Fig. 2
l Unscrew the drain plug (Fig. 2) and catch running
out oil.
l
Turn the drain plug tightly back in.
Fig. 4
l Turn the new filter cartridges (Fig. 4) on by hand,
until the seal contacts.
l Tighten the filter cartridges for another half turn.
Fig. 5
l Fill in new engine oil (Fig. 5).
! Caution
Before starting crank the engine with the starter
motor until the oil pressure warning light goes
out.
l
After a short test run check the oil level on the dip-
stick, if necessary top up to the top dipstick mark.
l
Check filter cartridge and drain plug for leaks after a
short test run.
l
Shut the engine down and wait for about 15 min-
utes, so that all oil can flow back into the oil sump.
l
Check the oil level again, if necessary fill up to the
Max.-mark.
i Note
Check the area around the coolant temperature sen-
sor for leaks.
l Let the engine cool down and check the coolant lev-
el again, top up if necessary.
Environment
Dispose of escaping coolant environmentally
l Unscrew the temperature switch.
Danger
!
Danger of scalding!
Do not remove the cap from the compensation
tank when the engine is still hot.
l Drain the coolant from the engine and catch it.
Environment
Catch running out coolant and dispose of environ-
mentally.
Fig. 6
l Clean the sealing surfaces (Fig. 6).
l Fit a new seal (1) to the thermostat.
Fig. 4
l Disconnect the coolant hoses.
l Remove the outlet socket 1 (Fig. 4).
Fig. 7
l Install the coolant thermostat (Fig. 7).
i Note
Mind the installation position. The arrow (ventilation
groove) points up.
Fig. 5
l
Remove the thermostat (Fig. 5).
Fig. 8
l Assemble the outlet socket 1 (Fig. 8).
l Tightening torque: 30 Nm.
l Install the coolant hoses again.
l Fill in coolant up to the “MAX” mark .
Fig. 2
l Warm up the thermostat in a water bath (Fig. 2).
i Note
In order to determine the exact start of opening the
temperature should be measured as close to the ther-
mostat as possible, but without touching it.
The water must thereby be stirred continuously, to en-
sure even temperature distribution.
The temperature increase should not exceed 1°C/ 11.12Change the coolant
min, as otherwise the start of opening will be delayed
accordingly.
! Danger
Danger of scalding!
Change the coolant only when the engine is cold.
Environment
Catch running out coolant and dispose of environ-
mentally.
Fig. 3
l Measure and write down the measurement "b" on
the thermostat . (Fig. 3).
l Calculate the stroke.
Stroke = b - a
i Note
Fig. 4
The stroke at the given temperature (T2) should be
min. 8 mm. l
Set the cock valve for the cabin heater to position
"warm".
Fig. 5
l Unscrew the plug, let the coolant run out and catch
it.
l Screw the plug back in once all coolant has run out.
Fig. 6
l Unscrew the cap and fill in coolant up to the MAX-
mark (Fig. 6).
11.13Three-phase generator
Fig. 1 Generator
Fig. 2
l Check the distance between the tongue of the
moveable tensioner arm and the fixed tensioner
housing (Fig. 2).
l If measurement "a" is smaller than 3 mm, replace
the ribbed V-belt.
Fig. 3
l Unscrew the fastening screws (Fig. 3) and slide the
fan forward.
Fig. 4
l
Release the idler pulley (Fig. 4) in direction of arrow
until the ribbed V-belt is free.
l
Pull the ribbed V-belt first to the smallest pulley.
l Install the new ribbed V-belt.
l
Release the idler pulley against the direction of ar-
row until the V-belt is tensioned.
l Measure the V-belt tension, tighten if necessary.
i Note
Retighten the new fan V-belt after a running time of 20
minutes.
Fig. 5
1 Boost fuel solenoid valve
11.16Engine shut-down solenoid The engine shut-down can be triggered through the
ignition switch (S00), the emergency stop button
When switching the ignition on, the engine solenoid is (S01) or the monitoring board in case of too low oil
supplied with 12 Volt. pressure (terminal 9).
Interrupting this power supply shuts down the engine.
Fig. 6
Fig. 7
1 Differential pressure switch
!Caution
Combustion air lines between filter and engine
("clean air lines") must be absolutely leak tight
and withstand mechanical loads caused by en-
gine vibrations and pressure pulsation.
! Caution
Perform cleaning, maintenance and repair work
only with the engine shut down. Do not start the
engine after removing the filter element.
Do not use gasoline or hot fluids to clean the filter
element.
After cleaning the filter element must be inspected
for damage using a torch.
Fig. 9
Air filter elements with damaged paper bellows or
seal lips must be replaced in any case. l Open the engine hood (Fig. 9) completely and se-
cure it.
The main filter element must be replaced after 3
times cleaning, but at the latest after one year, ir-
respective of the operating hours. Removing the main filter element
Each cleaning interval must be marked with a
cross on the cover of the filter element.
Cleaning does not make sense if the air filter ele-
ment is covered with a sooty deposit. Use a new
filter element.
Incorrectly handled filter elements may become
ineffective because of damage (e.g.: cracks) and
cause engine damage.
Fig. 10
l Loosen both locking hooks (Fig. 10) on the housing
cover and take the cover off.
Fig. 8
Maintenance of the dry air filter is due when control
light “c” (Fig. 8) in the instrument cluster lights perma-
nently when the engine is running, but at the latest af-
ter one year.
i Note
Once the air filter service indicator lights up, work may Fig. 11
be continued until the end of the day.
l Pull out the main filter element (Fig. 11) with light
turning movements.
!Caution
When assembling the inner part make sure that
the notch in the cover engages in the opening of
the inner part.
Fig. 15
l Pull the safety element (Fig. 15) out by slight turning
movements. Fig. 1 Heating flange
l Push in a new safety filter element. The heating flange is a component with an electrically
operated heating wire and high energy density used to
l Reassemble main filter element and cover. heat up the intake air in case of very low ambient tem-
peratures.
Caution
! The heating power is approx. 2000 Watt.
Make sure that the cover locks engage correctly. The heating power improves the cold starting charac-
teristics and the exhaust emissions (white smoke) of
the diesel engine.
A differentiation is made between preheating, to as-
sure the cold start ability of the engine, and subse-
quent heating.
i Note
Pre-heating is triggered by switching on the ignition
(12 Volt on control unit A13, terminals 15(7) and S(2)).
With a coolant temperature of -30°C the preheating
time will be max. 52 seconds, with +5°C the minimum
time will be 38 seconds. During the preheating period
the control light in the monitoring board is permanently
on. In case of a fault the lamp will flash.
After-heating is triggered by the starting process (12
Volt on control unit A13, terminal 50(5)). With a cool-
ant temperature of -30°C the subsequent heating time
will be max. 180 seconds, with +25°C the minimum
time will be 35 seconds. This after-heating time is not
indicated by the control light.
! Caution
Multiple activation of the heater control in short
term operation (low generator running time) dis-
charges the starter battery.
If the engine does not start properly in case of au-
tomatic starting of the heating flange because the
starter does not get energized due to a fault and
does not crank the engine, the starting process
must be completely aborted (ignition key to OFF,
voltage supply to heating flange interrupted). In
order to avoid damage to heating flange or charge
air hoses caused by overheating, another start of
Fig. 2
1 Heating control unit (A13)
2 Heating relay (K14)
i Note
During the preheating period the control light K (Fig. 1)
is permanently on. In case of a fault the lamp (K) will
flash.
l The lamp flashes with a frequency of 1 Hz during
the pre-heating phase.
i Note
The heating flange only becomes active at a coolant
temperature below 25°C. When the plug of the tem-
perature sensor is pulled off (simulated sensor fail-
ure), a coolant temperature of 0° C is assumed.
l
Start the heating process.
i Note
The relay must remain energized for another approx.
15 seconds, after the control light has gone out.
Fig. 1 Engine solenoid ings. The engine solenoid is equipped with a limit
switch (2), which is mechanically connected with the
Throttle control solenoid Y120
governor rod (1) on the diesel engine. This switch
bridges the holding winding until the end position of
the governor rod is reached (high engine speed)
This bridging has the effect, that the "aux"-terminal
has the same potential as the "+"-terminal. If the
bridge is open, the "aux"-terminal has almost the
same potential as the "-" terminal, because of the low
resistance of the pick-up winding and the high resist-
ance of the holding winding.
Fig. 3
The throttle control switch (S120) is used to change
from "MIN" to "MAX" idle speed and vice versa.
l
Switch on the ignition.
Fig. 1
l Turn the rotary switch (Fig. 3) to position "MAX".
l
Loosen spring clamp 1 (Fig. 1) with special spring
clamp pliers..
l Pull off the ventilation hose (2).
l Unscrew screws (3).
l
Remove the crankcase ventilation.
Fig. 4
i Note
When switching on, the solenoid plunger is pulled
against the stop. The limit switch then switches the
pick-up and holding winding in series. The current flow
is reduced from approx. 70 A to approx. 3.5 A. Fig. 2
l
Measure the gap between stop screw 1 (Fig. 4) and l Check the components visually (Fig. 2).
throttle lever (2).
Caution
!
Assembly
Fig. 5
l Connect the ventilation hose.
l Position the spring clamp with the special spring
clamp pliers.
Fig. 3
l Clean the sealing face on the crankcase ventilation.
l Clean the valve cover.
l Assemble a new gasket 1 (Fig. 3).
Fig. 4
l
Attach the crankcase ventilation (Fig. 4).
l Tighten the screws with 20 ± 2 Nm.
Fig. 1 Fig. 3
l Remove the heat shield (Fig. 1). l
Insert the starter into place (Fig. 3)
l Tighten the screws (arrows) with 60 Nm.
l Connect the cable connections.
l
Connect the negative battery terminal.
Fig. 2
Fig. 4
l Disconnect the negative battery terminal.
l Assemble the heat shield (Fig. 4).
l Disconnect the cable connections.
l Unscrew the screws (arrows) (Fig. 2).
l Remove the starter.
l Check the components visually.
11.24Engine monitoring
Fig. 1
1 Monitoring board (A15)
Engine overheating l Push the plug back together, the plug interlock
clicks into place.
l Check the plug interlock by lightly pulling on the wir-
ing loom.
Coolant provision
i Note
Control light j (Fig. 1) lights up. An audible warning will
sound and the engine is shut down after 2 minutes.
! Caution
We recommend to have this work carried out by
trained personnel or our after sales service.
Before checking the valve clearance let the engine
cool down for at least 30 minutes. The engine oil
temperature must be less than 80 °C.
After a short test run check the engine for leaks.
l Attach the cranking device over the V-belt pulley
fastening screws.
Fig. 9
l Remove the valve covers.
l Crank the engine, until the valves on cylinder 1
overlap.
l The individual cylinder positions can be taken from
the section "valve adjustment schematic".
Fig. 10
l Attach the rotation angle disc 3 (Fig. 10) and the
spanner socket (4) to the valve adjustment screw 2
(Fig. 9).
l Fix the magnet (5) of the rotation angle disc.
l Turn the rotation angle disc clockwise against the
stop (rocker arm no clearance) and set the scale to
Fig. 8
zero.
l Loosen counter nut 1 (Fig. 8). l
Turn the rotation angle disc clockwise, until the
specified angle is reached.
Intake valve IN = 90° (0,4 mm)
Exhaust valves EX= 150° (0,6 mm)
l
Hold the rotation angle disc tight, so that it does not
turn, and tighten counter nut 1 (Fig. 8).
l Repeat this adjustment procedure an all other cylin-
ders, after cranking the crankshaft accordingly.
l Assemble the cylinder head cover with a new gas-
ket.
Intake valve clearance adjustment in case l Turn the rotation angle disc 3 (Fig. 12) anti-clock-
of exhaust gas recirculation wise, until the specified angle is reached (90°).
l Hold the rotation angle disc tight, so that it does not
turn, and tighten counter nut 6 (Fig. 11).
l Repeat the adjustment procedure on each intake
valve.
Valves Cylinder
overlapping 1 3 4 2
adjustment 4 2 1 3
! Caution
With the intake valve opened, the exhaust valve
will temporarily open for about 2 mm.
This is no valve overlap condition!
Fig. 12
Fig. 13
l Attach the rotation angle disc 3 (Fig. 12) with the
special spanner (8) to the valve setscrew 7 (Fig. 13)
on the intake valve.
l Fix the magnet 5 (Fig. 12) of the rotation angle disc.
l Turn the rotation angle disc 3 (Fig. 12) clockwise
against the stop (rocker arm no clearance) and set
the scale to zero.
Overlapping of valves:
Exhaust valve not yet closed,
intake valve starts to open.
! Caution
With the intake valve opened, the exhaust valve
will temporarily open for about 2 mm.
This is no valve overlap condition!
Fig. 14
l
Loosen counter nut 1 (Fig. 14).
Fig. 15
l Plug rotation angle disc and socket onto the set-
screw 2 (Fig. 15).
l Fix the magnet of the rotation angle disc.
l Turn the rotation angle disc clockwise against the
stop (rocker arm no clearance) and set the scale to
zero.
l
Turn the rotation angle disc anti-clockwise, until the
specified angle is reached.
Fig. 3
l
If necessary connect the adapter to the connecting
piece.
Fig. 1
l
Insert the connecting piece (Fig. 1).
i Note
Use seal ring for injector.
Fig. 4
l Connect the compression tester to the connecting
piece (Fig. 4).
l Crank the engine with the starter.
Fig. 2
l Attach clamping claw 1 (Fig. 2).
l Tighten screw (2) hand-tight.
i Note
When mounting the connecting piece to cylinders 1 to
5, the clamping claw must be attached together with
the connecting piece (Fig. 3).
Fig. 7
l
Unscrew fastening screw 2 (Fig. 7).
l
Remove clamping claw (1).
Fig. 5
i Note
The measured compression (Fig. 5) depends on the
starter speed during the measuring process and the
altitude of the engine location. Limit values can there-
fore not be specified exactly. It is recommended to
use the compression measurement to compare the
cylinders of an engine among each other. Should a
deviation of more than 15% be measured, the affected
cylinders should be dismantled to examine the cause.
Fig. 8
l Remove the connecting piece (Fig. 8).
l Remove the seal.
l Install the injector.
Fig. 6
l Disconnect the compression tester (Fig. 6).
11.28Engine
The engine Starter defective or pinion not engaging Have examined by a specialist
does not start
Fuel tank empty Fill and bleed the tank
Temperature below starting limit Use winter fuel and engine oil acc. to the
ambient temperature.
Fuel filter clogged, in winter due to paraf- Change the filter. use winter fuel
fin separation.
Battery discharged or not connected Tighten the pole clamps, check the cable
connections
The engine Battery power too low, battery clamps Have the battery checked, clean the ter-
starts poorly and loose or oxidized, causing the starter to minal clamps, tighten them and cover
works irregularly turn too slowly them with acid free grease
with poor power
Especially during winter: the use of too Use engine oil suitable for the ambient
viscous engine oil temperature
Fuel supply restricted, in winter fuel sys- Change the fuel filter. Check the line con-
tem clogged due to paraffin separation nections for leaks and tighten the fittings.
Use winter fuel in the cold season.
Excessive play in the throttle cable Adjust the throttle cable, change it if nec-
essary
Excessive ex- Engine oil level too high Drain the oil to the upper dipstick mark
haust smoke
Dry air filter dirty clean, replace if necessary
Poor compression due to burned or bro- Have compression rings and pistons ex-
ken compression rings or incorrect valve amined by a specialist, adjust the valve
clearance clearance
Engine over- Cooling fins on radiator extremely soiled Clean the cooling fins
heats, shut (the warning light "engine oil temperature"
down immedi- lights)
ately!
Injection valve defective Have examined by a specialist
Engine oil level too low Top up engine oil to the upper dipstick
mark
Poor engine Engine oil level too high Drain the engine oil down to the upper dip-
power stick mark
Engine oil pres- Engine oil level too low (control light "en- Top up oil
sure too low gine oil pressure" lights, the warning
buzzer sounds)
Leakages in the lubrication system Shut the engine down immediately, check
fittings on oil lines, lubrication oil filter and
oil cooler for leaks, if necessary tighten
the fittings.
The charge con- Generator speed too low Check the V-belt tension, replace the V-
trol light lights belt if necessary
during opera-
tion, the warning The generator does not charge the bat- Have examined by a specialis
buzzer sounds tery, because generator or regulator is de-
fective
TCD 2013 2V Standard tools
8002
Pressure pump
Checking cooling system for leak-tightness
© 35409-2
8005
Compression pressure tester
for diesel engines
10 - 40 bar
© 35410-3
8011
Hose clip pliers
e. g. fuel return pipe
© 39426-1
8024
Assembly pliers
Removing valve stem gaskets
© 37509-2
8035
Socket wrench insert
reinforced, size 22
removing and installing main bearing
© 37504-2
8113
Socket wrench insert
Torx - E 14
© 43022-0
8190
Rotation angle disc
with magnet
Setting valve clearance
© 43528-0
8191
Screwdriver insert
for slotted screw
Valve clearance setting
© 43060-0
8192
Bowl wrench
Fuel pre-filter (type: Racor)
© 43193-1
TCD 2013 2V Standard tools
8193
Screwdriver insert
with pressed in hexagonal pin (5 mm),
1/2 inch, long version
(in conjunction with rotation angle disc 8190)
© 43183-0
8194
Screwdriver insert
with hexagon socket (size 4 mm),
1/2 inch, long version
(in conjunction with rotation angle disc 8190)
© 43183-0
8195
Multi-toothed screwdriver set
260 mm long
remove and install air compressor
© 43195-0
8196
Open end wrench adapter
Size 13,
for torque wrench
Tightening of lock nut of the valve clearance setting
screw
© 43019-0
8198
Pricker
Removing rotary shaft lip seal
© 43206-0
8199
Crowfoot wrench
Size 15
3/4 inch
(in connection with rotation angle disc 8190)
© 44309-0
TCD 2013 2V Standard tools
9017
Assembly lever
Example: Removing and installing the valves
© 37511-2
9090
Spring band pliers
320 mm
tighten spring band clamp
© 35420-3
TCD 2013 2V Special tools
100 190
Connector
(in conjunction with compression pressure tester 8005)
© 42524-1
100 320
Turning gear
flywheel side
© 35422-1
100 330
Turning gear
V-belt pulley
Turning crankshaft on torsional vibration damper
© 35423-1
100 400
Dial gauge with fixing wheel
Measuring range 0 - 10 mm / 0.01 mm
© 35424-1
100 410
Digital gauge
Measuring range 0 - 30 mm / 0.01 mm
© 43205-0
100 750
Measuring device
Measuring bar with two shims
(in conjunction with 100400 and 100410)
Checking valve lag dimension
Checking piston projection
© 39402-1
TCD 2013 2V Special tools
103 050
Socket wrench insert
Size 15
for valve clearance setting with removed exhaust return
module
(in connection with 8190)
© 43023-0
103 220
Special pliers
for removing the roller tappet
© 43010-0
110 500
Special wrench
Size 17
Removing and installing high-pressure lines
© 35436-1
110 640
Lever tool
Remove injector
© 43941-0
110 700
Socket wrench insert
long
Installing and removing pressure sensors
(rail pressure, oil pressure, fuel pressure)
© 43198-2
110 900
Assembly case
Case for O-rings, complete with:
Disassembly tool 110 901 and three
assembly sleeves with guide:
- High pressure pump (Ø 36), 110 902
- Injector, 2V motor (Ø 16), 110 903
- Injector, 4V motor (Ø 23), 110 904
Removing and installing O-rings
© 43208-0
TCD 2013 2V Special tools
120 430
Assembly tool
Removing and installing the glow plugs
© 43020-0
120 680
Puller
(in conjunction with slide hammer 150 800)
Removing fixed injector sealing ring
© 35437-1
120 900
Support bracket
pivoting
Clamping cylinder head
© 35438-3
120 910
Base plate
(in conjunction with support bracket 120 900 if support
bracket is not screwed tightly)
© 35439-3
121 330
Assembly lever
Removing and installing the valves
© 43185-0
121 420
Assembly sleeves
Set of assembly sleeves for valve stem gasket
© 43210-0
TCD 2013 2V Special tools
130 300
Universal piston ring pliers
Removing and installing the piston rings
© 43021-0
130 420
Trapezoidal groove wear gauge
Piston diameter 108 mm
© 36461-2
130 640
Piston ring compressor
Piston diameter 108 mm
© 39408-1
142 810
Assembly tool
Installing crankshaft sealing ring
(flywheel side)
© 35446-1
142 820
Assembly tool
Installing crankshaft sealing ring
(opposite side to flywheel)
© 35445-1
150 170
Puller, universal
Comprising traverse, support and threaded rod
(in conjunction with disc 150 171)
Removing cylinder liner
© 43207-0
TCD 2013 2V Special tools
150 171
Plate
(in conjunction with puller 150 170)
for liner diameter: 108 mm
Removing cylinder liner
© 43204-0
150 180
Liner holder
(Set comprises 7 holders)
Turning crankshaft with cylinder head removed
© 43181-0
150 190
Assembly lever
Lever with bolts
(in conjunction with disc 150 191)
Installing cylinder liner
© 43209-2
TCD 2013 2V Special tools
170 160
Stoppers/caps
1 set of differently-sized stoppers and caps
Sealing openings on the fuel system
© 43663-0
6066
Assembly block
Engine clamping, double-sided
© 35451-2
6066/158
Clamping bracket
consisting of:
1 holder 6066/158-1 rear right,
1 holder 6066/158-2 rear left,
1 holder 6066/158-3 front right,
1 holder 6066/158-4 front left
(in connection with assembly block 6066)
Clamping of the engine, double-sided
© 35452-1
6068
Engine lifting device
Version for commercial vehicles with worm gear, ulti-
mate load (2t), 3-point suspension, spindle clamp,
traverse, chains and hooks
© 43184-0
6692
Slotted nut wrench
Cable plug
© 43199-0
1. gaseous (invisible)
2. vaporous
3. liquid
4. solid
Fig. 2
Heat always flows from the warmer to the colder mat-
ter. Any matter consists of a mass of moving mole-
cules. The rapidly moving molecules or a warmer
matter dissipate part of their energy to the slower
moving molecules with less heat. The movement of
the molecules in the warmer matter becomes slower
and the molecules in the cooler matter are accelerat-
ed. This process continued, until all molecules in the
two matters move with identical speed. The matters
have then reached an identical temperature and the
transfer of heat stops.
Fig. 1
If the water in a container is heated up (absorption of
heat), the rising steam is visible. If the steam is heated
up further, due to the absorption of heat, the visible
steam will turn into invisible gas. This process is re-
versible. When withdrawing the heat contained in gas-
eous water, the gas will turn into steam, then into
water and finally into ice.
Steam pressure:
Chemical formula:
In an incompletely filled, closed container, vaporous
CH2F-CF3 or CF3-CH2F refrigerant will volatilize from the surface in the same
quantity that will turn liquid in combination with steam
particles. This state of equilibrium occurs under pres-
Chemical designation: sure and is frequently referred to as steam pressure.
Tetrafluoroethane The steam pressure is independent from the temper-
ature.
Critical temperature:
Behaviour with metals:
100,6 °C
In pure condition refrigerant R134a is chemically sta-
ble and does not attack iron and aluminium. However,
contamination of the refrigerant, e.g. with chlorine
Critical pressure:
compounds, leads to aggressiveness against certain
40.56 bar (absolute) metals and plastics. This can cause clogging, leaks or
deposits on the pistons of the compressor.
Critical point:
Critical point (critical temperature and critical pres- Critical temperature / critical pressure:
sure) means that above this point there is no separat- Up to a gas pressure of 39.5 bar overpressure (this
ing interface between liquid and gas. Above its critical corresponds with a temperature of 101 °C) the refrig-
point any substance is gaseous. At temperatures be- erant R134a remains chemically stable, above this
low the critical point all refrigerant types in pressure temperature the refrigerant decomposes (see com-
containers have a liquid and a gaseous phase, i.e. a bustibility).
gas cushion is above the liquid. As long as gas is in
the container, besides the liquid, the pressure de-
pends on the ambient temperature. Water content:
In liquid refrigerant water can only be dissolved in very
low quantities. In contrast to this refrigerant steam
mixes with water steam at any ratio. If the dryer in the
liquid container has absorbed approx. 8 gr. of water, 12.3 Compressor oil / refrigeration
the refrigerant circuit transports possibly existing wa-
ter in form of droplets. This water flows to the nozzle oil
of the expansion valve and turns to ice. The air condi- The compressor oil lubricates the movable parts in the
tioning system stops cooling. Water destroys the air compressor, seals e.g. the gap between piston and
conditioning system, because under high pressures cylinder inside the compressor to prevent refrigerant
and temperatures and in connection with other con- loss and prevents other seals in the system from dry-
taminants it forms acids. ing up.
Part of the compressor oil dissolves in the refrigerant
Inflammability: until saturation is reached, so that a gas mixture of re-
frigerant, water steam, compressor oil and contrast
Refrigerant is not inflammable. On the contrary, it has agent circulates through the system.
fire inhibiting or fire extinguishing properties. Refriger-
ant is decomposed by flames or glowing surfaces. Ul- Compressor oil (the oil quantity should be 10 % of the
traviolet light also cracks refrigerant (caused by refrigerant weight) mixes with the refrigerant and cir-
electric welding). This results in toxic fission products, culates permanently through the system.
these must not be inhaled. However, irritation of the In connection with R134a- air conditioning systems
mucous membranes is an early and in-time warning. special synthetic compressor oils, e.g. polyalkylene
glycol (PAG) oils, are used. This is necessary, be-
cause e.g. mineral oil does not mix with R134a. Apart
Filling factor: from this, the materials in the R134a air conditioning
In a container there must be a steam space above the system may be attacked when the mixture is flowing
liquid space. The liquid expands with increasing tem- through the refrigerant circuit under high pressure and
perature. The steam filled space becomes smaller. at high temperatures or if the lubrication film in the
From a certain time on the container will be filled with compressor tears off. The use of non-permitted oils
just liquid. After this only a minor temperature in- can cause damage to the air conditioning system, you
crease is enough to generate very high pressures in should therefore only used the approved oils.
the container, because the liquid would like to expand,
but there is no more room. The related forces are high
enough to cause the container to burst. In order to Properties of compressor oil / refrigeration oil:
avoid overfilling of a container the pressure gas direc- The most important properties are high solvency in
tive clearly specifies how many kilograms of refriger- connection with refrigerants, good lubrication charac-
ant may be filled into the container per litre volume. teristics, that they are free of acids and their low water
Multiplied with the internal volume this "filling factor" content. For this purpose only certain oils can be
determines the permissible filling capacity For refrig- used. PAG-oils suitable for use with refrigerant R134a
erants used in motor vehicles it is 1.15 kg/l. are highly hygroscopic and will not mix with other oil.
As a protection against the invasion of moisture drums
must immediately be closed again after they had been
opened. Compressor oil ages under the effect of
Environmental aspects moisture and acids, becomes dark, viscous and ag-
The contribution of R134a to the greenhouse effect is gressive against metals.
by factor 10 smaller than the contribution of R12.
Since approx. 1992 the air conditioning systems for
newly produced construction equipment were succes-
sively converted to refrigerant R134a. This refrigerant
does not contain any chlorine and is thus harmless for
the ozone layer. Until approx. 1992 air conditioning
systems were filled with refrigerant R12. Due to its
chlorine atoms this CFC has a high ozone decompo-
sition potential and also a potential to amplify the
greenhouse effect. Conversion programs for existing
old systems with the ozone damaging R12 are in ef-
fect. For reasons of protecting the environment refrig-
erant must not be discharged into the atmosphere.
Compressor
Compressor data
Displacement: 155 cm²
Weight: 6,9 kg
max. rpm: 6000
Sense of rotation: cw
Refrigerant: R134a
Oil quantity (scope of delivery): 207 gr
Oil: PAG SP-20 (H14-003-404)
! Caution
The compressor oil level must be checked after
replacing a system component or if a leak in the
system is suspected. Use only refrigeration oil
PAG SP-20 (H14-003-404).
When replacing a heat exchanger, e.g. evaporator
or condenser, any compressor oil / refrigeration
oil lost by exchanging the components, must be
replaced with fresh oil.
The actual quantity depends on the amount of oil
that may have been lost in connection with the
possible replacement of other components.
Environment
Used compressor oil / refrigeration oil must be
disposed of as hazardous waste.
The following table shows how much compressor oil /
refrigeration oil will be lost in connection with various
types of work on the air conditioning system.
! Caution
Please bear in mind, that the new compressor is
delivered with a filling of 207 gr. compressor oil. Fig. 1
To avoid excessive oil in the A/C-system and thus The condenser is located in front of the the radiator for
a poor cooling effect, the oil level in the A/C-sys- the machine. It emits heat energy from the system into
tem must be adjusted accordingly. the surrounding air and liquefies the gaseous refriger-
The quantity depends on the amount of oil that ant.
may have been lost in connection with the possi-
ble replacement of other components.
i Note
The compressor oil quantity must be 10% of the The fins must be free of dirt and damage.
refrigerant quantity in the complete system.
With a refrigerant filling of 1100 gr. the system re- ! Caution
quires a compressor oil / refrigerant oil filling of
100 gr. When replacing a heat exchanger, e.g. evaporator
or condenser, any compressor oil lost by ex-
Procedure: changing the components, must be replaced with
Drain and measure the compressor oil from the fresh oil.
old compressor.
Drain the compressor oil from the new compres-
sor and only fill in the exact quantity that had been
drained out of the old compressor. The compres-
sor oil from the new compressor can be used for
this purpose.
i Note
Topping up compressor oil / refrigeration oil is possi-
ble on a pressureless compressor directly into the oil
pan, in a pressureless refrigeration system directly
into the pressure side, but it is also possible to draw it
into the pressure side of the refrigeration system dur-
ing the evacuation process.
Fig. 2
! Danger
i Note
In case of dirt in the refrigerant system you should also
check or clean the screen at the expansion valve in-
let.+
Fig. 1 Fig. 1
The evaporator is mounted inside the HKL-module in The feeler of a defroster thermostat to switch off the
the cabin. It consists of a heat exchanger (inside air - magnetic clutch in case of icing up or to switch the
refrigerant), with refrigerant flowing to a pipe system clutch back on after defrosting, is mounted on the
with cooling flanges. evaporator. The correct adjustment of the defroster
thermostat as well as the correct feeler assembly
As with the condenser, correct operation of all fans
should be checked during maintenance.
and cleanliness of the fins must be assured.
Switching point on: + 1°C (± 1°C)
Air conditioning systems have a circulation air filter
mounted in the air flow in front of the evaporator, Switching point off: + 5,5°C (± 1°C)
which should be cleaned or changed by the operator
after each third trip, depending on the amount of dirt. i Note
A condensation water filter is mounted in the air flow It is very important that the feeler is mounted down-
after the evaporator. This filter has the function to col- stream of the evaporator, but before the pressure sen-
lect the water that has condensed from the air in the sor, in countercurrent direction, with full length and
evaporator block and to discharge this water into the insulated against the outside temperature.
water pan With a defective condensation water filter
condensation water may flow into the inside of the ve-
hicle.
! Caution
When replacing a heat exchanger, e.g. evaporator
or condenser, any compressor oil lost by ex-
changing the components, must be replaced with
fresh oil.
!Caution
The compressor oil level must be checked after
replacing a system component or if a leak in the
system is suspected. Use only compressor oil / re-
frigeration oil PAG SP-20 (H14-003-404).
l Run the compressor for 10 minutes at engine idle
speed.
l In order to avoid any compressor oil losses you
should slowly drain all refrigerant from the air condi- Fig. 2
tioning system. l Turn the nut that hold the armature clockwise with a
socket wrench, until the counterweight is correctly
positioned.
i Note
2 o'clock position with inclination to the right (Fig. 2).
10 o'clock position with inclination to the left
l Insert the oil dipstick.
l Pull out the dipstick and count the notches covered
by oil.
l Drain off oil or fill up as specified in the table.
Environment
Used compressor oil / refrigeration oil must be
disposed of as hazardous waste.
Fig. 1
Fastening angle (de- Oil dipstick in incre-
l Measure the fastening angle (Fig. 1) of the com- gree) ments
pressor (oil plug at top) 0 5-7
l
Remove the oil filler plug. 10 6-8
20 7-9
30 8-10
40 9-11
50 10-12
60 11-13
90 16-18
l
Screw the oil filler plug back in.
! Caution
The contact area must be clean and should be free
of damage.
Use a new O-ring.
Tightening torque 15 to 25 Nm
l Refill the air conditioning system.
Fig. 1
i Note
Nominal value approx. 3.5 Amp.
Overcurrent indicates a short circuit inside the mag-
netic coil.
No current indicates an interrupted electric circuit.
Fig. 5
l
Slightly slacken fastening screws 1, 2 and 3 (Fig.
5).
1 Optional equipment
Danger
!
Danger of accident!
Do not clean with a hot water jet. Heat will cause
extreme overpressure, which could cause dam-
age or explosion of the system.
Use access steps and grips to mount and dis-
mount the machine.
Fig. 6
l Unscrew the condenser fastening screws (Fig. 6)
and fold the condenser forward.
l
Clean the condenser fins on front and back with
compressed air or cold water .
1 Optional equipment
Fig. 7 Fig. 9
l Switch the air conditioning (Fig. 7) on. l Check whether the white float (Fig. 9) inside the in-
spection glass of the drier/collector unit floats right
at the top.
i Note
The refrigerant level is correct.
Fig. 8
l Choose a cooling temperature with the rotary switch
for cabin heater (Fig. 8) in the blue section.
l
Open the air outlet nozzles.
l
Check, whether the outflowing air is noticeably cool-
er. Fig. 10
l
If the white float (Fig. 10) inside the inspection glass
of the drier/collector unit floats at the bottom, inform
i Note
the service department.
The adjusted temperature must be below the actual
temperature inside the cabin, so that the compressor
will be switched on. i Note
l Open the hood. The refrigerant level is not correct.
l Refrigerant must be filled up, if necessary check the
air conditioning system for leaks.
Fig. 12
l Check the drier/collector unit (Fig. 12) for mechani-
cal damage or rust.
Fig. 11
l Check the moisture indication pearl (Fig. 11) inside
the inspection glass of the drier/collector unit.
orange = drying agent o.k.
colorless = moisture level of drying agent too high.
l Inform the service department. Replace drier/col-
lector unit, check air conditioning system.
Caution
!
!Caution
According to the regulation for pressure reser-
voirs all pressure reservoirs must be repeatedly
inspected by a specialist. In this sense repeated
inspections are external examinations, normally
on pressure reservoirs in operation. In connection
with this inspection the drier/collector unit must
be visually examined twice every year. During
these inspections special attention must be paid
to corrosion and mechanical damage. If the reser-
voir is not in proper condition it must be replaced
for safety reasons, as a precaution to protect op-
erators and third parties against any danger aris-
ing from the handling and operation of pressure
reservoirs.
! Danger
Danger of injury!
In case of mechanical damage or corrosion on
this drier/collector unit this unit must be replaced,
to avoid bursting and further damage.
! Caution
The use of leak detection colouring matter is not
permitted, because its chemical composition is
unknown and its effect on compressor oil and rub-
ber elements is not predictable. The use of leak
detection colouring matter makes any warranty
claims null and void.
Before starting the evacuation process, the refrigerant
circuit is filled with nitrogen through a pressure reduc-
er valve (approx. 22 bar). After this all connections in
the air conditioning system are checked with the help
of a suitable leak detection spray. A leak is thereby in-
dicated by means of foam bubbles.
A leak test is required if a pressure drop is noticed.
The leak test must be repeated after filling the air con-
ditioning system with refrigerant.
12.15Filling instructions
! Caution
Liquid refrigerant in the suction side of the com-
pressor should generally be avoided during filling
and operation of the refrigeration system, since
this could damage the compressor..
When filling the air conditioning system directly from
the refrigerant bottle care must be taken not to overfill
the system. As an additional control and for statistical
purposes, e.g. for refilling, it is important to write down
the weight of the filled in refrigerant.
With correct operation of the air conditioning the re-
frigerant container should be about 1/3 filled with liq-
uid refrigerant, the evaporator should be maximally
filled at the calculated evaporation temperature, i.e.
the suction line should only be a few degrees warmer
than the evaporation temperature indicated by the
pressure gauge.
i Note
White frost on the suction line is no measure for as-
sessing the filling.
19 Pressure reducing valve 16 Switch off the vacuum pump, watch the pressure
20 Vacuum pump gauges to see whether the vacuum is maintained.
21 Nitrogen bottle 17 Open the valve on the refrigerant bottle and open
the black and red hand wheels on the pressure
22 Refrigerant bottle
gauge bar. Fill refrigerant into the system, until a
23 Pressure gauge bar pressure equilibrium between suction and pres-
sure side is reached (reading of pressure gaug-
Filling instructions es).
1 Connect the service adapter with the blue hand 18 Close the red hand wheel.
wheel in the suction side. 19 Perform a leak test with the electronic leak detec-
2 Connect the service adapter with the red hand tor.
wheel in the pressure side (the hand wheels on 20 Start the engine and switch on the system.
the service adapters must be fully backed out - left 21 Open the blue hand wheel and continue filling in
hand stop) refrigerant until the inspection glass is free or air
3 Connect the blue suction hose below the blue bubbles (in fluid container/dryer combinations the
hand wheel on the pressure gauge bar to the blue white pearl should float in the upper third of the in-
service adapter. spection glass). Then close the refrigerant bottle.
4 Connect the red pressure hose below the red 22 Close the blue hand wheel on the pressure gauge
hand wheel on the pressure gauge bar to the red bar.
service adapter. 23 Preparing the test run: -Close windows and doors
5 Connect the yellow hose below the yellow hand -Fan on full speed stage -Mount measuring feel-
wheel on the manometer bar to the 2-stage vacu- ers to air discharge and air intake.
um pump. 24 Run the system for approx. 20 minutes with medi-
6 Connect the last hose below the black hand wheel um engine speed.
on the nitrogen bottle via the pressure reducing 25 The temperature difference between air discharge
valve. and air intake should be (depending on type of air
7 Check on the pressure gauge bar that all hand condition) 8-10°C. The ambient temperature
wheels are closed. thereby is approx. 20°C. (These data are only ref-
8 Turn the hand wheels on both service adapter erence values, which may be influenced by possi-
clockwise. This opens the valves (right hand ble insolation)
stop). 26 Switch off system and engine and check for leaks
9 Open the valve on the nitrogen bottle (only via again.
pressure reducer); pressure approx. 20 bar. 27 Turn out (left hand stop) and remove the hand
10 Open the black and red hand wheels on the pres- wheels on both service adapters.
sure gauge bar and fill nitrogen into the system, 28 Fit all valves with dust caps.
until a pressure of approx. 3.5 to 5.0 bar is indicat- 29 Perform a leak test.
ed on the suction side.
30 Mark the system with the corresponding type
11 Then open the blue hand wheel and raise the plates and information decals, such as type of oil
pressure in the suction side (max. 10 bar). Check and refrigerant.
for leaks with a leak detection fluid or soapsuds.
12 If the system is leak tight, release the nitrogen
from the system. For this purpose disconnect the
hose from the nitrogen bottle and open the red,
blue and black hand wheels on the pressure
gauge bar.
13 Then connect the hose to the refrigerant bottle.
14 Switch on the vacuum pump and open all hand
wheels on the pressure gauge bar. In case of a
leak no or only an insufficient vacuum will be
reached. In this case proceed as described under
point 9-12. Once the leak is sealed continue with
point 14.
15 Once a sufficient vacuum is reached, both pres-
sure gauges show -1, close all hand wheels on the
pressure gauge bar.
Basic principles
Requirements
For trouble shooting two requirements must be ful-
filled:
l Expert knowledge
l technical equipment
Technical equipment
The most important aids for trouble shooting are pres-
sure gauges and thermometer. The refrigerant condi-
tions, like overheating and excessive cooling provide
important Information when searching for faults. Even
your own senses are important aids for trouble shoot-
ing. Bubbles in the sight glass, dirt and white frost can
be visibly perceived. If the compressor draws in wet
steam, this can be noticed by the suction line and it
may also be audibly detectable. An overloaded com- Fig. 2 Pressure gauge
pressor can even be smelled.
Example:
The following tools and auxiliary materials should be
A totally empty air conditioning system holds an at-
available for trouble shooting:
mospheric pressure of approx. Pamp = 1 bar.
l
Service station
Filling the system with refrigerant causes an excess
l
Pressure gauge pressure of Pe = 3 bar.
l
Thermometer
Pabs = Pamb + Pe = 1 bar + 3 bar = 4 bar
l
dry nitrogen
Evacuating the system down to Pe = -0.6 bar, creates
l
Refrigerant bottle for new refrigerant
a "vacuum" (negative excess pressure).
l
Container for old oil
l
Vacuum pump Pabs = Pamb + Pe = 1 bar +(- 0,6) bar = 0,4 bar
l
Hoses
l Scales
l Suction station
l Leak detector
The measuring equipment must be checked at regular
intervals. Calibration can only be made by an ap-
proved testing authority.
Pressure gauge
Most pressure gauges used in practice are (for cost
reasons) excess pressure gauges. These pressure
gauges measure the excess pressure in relation to the
ambient pressure (air pressure). In order to achieve
the absolute (actual) pressure the ambient pressure
must be added to the pressure gauge reading. The
absolute pressure is needed for the calculation and
determination of material data.
Pabs = Pamb + Pe
Pabs = absolute pressure
Pamb = atmospheric air pressure (ambient pressure)
Pe = excess pressure (pressure gauge reading)
Pressure gauge with saturation temperature scale If the suction condition of the compressor is directly on
the dew line, an e.g. incorrect evaporator load can
cause "wet suction". This can lead to two processes,
which are destructive for the compressor. The liquid
refrigerant washes off the lubricating film between pis-
ton and cylinder wall, and insufficient lubrication will
cause extreme wear. Liquid refrigerant remaining in
the cylinder causes a direct energy transfer from pis-
ton to cylinder cover during compression. The valve
plate may then be damaged by so-called fluid strokes.
Apart from protecting the compressor against fluid,
overheating has further advantages. Since the fluid
proportions in the drawn in steam reduces the flow
rate of the compressor, it may be increased by a over-
heating. Overheating also improves the oil recircula-
tion.
Thermometer
It is the function of the expansion valve to reduce the
Normally digital thermometers with surface or contact refrigerant to a lower pressure level (evaporation
feelers are used. Especially for high temperature dif- pressure) after it has been liquefied. For an optimal
ferences excellent heat insulation of the measuring lo- function of the valve pure fluid must be applied to its
cation is of utmost importance. The sparing use of a inlet port.
heat conducting paste is highly recommended. If the
The refrigerant must "squeeze" (literally speaking)
measuring location is soiled, it needs to be cleaned
through a throttle gap inside the expansion valve.
and probably treated with a fine emery cloth. Only the
When comparing a certain mass of refrigerant in fluid
temperature of the feeler is measured. Due to missing
and in vaporous state (with constant pressure), the
heat insulation and insulating oxide layers on the line,
vaporous refrigerant requires a much higher volume.
temperature differences of a few degrees Kelvin be-
That's why the vaporous refrigerant needs a much
tween the measured and the actual values may arise.
longer time to "squeeze" through the throttle gap.
Vaporous refrigerant in front of the expansion valve
Overheating
reduces the flow rate and results in an undersupply of
the evaporator with refrigerant. Evaporation pressure
and evaporator power will drop.
Due to its design a refrigerant compressor can only
deliver gaseous or vaporous substances. Fluids are If the refrigeration system is operated with the "expan-
not compressible and must therefore not enter into the sion valve inlet" condition directly on the boiling curve,
compression chamber of the compressor. slightest fluctuations in operating condition may cause
Δ tc2u = tc - tc2u
Δ tc2u, supercooling at evaporator outlet in K
tc2u, temperature at evaporator outlet in °C
tc, evaporation temperature in °C
„u“ represents "supercooled"
12.18Trouble shooting procedure l Evaporator and heating (with highest fresh air fan
speed) do not draw leak air.
l The fresh air fan runs when the engine is running
Procedure
and the air conditioning system is set to max. cool-
Knowledge ing power.
Trouble shooting is not possible with exact knowledge
l Ambient temperature above 15 °C.
about the system design, the installed components l The thermostat is correctly installed and the switch-
and their function in the system trouble shooting is not ing temperatures are correct.
possible:
Visual inspection
With the appropriate experience some faults can be
visually detected or felt. Frequently occurring con-
denser soiling or formation of steam bubbles in the in-
spection glass can be quickly detected.
In case of unusual formation of hoarfrost on the evap-
orator the hoarfrost pattern provides useful informa-
tion. Hoarfrost only occurring at the inlet side is a clear
indication of insufficient refrigerant feed, which in turn
indicates an incorrectly working expansion valve or a
lack of refrigerant.. Complete hoarfrost covering indi-
cates load problems, i.e. no or insufficient air flow.
Even overheating can sometimes be detected with the
naked eye. At the end of the evaporator there should
be an area which is dry or at least drier at evaporator
temperatures above -2 °C.
The fluid line in the refrigeration system is warm. If a
local cooling can be felt or if condensation develops,
this is a clear indicator for an extreme pressure drop
in the line. Similar phenomena can be noticed in case
of blocked filters.
Unusually cold pressure lines indicate "wet" intake of
the compressor.
The oil level in the compressor sight glass provides in-
formation about the oil quantity and the oil recircula-
tion in the system. However, the oil level may also be
considerably influenced by condensing refrigerant.
Discoloration informs about the state of the oil.
Water in the system can simply be detected through
the inspection glass with moisture indicator.
i Note
The dangerous part of common rules is that they ap-
ply in most, but not in all cases. The refrigerant states
in the individual piping sections or components must
therefore be exactly determined by means of pressure
and temperature measurements.
Test prerequisites
l Cooler and condenser are clean, clean if neces-
sary.
l The ribbed belt for compressor and generator is
correctly tightened.
l All air ducts, covers and seals are OK and correctly
fitted. Flaps reach their end positions.
l The engine has operating temperature.
Fig. 2 Flow diagram with measuring points to assess the filling quantity. In systems with fluid con-
l C, condenser measuring points tainer the inspection glass is most suitable to check
l E, expansion valve measuring points the minimum filling quantity. Supercooling is in this
case the between indicator for overfilling.
l O, evaporator measuring points
The hot gas temperature can be used to check wheth-
l V, compressor measuring points
er the compressor runs in the permissible operating
The flow diagram contains "Minimum Requirements" range.
which must be fulfilled to be able to check the system
or perform trouble shooting. Example: Measurement of overheating
Temperature and pressure at the evaporator outlet
l a) Which measuring equipment is required ?
can be used to derive the overheating of the evapora- l b) Where to measure with which size ?
tor. Overheating is a clear indicator for the evaporator l c) A pressure gauge connected to the evaporator
filling level. In case of excessive overheating the re- indicates "Peo2 = 1.7 bar". How high is the evapora-
frigerant quantity fed into the evaporator is too low, in tor pressure "Po" ?
case of insufficient overheating it is too high. In indi-
vidual cases one must then check if this situation is l
d) How high is the evaporator temperature "to" ?
caused by the expansion element or by insufficient fill- l e) A thermal sensor attached to the evaporator out-
ing. A differentiation is only possible if there is a clear let measures the temperature "to2h = +3 °C". How
indicator for the refrigerant filling quantity. high is the overheating „Δto2h“ ?
Pressure and temperature at the condenser outlet can l
f) Evaluation of the measured overheating.
be used to derive the supercooling. This can be used
Solution:
l
a) Pressure gauge, thermometer, steam table
l
b) Condensing pressure "Pec2" and temperature
"tc2u" are measured at the same point on the con-
denser.
l c) Pc = Pec2 + Pamb, "Evaporation pressure =
pressure on evaporator + atmospheric pressure" =
15 bar + 1 bar = 16 bar.
l d) "Pcc = 16 bar can then be used to derive an con-
densing temperature "tc" of 57.9 °C from the steam
table for R134a.
l e) Δtc2u = tc - tc2u, "Supercooling at condenser out-
let = condensing temperature - condenser outlet
temperature" = 57.9°C - 58 °C) = -0.1 Kelvin.
l f) The determined overheating is within the usual
range of approx. "0" Zero Kelvin.
Fig. 3
Fig. 4
Fig. 5
Fig. 6
Other faults
Noise in system
Monitoring devices
Fig. 1
1 Glass panes
2 Fastening element
3 Fixing washer and spacer
4 Washer
5 Hexagon nut, self locking
6 Protective cap
Fig. 1
2. Suction lifter
commercial
Fig. 2
Commercial
Fig. 1
4. Window glass bonding agent
Fig. 2
5. Activator
Fig. 3
Fig. 4
! Danger
Danger of cutting
Wear safety gloves.
1. Pull large glass rests off the bonding strip (Fig. 1).
Fig. 1
2. Clean the sealing surfaces from any adhesive
material (Fig. 2).
3. Use a cutter to remove adhesive residues with
glass rests.
4. Cover places without adhesive residues with an
activator.
Fig. 2
5. Insert the fastening element with washer into the
bore in the glass pane (Fig. 3).
Fig. 3
i Note
Do not overtighten the thread.
Fig. 4
7. Lay an approx. 1 cm high triangular bead of glass
pane bonding agent on the inside of the pane, ap-
prox. 1.5 cm away from the edge (Fig. 5).
i Note
Apply window pane bonding agent only to the
sides (sealing areas) which have contact with the
cabin.
Fig. 5
8. Attach the suction lifter to the outside of the pane
(Fig. 6).
9. Install the window pane so that the fastening ele-
ments fit into the bores of the fastening bars.
10. Press the glass pane against the sealing surface.
Fig. 6
11. Assemble the washer and the self-locking hexa-
gon nut.
12. Fasten the window pane to the fastening bar us-
ing a locking handle and a ring spanner (Fig. 7).
i Note
Only use the locking handle to counter.
13. Press the protective cap onto the hexagon nut.
Fig. 7
Fig. 8
15. Clean the joining edges on the window pane (Fig.
9).
i Note
The joint flanks must be solid, dry and free of dirt,
dust, grease, oil and other foreign substances.
16. Mask the upper and lower contact areas to the
cabin.
Fig. 9
17. Apply silicone sealant evenly and under pressure
first to the inside joint edge (Fig. 10).
Fig. 10
18. Then apply silicone sealant evenly and under
pressure to the outside joint edge (Fig. 11).
Fig. 11
Fig. 12
20. Treat the inside joint (Fig. 13)
Fig. 13
21. and the outside joint (Fig. 14) with a scraper or a
spattle.
i Note
Once the silicone sealing agent has cured it can
only be removed mechanically.
Fig. 14
Fig. 1
2. Assembly device for side plate
Fig. 2
3. Assembly device for coupling hub and flanged
hub
Fig. 3
Fig. 4
5. Pressing plate for travel bearing
Fig. 5
6. Pressing bushing for radial seal
Fig. 6
7. Lifting device for exciter unit
Fig. 7
i Note
After disassembling the side plate (vibration mo-
tor side) the drum can be lifted sideways out of
the frame (Fig. 1).
Fig. 1
i Note
However, the drum can also be removed without
having to disassemble the side plate, if it is lifted
up and out of the frame (Fig. 2).
Fig. 2
Removing the drum
i Note
The following section describes the procedure for
lifting the frame sideways out of the drum.
Environment
Environmental damage
Catch running out hydraulic oil and dispose
of environmentally.
1. Mark the hydraulic hoses (Fig. 3)on the travel mo-
tor and disconnect them from the ports.
2. Close all hydraulic hoses and motor ports with
suitable plugs.
Fig. 3
Fig. 4
! Danger
Danger of squashing! Do not stand or step
under loads being loaded.
Always secure the machine against unintend-
ed rolling!
5. Unscrew bolts 1 (Fig. 5) and nuts and remove the
front scraper (2).
6. Unscrew bolts 3 and nuts and remove the front
scraper (4).
Fig. 5
7. Support the front cross-member safely with suita-
ble trestles or wooden blocks (Fig. 6).
Fig. 6
8. Support the rear cross-member safely with suita-
ble trestles or wooden blocks (Fig. 7).
Fig. 7
Fig. 8
10. Fasten the lifting gear to the side plate on the vi-
bration motor side.
11. Unscrew bolts 1 (Fig. 9) from the spacer blocks
on vibration and travel motors.
Fig. 9
!Danger
Danger of squashing! Do not stand or step
under loads being loaded.
12. Force out plug 1 (Fig. 10) and unscrew the bolts
(2) from the front and rear cross-members.
13. Take off the side plate.
Fig. 10
14. Fasten the lifting tackle to the drum and lift the
drum carefully sideways out of the front frame
(Fig. 11).
!Danger
Danger of squashing! Do not stand or step
under loads being loaded.
Fig. 11
Fig. 12
16. Check rectangular rubber buffers (Fig. 13), re-
place if necessary.
Fig. 13
Danger of squashing!
Do not stand or step under loads being load-
ed.
1. Place the drum into the frame and align it parallel
to the frame (Fig. 14).
Fig. 14
2. Attach the side plate, insert the bolts 2 (Fig. 15)
into rear and front cross-members and tighten
with 463 Nm.
i Note
Apply sliding lacquer OKS 240 to threads and
screw head contact face to ease assembly.
3. Close the screw holes with plugs (1).
Fig. 15
Fig. 16
5. Connect hydraulic hoses to the connections on
travel motor and vibration motor according to the
marking (Fig. 17).
Fig. 17
6. Fasten bracket 1 (Fig. 18) for the hydraulic hoses.
Fig. 18
7. Assemble the front scraper 2 (Fig. 19), fasten
with bolts (1), washers and nuts.
8. Assemble the rear scraper (4), fasten with bolts
(3), washers and nuts.
i Note
9. Observe the adjustment measurement 30-35 mm
Fig. 19
Nominal value:
Fig. 20
Distance "X" + 2 mm
12. Turn one screw (3) into the welded nut (2) at top
and bottom and open a sufficient gap to insert the
compensation plates.
13. Insert the compensation plates 4 (Fig. 21). Insert
screws (1), slide on washers (3), turn on and
tighten nuts (2).
14. Unscrew the screws from the welded nuts.
Fig. 21
Fig. 1
4. Unscrew the nuts, pull out the screws and re-
move the support legs (Fig. 4).
Fig. 2
5. Attach the lifting tackle to the travel motor (Fig. 3).
! Danger
Danger of squashing!
Do not stand or step under suspended loads.
Fig. 3
! Caution
Flush the hydraulic system if dirt or chips are
found in the travel motor.
Fig. 4
Fig. 5
2. Mount bracket 1 (Fig. 10) for the lifting device to
the flange.
3. Unscrew screws (2) from the flange.
i Note
Do not unscrew the thin drawn screws.
Fig. 6
Fig. 7
! Danger
Danger of squashing!
Do not stand or step under suspended loads.
6. Pull the exciter unit out of the drum (Fig. 8).
7. Take the coupling element off the coupling half.
Fig. 8
Fig. 9
Fig. 10
Environment
Environmental damage!
Catch running out oil and dispose of environ-
mentally.
6. Lift the flange off the flanged housing (Fig. 11).
7. Take the O-ring out of the groove in the flanged
housing.
Fig. 11
8. Unclip the circlip from the groove in the flange
(Fig. 12).
Fig. 12
9. Press the cylinder roller bearing with forcing
screws out of the flange (Fig. 13).
Fig. 13
10. Take the exciter unit (Fig. 14) out of the flanged
housing.
Fig. 14
11. Knock the radial seal (Fig. 15) out of the flanged
housing.
Fig. 15
12. Unclip the circlip from the groove in the flanged
housing (Fig. 16).
Fig. 16
13. Press the cylinder roller bearing with forcing
screws out of the flanged housing (Fig. 17).
Fig. 17
! Danger
Danger of burning!
Wear safety gloves.
i Note
If the rings are very tight, heat them up with a
torch.
Fig. 18
15. Unclip the circlip from the basic weight (Fig. 19).
Fig. 19
16. To change shaft 1 (Fig. 20) knock out dowel pins
(2 and 3) and press the shaft out of the basic
weight.
i Note
If necessary disassemble, assemble the change-
over weight (see corresponding chapter).
Fig. 20
i Note
Remove both rectangular rubber buffers.
Fig. 21
3. Unscrew fastening screws 1 (Fig. 22).
4. Force cover (2) together with the attached vibra-
tion motor off the side plate with forcing screws.
Fig. 22
5. To change the vibration motor loosen clamping
screw 1 (Fig. 23) and pull off coupling half (2).
Fig. 23
Fig. 24
8. Remove the coupling element (Fig. 25).
Fig. 25
9. Fasten the lifting device.
10. Unscrew fastening screws 1 (Fig. 26).
! Caution
The four short fastening screws (2) must re-
main screwed in (the two others are not visi-
ble).
Fig. 26
11. Press the exciter unit out of the drum with forcing
screws (Fig. 27).
i Note
The second forcing screw is covered by the side
plate.
Fig. 27
! Caution
Danger of squashing!
Do not stand or step under suspended loads.
12. Pull the exciter unit out of the drum (Fig. 28).
Fig. 28
Fig. 29
3. Attach the disassembly device to the side plate
(Fig. 30) and force off the side plate.
Fig. 30
4. Lift the side plate of the flanged hub (Fig. 31).
Fig. 31
Fig. 32
6. Unclip the circlip from the side plate (Fig. 33).
Fig. 33
7. Take the mechanical seal off the flanged hub
(Fig. 34).
Fig. 34
Fig. 35
3. Loosen hose clamp 1 (Fig. 36).
4. Pull coupling hub (2) off the shaft.
Fig. 36
5. Unscrew all other fastening screws 1 (Fig. 37)
and press the flanged hub off the flanged housing
with forcing screws (2).
6. Take off the flanged hub.
7. Take the O-ring out of the groove in the flanged
housing.
Fig. 37
Fig. 38
9. Knock the cylinder roller bearing out of the flang-
ed hub (Fig. 39).
Fig. 39
Environment
Environmental damage!
Catch running out oil and dispose of environ-
mentally.
10. Lift the exciter unit out of the flanged housing (Fig.
40).
Fig. 40
11. Knock the radial seal (Fig. 41) out of the flanged
housing.
Fig. 41
Fig. 42
13. Press the cylinder roller bearing with forcing
screws out of the flanged housing (Fig. 43).
Fig. 43
14. Extract inner rings 1 (Fig. 44) for the radial seals
and inner bearing races (2) from the shaft.
!Danger
Danger of burning!
Wear protective gloves.
i Note
If the rings are very tight, heat them up with a
torch.
Fig. 44
15. Unclip the circlip from the basic weight and re-
move the cover (Fig. 45).
i Note
The shafts cannot be pressed out. If damaged
they must be replaced with basic weight and cov-
er.
If necessary disassemble, assemble the change-
over weight (see corresponding chapter).
Fig. 45
i Note
If the shafts are damaged they must be inserted
into the basic weight or the cover as follows.
! Danger
When working with liquid nitrogen protect
your face and wear gloves.
Do not place any unintended parts into liquid
Fig. 46 nitrogen.
Observe the safety instructions for the han-
dling of liquid nitrogen.
! Caution
Close the bores on the short shaft with a
screw.
1. Cool the shaft down in liquid nitrogen.
2. Slide the cooled down shaft with the bores
aligned into the basic weight until it bottoms (Fig.
46).
3. Secure shaft 1 (Fig. 47) with dowel pins (2 and 3).
! Caution
Assemble the dowel pins with the grooves
offset by 180° to each other, but in line with
the axis of the shaft.
i Note
Unscrew the screw from the shaft.
Fig. 47
! Caution
Close the bores on the short shaft with a
screw.
4. Cool the shaft down in liquid nitrogen.
5. Slide the cooled down shaft with the bores
aligned into the basic weight until it bottoms (Fig.
48).
Fig. 48
! Caution
Assemble the dowel pins with the grooves
offset by 180° to each other, but in line with
the axis of the shaft.
i Note
Unscrew the screw from the shaft.
Fig. 49
7. Insert the fitting key into the keyway in the respec-
tive shaft (Fig. 50).
Fig. 50
8. Insert the circlip into the groove in the basic
weight and on the cover (Fig. 51).
Fig. 51
! Danger
Danger of burning!
Wear safety gloves.
9. Heat the inner bearing race up to approx. 100° C
and press it onto the basic weight against the
shoulder with the larger outer diameter forward
(Fig. 52).
Fig. 52
Danger of burning!
Wear safety gloves.
10. Heat the inner ring up to approx. 50° C and slide
it onto the short shaft against the shoulder with
the wider chamfer facing towards the outside
(Fig. 53).
Fig. 53
!Danger
Danger of burning!
Wear safety gloves.
11. Heat the inner bearing race up to approx. 100° C
and press it onto the cover against the shoulder
with the larger outer diameter forward (Fig. 54).
Fig. 54
!Danger
Danger of burning!
Wear safety gloves.
12. Heat the inner ring up to approx. 50° C and slide
it onto the longer shaft against the shoulder with
the wider chamfer facing towards the outside
(Fig. 55).
Fig. 55
13. Press cylinder roller bearing 1 (Fig. 56) with
pressing plate (2) into the flanged housing until it
bottoms.
Fig. 56
Fig. 57
15. Fit the new radial seal with some grease into the
groove in the flanged housing (Fig. 58).
16. Fill approx. 1.2 l oil SAE-15W/40 into the flanged
housing.
Fig. 58
!Caution
Danger of squashing!
Do not stand or step under suspended loads.
17. Insert the exciter unit with the longer shaft for-
ward into the flanged housing (Fig. 59).
Fig. 59
18. Press cylinder roller bearing 1 (Fig. 60) with
pressing plate (2) into the flanged hub until it bot-
toms.
Fig. 60
Fig. 61
20. Attach the flanged hub to the flanged housing
(Fig. 62).
! Caution
Fitting and contact surfaces must be abso-
lutely dry and free of grease, paint and con-
serving agents.
21. Unscrew eye bolts (1) and replace them with
short screws.
22. Turn short screws (2) into the tapped bores in the
flanged housing (four screws) and tighten them.
Fig. 62
23. Apply some grease to the sealing lip of radial seal
1 (Fig. 63).
24. Insert the radial seal into the flanged hub with the
sealing lip facing down and press it down against
the stop with pressing bushing (2).
Fig. 63 !Danger
Danger of burning!
Wear protective gloves.
25. Heat the coupling hub up to approx. 80 °C and
slide it onto the shaft against the stop (Fig. 64).
Fig. 64
Fig. 65
28. Cover the thread of screw 1 (Fig. 66) with a screw
retention agent (e.g. Loctite CVX strong, blue,
582).
29. Slide on the new U-seal ring (2), turn in and tight-
en the screws.
Fig. 66 ! Danger
Danger of burning!
Wear safety gloves.
30. Heat coupling hub 1 (Fig. 67) with marking letter
“L“ up t approx. 80° C and slide it over the shaft
against the shoulder.
31. Turn in and tighten clamping screw (2).
Fig. 67
Fig. 68
3. Insert the circlip into the groove in the side plate
(Fig. 69).
Fig. 69
4. Apply a thick coat of grease to the spacer ring on
both sides and insert it into the side plate (Fig.
70).
Fig. 70
i Note
Grease the other side after installing the exciter
unit.
Fig. 71
7. Insert the oiled loop-ring into the mechanical seal
(Fig. 72).
8. Clean the sliding surfaces of the mechanical seal
and cover them with oil.
Fig. 72
9. Lay one half of the radial seal on the flanged hub
with the sliding surface pointing up (Fig. 73).
Fig. 73
10. Lay the second half of the mechanical seal down
with the sliding face pointing down (Fig. 74).
Fig. 74
Fig. 75 ! Caution
Danger of squashing! Do not stand or step
under suspended loads.
12. Lay the side plate on the flanged hub (Fig. 76).
Fig. 76
13. Attach bushing 2 (Fig. 77) of the assembly device
and turn on nut (1).
Fig. 77
14. Pull the side plate with the assembly device onto
the flanged hub.
! Caution
During assembly make sure that the mechan-
ical seal slides correctly into the side plate
and the loop rings are not damaged (Fig. 78).
Fig. 78
Fig. 79
! Caution
Ensure strict cleanliness.
1. Cool the shaft down in liquid nitrogen.
Fig. 80
2. Slide the cooled down shaft with the bores
aligned into the basic weight until it bottoms (Fig.
80).
3. Secure shaft 1 (Fig. 81) with dowel pins (2 and 3).
! Caution
Assemble the dowel pins with the grooves
offset by 180° to each other, but in line with
the axis of the shaft.
Fig. 81
Fig. 82
! Danger
Danger of burning!
Wear safety gloves.
5. Heat the inner bearing race up to approx. 100° C
and press it onto the basic weight against the
shoulder with the larger outer diameter forward
(Fig. 83).
Fig. 83
! Danger
Danger of burning!
Wear safety gloves.
6. Heat the inner ring up to approx. 50° C and slide
it onto the shaft against the shoulder with the wid-
er chamfer facing towards the outside (Fig. 84).
Fig. 84 ! Danger
Danger of burning!
Wear safety gloves.
7. Heat the inner bearing race up to approx. 100° C
and press it onto the cover against the shoulder
with the larger outer diameter forward (Fig. 85).
Fig. 85
Fig. 86
9. Insert the circlip into the groove in the flanged
housing (Fig. 87).
Fig. 87
10. Fit the new radial seal with some grease into the
groove in the flanged housing (Fig. 88).
11. Fill approx. 1.2 l oil SAE-15W/40 into the flanged
housing.
Fig. 88 ! Caution
Danger of squashing! Do not stand or step
under suspended loads.
12. Insert the exciter unit into the flanged housing
(Fig. 89).
Fig. 89
Fig. 90
14. Insert the circlip into the groove in the flange (Fig.
91).
Fig. 91
15. Lift the flange onto the flanged housing and align
it the bores (Fig. 92).
! Caution
Fitting and contact surfaces must be abso-
lutely dry and free of grease, paint and con-
serving agents.
Fig. 92
16. Turn the screws into the tapped bores of the
flanged housing and tighten them (Fig. 93).
Fig. 93
Fig. 94
19. Cover the thread of screw 1 (Fig. 95) with a screw
retention agent (e.g. Loctite CVX strong, blue,
582).
20. Slide on the new U-seal ring (2), turn in and tight-
en the screws.
Fig. 95
21. Insert the fitting key into the keyway of the shaft
(Fig. 96).
Fig. 96 !Danger
Danger of burning!
Wear safety gloves.
22. Slide the fan with assembly disc over the shaft.
23. Heat coupling hub 1 (Fig. 97) with marking letter
“R“ up to approx. 80° C and slide it over the shaft
against the shoulder.
24. Turn in and tighten clamping screw (2).
25. Assemble the fan to the coupling hub.
Fig. 97
! Caution
Fitting and contact surface of the connection
between exciter unit and drum must be abso-
lutely dry and free of grease, oil, paint and
conserving agent.
3. Fasten the lifting device to the exciter unit.
Fig. 98 ! Caution
Danger of squashing! Do not stand or step
under suspended loads.
4. Insert the vibrator unit into the drum (Fig. 99).
Fig. 99
i Note
Insert the exciter unit so that oil filler plug 1 (Fig.
100) is in line with bore (2) in the drum.
Fig. 100
Fig. 101
7. Cover the thread of screws (Fig. 102) with a
screw retention agent (e.g. Loctite green 270).
8. Slide on the new U-seal ring, turn in and tighten
the screws.
Fig. 102
Danger of squashing!
Do not stand or step under suspended loads.
1. Fasten the lifting tackle to the travel motor and at-
tach the motor to the drive disc (Fig. 103).
Fig. 103
2. Turn in and tighten the fastening screws (Fig.
104).
Fig. 104
Fig. 105
! Danger
Danger of squashing!
Do not stand or step under suspended loads.
4. Attach the drive disc with the assembled travel
motor to the rubber buffers. Turn on and tighten
the nuts (Fig. 106).
Fig. 106
! Caution
Fitting and contact surface of the connection
between exciter unit and drum must be abso-
lutely dry and free of grease, oil, paint and
conserving agent.
! Danger
Danger of squashing! Do not stand or step
under suspended loads.
1. Fasten the lifting gear to the exciter unit and insert
it into the drum (Fig. 107).
Fig. 107
! Caution
Ensure correct engagement of coupling and
alignment of shaft (Fig. 108).
If the shafts are not correctly in line determine
the cause, if necessary measure the drum.
Fig. 108
2. Turn in and tighten screws 1 (Fig. 109).
3. Remove the lifting gear.
4. Fit cover (2) to the drum.
Fig. 109
5. Check the end float of the exciter shafts (Fig.
110).
Fig. 110
6. Attach disc 1 (Fig. 111), turn in and tighten the
fastening screws (2).
Fig. 111
Fig. 112
9. Check coupling element, replace if necessary.
10. Insert the coupling element into the coupling hub
(Fig. 113).
Fig. 113
11. Fasten the vibration motor to the cover so that
sockets 1 (Fig. 114) and ventilation bore (2) are
opposite each other.
Fig. 114
12. Slide on coupling half 2 (Fig. 115) and secure with
clamping screw (1).
Fig. 115
Fig. 116
14. Install rectangular rubber buffers 2 (Fig. 117) with
attached spacer block (3) and screws (1) to the
side plate.
i Note
Assemble both rectangular rubber buffers.
Fig. 117
Fig. 1
2. Force the cover off the basic weight with forcing
screws (Fig. 4).
Environment
Environmental damage!
Catch running out oil and dispose of environ-
mentally.
Fig. 2
3. Take the change-over weight out of the basic
weight (Fig. 5).
Fig. 3
Fig. 4
Fig. 5
2. Insert the change-over weight into the basic
weight (Fig. 6).
Fig. 6
3. Fill silicon oil 47 V 1000 cst up to the upper edge
of the change-over weight (approx. 2,5 litres) into
the basic weight (Fig. 12).
Fig. 7
iNote
There must be play.
Fig. 8
Fig. 1
3. Turn one screw each into the welded nuts (Fig. 2)
on the spacer blocks.
Fig. 2
4. Remove the compensation shims 1 (Fig. 3).
Fig. 3
Fig. 4
Changing the rubber buffers
6. Unscrew nut 1 (Fig. 3) and remove the washer.
7. Unscrew screws (2).
8. Take off rubber buffer (3).
9. Attach the new rubber buffer to the drive disc and
align the bores to the tapped bores in the drum.
10. Turn in and tighten the fastening screws.
11. Assemble the washer, turn on and tighten the nut.
Fig. 5
Adjusting the pre-load
12. Measure distance „X“ between spacer piece and
side plate (Fig. 6).
13. Calculate the thickness of the compensation
plates.
Nominal value:
Distance „X“ + 2 mm
Fig. 6
14. Turn in screws into each welded nut and provide
sufficient space to insert the compensation plates
(Fig. 7).
Fig. 7
Fig. 8
16. Unscrew the screws (Fig. 9) from the welded
nuts.
Fig. 9
17. Tighten the fastening screws (Fig. 10).
18. Lower the frame again.
Fig. 10
Fig. 1
2. Pressing sleeve for outer race of rocker bearing
Fig. 2
3. Pressing sleeve for inner race of rocker bearing
Fig. 3
4. Guide journal
Fig. 4
Fig. 5
6. Disassembly device
Fig. 6
Fig. 1
2. Support the rear frame near the oscillating articu-
lated joint (Fig. 2) on both sides safely with tres-
tles or wooden blocks.
Fig. 2
3. Fasten the lifting tackle to the front frame near the
oscillating articulated joint (Fig. 3).
Fig. 3
Fig. 4
!Danger
Danger of accident!
7. Support the oscillating articulated joint in the mid-
dle with a suitable jack or a similar device.
8. Unscrew fastening screws 1 (Fig. 5) and take off
with disc (2).
Fig. 5
9. Unscrew nuts 3 (Fig. 6) and take off the clamping
washers (2).
10. Pull out the fastening screws (1).
11. Slightly raise the front frame and lower the oscil-
lating articulated joint to the ground.
12. Pull out the oscillating articulated joint.
Fig. 6
Note on assembly
13. Insert the bolt for the steering cylinder so that
groove (2) is in line with tapped bores (1).
Fig. 7
Fig. 1
3. Take off the cover with Belleville springs, shim
and backing disc (Fig. 2).
4. Disassemble also the cover from the opposite
side.
i Note
No Belleville springs, shim and backing disc are
under this cover.
Fig. 2
5. Drive the console with a plastic hammer to one
side against the end stop (Fig. 3).
i Note
The outer race of the rocker bearing is thereby
stripped off.
Fig. 3
Fig. 4
9. Unscrew fastening screws 1 (Fig. 5).
10. Press bolt (3) out of the console with forcing
screws (2).
i Note
Remove the bolt on the opposite side in the same
way.
Fig. 5
11. Lift console 1 (Fig. 6) off housing (2).
Fig. 6
12. Take the seal rings out of the console (Fig. 7).
Fig. 7
Fig. 8
15. Unscrew bolts 1 (Fig. 9) and take off cover (2).
Fig. 9
16. Take the intermediate ring out of the housing
(Fig. 10).
Fig. 10
17. Place the plate 1 (Fig. 11) on the beam.
18. Attach the puller (2) to the housing (3) and sepa-
rate the carrier from the rocker bearings.
Fig. 11
Fig. 12
20. Drive the outer race of the friction bearing out of
the housing (Fig. 13).
Fig. 13
21. Drive the friction bearing out of the housing (Fig.
14).
Fig. 14
22. Take seal ring 1 (Fig. 15) and V-ring (2) off the
beam.
Fig. 15
Fig. 16
i Note
Apply sliding lacquer OKS 571 to mating surfaces
to ease assembly
! Caution
Do not use any grease.
Fig. 1
2. Slide the new V-ring on the beam against the stop
with the lip facing up (Fig. 2).
Fig. 2
3. Lay the seal ring into the beam (Fig. 3).
4. Fill the space between V-ring and seal ring with
multi-purpose grease.
Fig. 3
Fig. 4
6. Slide the housing over the beam (Fig. 5).
i Note
The journal on the housing must be centrally in
the recess of the beam.
Fig. 5
7. Press the seal ring carefully towards the inside,
until it sits in the recess of the housing (Fig. 6).
Fig. 6
8. Spray the sliding surface of the outer rocker bear-
ing race with sliding agent OKS 571.
! Caution
Do not use any grease.
9. Press the outer rocker bearing race 1 (Fig. 7) in
until it bottoms with the wider outer rim forward
using pressing sleeve (2).
Fig. 7
Fig. 8
11. Insert the intermediate ring (Fig. 9).
Fig. 9
12. Press inner rocker bearing race 1 (Fig. 10) in until
it bottoms, using pressing sleeve (2).
Fig. 10
i Note
Apply sliding lacquer OKS 571 to mating surfaces
to ease assembly
! Caution
Do not use any grease.
13. Press the outer rocker bearing race 1 (Fig. 11) in
until it bottoms with the wider outer rim pointing
up, using pressing sleeve (2).
Fig. 11
Fig. 12
Determining the shim thickness
17. Determine the shim thickness, for this purpose
stand the cross-member on a wooden board with
an ∅ 18 mm bore.
! Caution
Check the measurement with an axial pre-
load of 40kN. With threaded rod M12-8.8 tight-
ening torque 77Nm. With threaded rod M16-
8.8 tightening torque 90Nm.
18. Slide the rod of the tensioning device in from un-
derneath, attach the plate, screw on the nut and
Fig. 13 tighten.
19. Measure the distance from housing edge to inter-
mediate ring (Fig. 13) and write it down, e.g. 4,7
mm.
i Note
From this measured value of 4.7 mm subtract the
fixed value of 4.0 mm to determine the shim thick-
ness.
Calculation example:
4,7 mm - 4,0 mm = 0,7 mm
measured value: 4,7 mm
fixed value: 4,0 mm
Shim thickness: 0,7 mm
20. Remove the tensioning device.
Fig. 14
22. Lay the Belleville springs into the cover with the
curvature pointing down (Fig. 15).
Fig. 15
23. Assemble cover 2 (Fig. 16) with Belleville springs,
shim and backing disc.
24. Turn in screws (1) and tighten crosswise.
Fig. 16
25. Press the new sealing rings into the respective
groove in the console (Fig. 17).
Fig. 17
Fig. 18
27. Turn four guide pins into the housing bores (Fig.
19).
Fig. 19
i Note
Perform the following eight work steps on both
sides.
28. Slide the bolt over the guide pins (Fig. 20) and
drive in until it bottoms.
Fig. 20
! Caution
When driving in the bolt make sure that the
seal ring is not pressed out through the back
of the console (Fig. 21).
Fig. 21
Fig. 22
31. Slide the backing discs over the bolt (Fig. 23).
Fig. 23
32. Drive the inner rocker bearing race on against the
end stop with the wider outer rim forward (Fig.
24).
Fig. 24
33. Spray the sliding surface of the outer rocker bear-
ing race with sliding agent OKS 571.
! Caution
Do not use any grease.
34. Attach the outer rocker bearing race with the wid-
er outer rim facing towards the outside (Fig. 25)
and drive it in until it bottoms.
Fig. 25
Fig. 26
Determining the shim thickness
37. Determine the shim thickness, for this purpose in-
sert rod 1 (Fig. 27) of the tensioning device from
underneath. Attach plate (2), screw on nut (3) and
tighten.
! Caution
Check the measurement with an axial pre-
load of 40kN. With threaded rod M12-8.8 tight-
ening torque 77Nm. With threaded rod M16-
8.8 tightening torque 90Nm.
Fig. 27
38. Measure the distance from outer rocker bearing
race to console surface (Fig. 28) and write it
down, e.g. 3.4 mm.
i Note
From this measured value of 3.4 mm subtract the
fixed value of 2.2 mm to determine the shim thick-
ness.
Calculation example:
3.4 mm - 2.2 mm = 1.2 mm
measured value: 3,4 mm
Fig. 28 fixed value: 2,2 mm
Shim thickness: 1.2 mm
39. Remove the tensioning device.
Fig. 29
41. Lay the Belleville springs into the cover with the
curvature pointing down (Fig. 30).
Fig. 30
42. Assemble cover 1 (Fig. 31) with Belleville springs,
shims and supporting discs.
43. Turn in screws (2) and tighten crosswise.
Fig. 31
44. Insert hexagon screw 1 (Fig. 32) so that the screw
head rests on the upper side of the console.
Fig. 32
Fig. 33
Series 42 Introduction
1. Introduction
WARNING WARNING
When Series 42 units are used in vehicular Use caution when dealing with hydraulic fluid
hydrostatic drive systems, the loss of hydro- under pressure. Escaping hydraulic fluid un-
static drive line power in any mode of opera- der pressure can have sufficient force to pen-
tion (e.g. acceleration, deceleration or “neu- etrate your skin causing serious injury. This
tral” mode) may cause a loss of hydrostatic fluid may also be hot enough to burn. Serious
braking capacity. A braking system which is infection or reactions can develop if proper
independent of the hydrostatic transmission medical treatment is not administered immedi-
must, therefore, be provided which is adequate ately.
to stop and hold the system should the con-
dition develop. Flammable Cleaning Solvents
Series 42 Introduction
Contents
1. Introduction ................................................................................................................................ 2
1.1 Using This Manual................................................................................................................................. 2
1.2 Safety Precautions ................................................................................................................................ 2
Filtration Options
Auxiliary (No Filtration Adapter Shown Here) Charge Relief Valve
Mounting Pad (Loop Flushing
Valve)
Left Side View (Side "2") Right Side View (Side "1")
P100101 E
Auxiliary
Mounting Filtration Options
Pad Charge Relief Valve (No Filtration Adapter
(Loop Flushing Valve)
Shown Here)
Left Side View (Side "2") Right Side View (Side "1")
P100102 E
Proper servicing of pumps and motors requires that ments. The following outlines show the locations of
pressure be measured and monitored at various the various gauge ports. The tables show the recom-
points in the hydraulic circuit. The Series 42 pump mended gauge size and the fitting size for each port.
has several locations at which to take these measure- Refer to this page when installing pressure gauges.
Left Side View (Side "2") Right Side View (Side "1")
P100103 E
System
Pressure
Port A
Case Drain Charge Pump
Port L1 Inlet Port S
System Pressure
Gauge Port M1
Left Side View (Side "2") Right Side View (Side "1") P100104 E
To Filter, Port D
(Pressure Filtration)
Charge Pressure
Gauge Port M3
(Full Flow Pressure Filtration)
Charge Pressure
Gauge Port M3
(Suction Filtration)
P100105 E
Servo Gage
Port M4
11/16 in Hex
27-47 Nm
(20-35 ft•lbf)
11/16 in Hex
System Ports 27-47 Nm
A and B (20-35 ft•lbf)
115 Nm (85 ft•lbf)
E100001 E
WARNING
The following procedure requires the vehicle /
machine to be disabled (wheels raised off the
Pump "Neutral"
ground, work function disconnected, etc.) while Adjustment Screw
performing the procedure in order to prevent
injury to the technician and bystanders.
IMPORTANT
If the pump is equipped with an MDC or EDC,
the CONTROL "neutral" adjustment MUST also
be performed before putting the pump into
service (see next section).
WARNING
The following procedure requires the vehicle /
machine to be disabled (wheels raised off the
ground, work function disconnected, etc.) while
performing the procedure in order to prevent
injury to the technician and bystanders.
3. Start the prime mover and operate at normal Control Neutral Adjustment Screw
speed. (EDC Control Shown)
4. Loosen the CONTROL "neutral" adjustment seal
lock nut (see drawing) [17 mm Hex] . Turn the
control "neutral" adjustment screw [5 mm Int.
Hex] until the servo piston pressure gauge read-
ings are as close to equal as possible.
5. Turn the adjustment screw clockwise until one of
the gauges registers an increase in pressure on
the servo piston. Note the position of the adjust-
ment screw.
Turn the screw counterclockwise until the other
gauge registers an increase in pressure on the
servo piston. Note the position of the adjustment
screw.
6. Turn the adjustment screw clockwise to a posi-
tion halfway between the positions noted above.
The servo piston pressure gauges should indi-
cate nearly equal pressures.
7. While holding the adjustment screw in position,
torque the seal lock nut [14-24 Nm (10-18 ft•lbf)].
8. Stop the prime mover and remove the pressure
gauges installed in gauge ports M4 and M5.
Reinstall the plugs in the gauge ports.
9. Reconnect the external control linkage (for MDC)
or control signal input (for EDC) to the pump.
Reconnect the work function.
CAUTION E100004 E
The control orifices are part of the control
gasket. Refer to the appropriate Service Parts MDC Control Module Assembly
List to determine the correct gasket.
WARNING
Failure to properly engage the link pin with the
control cam will result in incorrect control
operation, which may lead to loss of control of
the vehicle / machine.
F100201
Link Pin Into Cam Slot
CAUTION
The control orifices are part of the control
Control Retaining
gasket. Refer to the appropriate Service Parts Screws (note different sizes)
List to determine the correct gasket.
WARNING
Failure to properly engage the link pin with
control piston fork will result in incorrect con- E100006 E
trol operation, which may lead to loss of con-
trol of the vehicle / machine. EDC Control Module Assembly
4. Install and torque the control spool bore plug [41- Fork on summing link
must engage flats on
94 Nm (30-70 ft•lbf)]. Or install the control spool
Slot in "neutral" adjust link control spool
cover (with a new gasket) or plug, and torque the must engage groove in
screws [15-17 Nm (11-13 ft•lbf)]. adjusting screw E100008 E
5. Install the summing link. Hold the control spool in Servo Piston Linkage and Control Spool
position while engaging the fork on the summing (Internal Parts Shown with Housing Removed)
link with the flats on the spool. If necessary, rotate
the spool to engage the summing link.
6. Install a new control gasket. Hold the summing
link and control spool in position while reinstalling
the MDC or EDC (see section 4.4 or 4.5). Perform
Control Neutral Adjustment (section 4.3).
The Neutral Start Switch (NSS) prevents the engine NSS Cover
and pump from being started when the pump is out of NSS Control Nut
neutral. The NSS should be wired in series with the
NSS Cam
engine starting circuit. The switch contact is closed at
the control handle's neutral position and opens when
the control handle is rotated 1.5 to 2° from neutral.
The Backup Alarm Switch (BUA) outputs an elec- NSS Cavity
tronic signal when the control handle is in a reverse
position. This switch is normally wired in series with
an audio output. The switch contact is open until the NSS with
control handle is rotated 2.6 to 3.75° in the reverse Weatherpack
direction.
CAUTION
The control handle's neutral position must
NSS with Screw
agree with the pump's neutral position for the Terminals
NSS/BUA to work effectively (see section 4.3).
E100009 E
The Neutral Start / Backup Alarm Switch assembly
can be configured for three different settings. NSS Assembly on MDC
i. A Neutral Start Switch only.
ii. A Neutral Start Switch with Backup Alarm for
units where clockwise (CW) handle rotation re-
sults in "reverse" motion.
iii. A Neutral Start Switch with Backup Alarm for Control
units where counterclockwise (CCW) handle ro- Yolk Cam
tool. Dimensions are given at right. Top View of NSS Showing Cam Positions
35.0
1.250
.306 .354
2.000
Installation
Washer
1. Replace O-ring. Retaining Ring
2. Place spring and plunger inside of solenoid.
Solenoid
3. Attach spool (male notch) to plunger (female
notch).
O-Ring
4. Insert solenoid/spool assembly in solenoid over- Spring
ride bore. Plunger
5. Snap retaining ring over base of solenoid.
Spool
6. Place washer at base of solenoid.
7. Install housing and retaining nut [2-4 Nm (1.5-3.5
ft•lbf)].
E100011 E
the NFPH are located in the NFPH ports. Orifice Position of NFPH Ports
plugs may be cleaned or replaced.
Note: Future models may contain orifice plate
Control Solenoid
between module and pump housing.
Control Module
Removal and Installation of FNR and NFPE
Modules
1. Clean pump and module housings.
2. Remove four (4) screws retaining module to
housing [4 mm Int. Hex], and remove module Control Ports
from pump housing. Locator Pin
E100014 E
CAUTION
The relief valves are factory set and should not
be tampered with, except for replacing the
entire valve.
CAUTION
The conical springs MUST be correctly posi-
tioned on the check poppets or relief valves
after installation for proper pump operation. E100015 E
6. Inspect the seal carrier and the new seal for Shaft Seal Components
damage. Inspect the sealing area on the shaft for
rust, wear, or contamination. Polish the sealing
area on the shaft if necessary. O-Ring
Press Seal
to bottom of Seal Carrier
E100020 E
E100021 E
Shaft Components
Geroter
Cavity
Outlet Plug
(Charge Charge
Pump Defeat) Inlet
Charge Pump
Charge Pump Inlet Plug Inlet Plug
Charge Inlet
(For Wrench Sizes
and Torquing
See Filtration Section)
E100024 E
4.16 Filtration
Filtration of foreign matter from the hydraulic fluid is M3 Gauge Partial Flow
of primary importance. Dirt and foreign fluids within Port Plug Pressure
Filtration
the hydraulic circuit will greatly reduce the life of the
Full Flow
hydraulic equipment. Pressure
Filtration
Filter-Related Pump Hardware Filtration Plate
Retaining Screws
Filtration mechanisms for the Series 42 pump may
be before (suction filtration) or after (charge pressure Suction
Filtration
filtration) the charge pump. Sauer-Sundstrand pro-
vides a filtration adapter to provide for each type of
filtration configuration. If filtration is provided for
elsewhere in the hydraulic circuit, the pump will not
have a filtration adapter.
Pumps equipped with housings without filtration
adapters have an additional construction bore next to
the charge relief valve which is unused and plugged
[5/8 in Hex, 21-33 Nm (15-25 ft•lbf)]. When these
pumps are equipped with suction filtration, the exter-
nal charge inlet is plugged [5/16 in Int. Hex, 41-94 Nm
(30-70 ft•lbf)].
Pumps equipped with housings that include filtration
adapters have the appropriate adapter and gasket
fastened to the housing with screws [Torx T30, 16
Nm (12 ft•lbf)]. The position of the M3 gauge port [11/ Housing with
16 in Hex, 11-13 Nm (8-10 ft•lbf)] will vary depending Filtration Adapter
on filtration type.
Filter Specifications
Charge Inlet
The selection of a filter depends on a number of
Plug
factors including the contaminant ingression rate,
the generation of contaminants in the system, the Plug
Construction
required fluid cleanliness, and the desired mainte- Bore Plug
nance interval. A filter capable of controlling the fluid
cleanliness to ISO 4406 Class 18/13 or better is
recommended and may be located either on the inlet
(suction filtration) or discharge (charge pressure
filtration) side of the charge pump. E100025 E
Housing without
Filter capacity depends on desired maintenance Filtration Adapter (Suction Filtration Only)
levels. As a rough guide, a capacity in grams equal
to twice the charge flow in gpm or 1/2 charge flow in
l/min has been found to be satisfactory for many Filtration Type β-ratio
closed circuit systems. Closed Circuit Suction Filtration or
β10 ≥ 2
Open Circuit Return Line Filtration
Filter efficiency as measured by a "Beta" (β) ratio* Systems Sharing a Reservoir with
should be as in the table at right. β10 ≥ 10
Other Gears, Clutches, or Cylinders
See Sauer-Sundstrand publication BLN-9887 or Charge Pressure Filtration β10 ≥ 10
697581 and ATI-E 9201 for more information on
* Filter ßx-ratio is a measure of filter efficiency defined by ISO
filtration. 4572. It is defined as the ratio of the number of particles greater
than a given size (x) upstream of the filter to number of particles
greater than the same size downstream of the filter. The ßx-ratio
applies to a specific particle size, measured in microns.
CAUTION
Performance of the above procedure may ad-
just the position of the displacement limiter
somewhat.
WARNING
Care should be taken in adjusting displace-
ment limiters to avoid undesirable speed con-
ditions. The limiter screw must have full thread
engagement in the servo piston cover, and the
seal lock nut must be retorqued after every
adjustment to prevent unexpected changes in
operating conditions and external leakage dur-
ing unit operation.
Displacement Limiter – Right Side (Side "1")
1. Mount pump on test stand. (Exploded View, No Need to Remove Limiter or Nut)
2. Loosen displacement limiter seal lock nut [13 mm
Hex]. Do not remove.
Displacement Limiter
3. Adjust displacement limiter [4 mm Int. Hex]. Seal Lock Nut
Tighten the seal lock nut every time the pump
Displacement
is to be tested [20-26 Nm (15-19 ft•lbf)].
Limiter
One full turn of the displacement limiter adjust-
ment screw will change the displacement of the Servo Piston
Cover
pump approximately as follows.
F096
C020
C017
C018
C015
C005
C002
C003
C001
C015 F001
OR
C001
OR
C001
E100028
(F086)
(F086A)
(F043)
(F043A)
(F040)
(F042)
(F043)
(F043A)
(F040) OR
(F042)
F043
F043A OR K001
F040 OR K001
F042
K005
F091 K001A
K002
F091A K001B
F030 K001C K006
F030A K007
G043
F041
G042
G040 K008
G040A G043 K009
G041 G042 K010
G041
G040A
G040
OR
J005
J002
045A F062
G045 F061 J003
F063 H005
F060A
F060 H002
H003
OR F051 F0511
(F060A)
(F060) F0512
F0513
F0514
F0515
F050A
F050 (F091A)
F093
(F091)
OR F093A
F093
(F051)
(F050A) F093A
(F050) N002A
N002
E100029
L010
L010A
F020
F020A
G005
G010
(G075)
G015
G002 G020
(G021)
G022
G065
G075
G030 G023
F009
G001
M001
OR
(M001)
OR
(G001)
M005
M010A
G036
M010
(M005) OR
(M010A)
(M010) (G080)
G085
M020
M025
(G090)
(G036) (G080)
(G085)
E100030
D038 D039
D037
D081
D003
D003A
(D017)
D080 D082 D019
D016
D002 OR
OR
D056 D017
D040
D010
F035 D012
F035
F034 D081
D081
OR
D060
(F010)
F010
D090
D014
D015
D032A
E100031
D032
A10FM
A10FE
RDE 92172-01-R/08.01
ersetzt / replaces 06.99
HINWEIS NOTICE
Bezeichnungen, Beschreibungen und Darstellungen Specifications, descriptions and illustrative material shown
entsprechen dem Informationsstand zum Zeitpunkt der herein were as accurate as known at the time this
Drucklegung dieser Unterlage. publication was approved for printing.
Änderungen können den Service am Produkt beein- BRUENINGHAUS HYDROMATIK reserves the right to
flussen, Verpflichtungen entstehen uns daraus nicht. discontinue models or options at any time or to change
Methoden und Vorrichtungen sind Empfehlungen, für specifications, materials, or design without notice and
deren Resultat wir keine Haftung übernehmen können. without incurring obligation.
BRUENINGHAUS HYDROMATIK- Baugruppen, mit Anga- Optional equipment and accessories may add cost to the
be der Fabrik-Nr. bestellt, sind die Basis guter Reparatu- basic unit, and some options are available only in
ren. combination with certain models or other options.
Einstell- und Prüfarbeiten sind bei Betriebstemperatur auf For the available combinations refer to the relevant data
dem Teststand vorzunehmen. sheet for the basic unit and the desired option.
Schutz von Personen und Eigentum ist durch Vor- Adjustment and tests have to be carried out on the test
kehrungen sicherzustellen. bench under operating temperatures.
Sachkenntnis, die Voraussetzung für jede Service-arbeit, Protection of personnel and property has to be guar-
vermitteln wir in unseren Schulungskursen. anteed by appropriate measures.
Expert knowledge, the precondition of any service work,
can be obtained in our training courses.
2 Brueninghaus Hydromatik
724 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Schnittbild
16.4
Reparaturanleitung A10FM / A10 FE
Sectional view Repair Instructions A10FM / A10FE
A10FM
A10FE
Optional Option
Ausführung mit Spülventil Unit with flushing valve
für geschlossenen Kreislauf for closed circuit application
Achtung!
Nachfolgend Hinweise bei allen Reparaturarbeiten
an Hydraulikaggregaten beachten!
Attention!
Observe the following guidelines when carrying out repairs
on hydraulic units!
4 Brueninghaus Hydromatik
726 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Triebwelle abdichten
16.4
Reparaturanleitung A10FM / A10 FE
Sealing the drive shaft Repair Instructions A10FM / A10FE
2
1
2 1. Sicherungsring, 2. Wellendichtring
1
1. Circlip, 2. Shaft seal
Change the shaft seal and check its sliding surface (drive shaft)
and housing, grease the sealing ring.
Use a suitable pipe to mount the shaft seal ring, but don't
push it too deap. If the shaft ring touches the bearing ring
you will damage the seal ring.
7 Sicherungsring einsetzen.
6 Brueninghaus Hydromatik
728 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Triebwelle abdichten
16.4
Reparaturanleitung A10FM / A10 FE
Sealing the drive shaft Repair Instructions A10FM / A10FE
Hinweis! Note!
Die hier beschriebene Möglichkeit zum Wechsel der This discription showes how th change the drive shaft
Antriebswellen - Abdichtung stellt nicht die serienmäßi- sealing ring but it isn't the way of serial assembly.
ge Montage dar. Für sicheres Dichtungsverhalten ist eine The sealing ring is assembled together with the taper
Montage des Dichtringes zusammen mit dem Kegel- roller bearing from inside the motor housing normally to
rollenlager von innen her durch das Montagegehäuse get a secure sealing condition. If you decide to repair the
durchzuführen. Soll aus Gründen der Vereinfachung im motor in the shown way be very careful while handling
Reparaturfall die vorgehend beschriebene Vorgehens- so that the drive shaft wouldn't be damaged during
weise durchgeführt werden, so ist beim Ausbau der disassembly of the shaft sealing ring.
Dichtung besonders darauf zu achten, daß die Antriebs-
welle nicht beschädigt wird.
A10FM
8 Brueninghaus Hydromatik
730 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Motor demontieren
16.4
Reparaturanleitung A10FM / A10 FE
Disassemble the motor Repair Instructions A10FM / A10FE
A10FE
10
11 Demontageposition
Lage der Anschlußplatte zum
Gehäuse kennzeichnen.
Disassembly position
Mark the location of the connection plate
on the housing.
13 Anschlußplatte abheben.
Verteilerplatte
kann herunterfallen - festhalten.
Verteilerplatte abheben.
10 Brueninghaus Hydromatik
732 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Motor demontieren
16.4
Reparaturanleitung A10FM / A10 FE
Disassemble the motor Repair Instructions A10FM / A10FE
14 Verteilerplatte abheben.
12 Brueninghaus Hydromatik
734 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Motor demontieren
16.4
Reparaturanleitung A10FM / A10 FE
Disassemble the motor Repair Instructions A10FM / A10FE
23 Sicherungsring entfernen.
26 Sicherungsring demontieren.
Feder und Druckstifte ausbauen.
Remove circlip.
Remove spring and pressure pins.
27
14 Brueninghaus Hydromatik
736 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Überprüfungshinweise
16.4
Reparaturanleitung A10FM / A10 FE
Inspection hints Repair Instructions A10FM / A10FE
28 Kontrolle!
Lauffläche (1) keine Kratzer, keine Metalleinlagerungen,
kein Axialspiel (2), (Kolben nur satzweise tauschen).
Check!
Check to see that there are no scratches or metal deposits
on the sliding surface (1), and that there is no axial play (2),
(pistons must only be replaced as a set).
29 Kontrolle!
Zylinderbohrungen (1), Verzahnungen (2).
Check!
Cylinder bores (1), splines (2).
31 Kontrolle!
Zylindergleitfläche riefenfrei, nicht eingelaufen, keine
Einlagerungen, Steuerplatte nicht riefig (nur satzweise
austauschen).
Check!
Cylinder sliding surface free of grooves, no wear, no
embedded foreign particles. That there are no scratches
on the control plate. (Only replace them as a set).
32 Kontrolle!
Auflagefläche - Steuerplatte ohne Beschädigung.
Check!
Mounting surface - control plate undamaged
16 Brueninghaus Hydromatik
738 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Motor montieren
16.4
Reparaturanleitung A10FM / A10 FE
Motor assembly Repair Instructions A10FM / A10FE
37 Hubscheibe montieren.
40
42 Rotationsgruppe montieren!
Montagehilfe:
Mit O-Ring Kolben festhalten.
Assembly aid:
Hold the pistons by using an O-ring.
Assembly:
Hold the components in place with grease.
18 Brueninghaus Hydromatik
740 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Motor montieren
16.4
Reparaturanleitung A10FM / A10 FE
Motor assembly Repair Instructions A10FM / A10FE
44 Verteilerplatte montieren.
Montagehilfe: Fett
A10FM A10FE
46
1
2
2
1
20 Brueninghaus Hydromatik
742 BOMAG 008 911 49
RDE 92172-01-R/08.01
Vibration motor A10FM
Abstimmung- Lagerung / Hinweise
16.4
Reparaturanleitung A10FM / A10 FE
Bearing adjustment / Note Repair Instructions A10FM / A10FE
AA10FM Baureihe 50
AA10FM Series 50
0 .... 0,05 mm
Pos. 12
Achtung: Falsch eingestellte Qmin Anschläge können zu Attention: Wrong adjustments of stopper Qmin
überhöhten Drehzahlen bis hin zum Ausfall der Bauteile displacement increases the speed of the motor up to a
führen. possible failure of parts of the unit.
49 Plastikhammer
Soft hammer
50 Schleuder
...
Anziehdrehmomente /
Tightening torques
8,8 2,3 5,0 8,5 21 41 72 115 176 240 350 600 1220
Ma 10,9 3,2 7,2 12 29 58 100 165 250 350 490 840 1670
12,9 4,1 8,5 14,5 35 70 121 195 300 410 590 990 2000
22 Brueninghaus Hydromatik
744 BOMAG 008 911 49
16.5 MS/MSE 02 ..... 18
02 05 08 11 18
MS
MSE
Störungsbeseitigung
Trouble Shooting
Wartungsarbeiten
Maintenance
Reparaturen
Repairs
5767
Ersatzteile
Spare Parts
5763 5765
0549 5766 0545
5764
0550 0547
General information.
Allgemeine Information.
POCLAIN HYDRAULICS kann nicht für Vorfälle haftbar gemacht wer- POCLAIN HYDRAULICS designs products that are integrated by its
den, die auf die Anwendung der in diesem Dokument empfohlenen Ver- customers in the machines they design.
fahren zurückgehen.
POCLAIN HYDRAULICS ist nicht verantwortlich für die Konstruktion Subsequently POCLAIN HYDRAULICS disclaims liability for conse-
und die Betriebsbedingungen der Maschinen und Systeme, die mit PH- quences of improper integration of its products and of improper set-up
Produkten ausgestattet sind. Ebenso ist POCLAIN HYDRAULICS we- of adjustable devices. In the same way, POCLAIN HYDRAULICS may
der für die Folgen eines falschen Einbaus der Produkte noch für ein fal- not be liable for incomplete or improper operating and maintenance in-
sches Parametrieren einstellbarer Werte, noch für ungültige oder unvoll- structions provided to the end user by the machine manufacturer nor for
ständige Gebrauchs- und Wartungsanweisungen, die den Endverbrau- failures resulting from operations performed by any person using these
chern von den Maschinenherstellern zur Verfügung gestellt worden sind, suggested procedures.
verantwortlich. A re-certification of the machine may be required for every change in
Jegliche Änderung einstellbarer Parameter der PH Produkte kann eine set-up of adjustable devices.
Neuzulassung der Maschinen erforderlich machen.
Mit dem Ziel, den besten Service zu bieten, empfiehlt POCLAIN HY- In order to offer the best quality service, POCLAIN HYDRAULICS rec-
DRAULICS seinen Kunden, jede Anwendung von POCLAIN HY- ommends to its customers to have applications approved by POCLAIN
DRAULICS prüfen und freigeben zu lassen. HYDRAULICS.
Das Öffnen der Produkte führt zum Garantieverlust. Verwenden Sie nur Opening of products voids the warranty contract.
Original-Ersatzteile von POCLAIN HYDRAULICS. Die Montage von Use only POCLAIN HYDRAULICS genuine spare parts. Using parts
Teilen anderen Ursprungs könnte den Betrieb des Bauteils und des Sy- from different sources could reduce the performance of the product and
stems sowie die Sicherheit beeinträchtigen. pose a safety hazard..
Stets um die Verbesserung seiner Erzeugnisse bemüht, behält sich In accordance with its policy of continuous improvement, POCLAIN
POCLAIN HYDRAULICS das Recht vor, ohne vorherige Ankündigung HYDRAULICS reserves the right to modify the specifications of all
alle Änderungen vorzunehmen, die als nützlich für die in diesem Doku- products described herein without prior notice.
ment beschriebenen Produkte bewertet werden.
Dieses Dokument enthält Abschnitte auf deutsch und kursiv gedruckte Ab- This document contains sections written in German and sections
schnitte, die Übersetzung in englischer Sprache darstellen. printed in italics composing the English translation of the French sec-
Im Zweifelsfall ist die französische Version ausschlaggebend. tions. The French sections will be the reference in case of dispute.
Die Maße sind in metrischen Einheiten angegeben. Die Entsprechungen All measures are expressed in metric units. Converted values to other
in anderen Meßsystemen (vor allem angelsächsisch) werden zur Unter- systems (notably US and UK) are given for reference only.
richtung angegeben.
Die Abbildungen haben unverbindlichen Charakter. The illustrations for information only.
Inhaltsverzeichnis Contents
INHALTSVERZEICHNIS ............................................. 3 CONTENTS................................................................. 3
MS18-2-D11-F19-2A10-K000
B D
000143896J
C 40712
001
0349
Der Motor wird nicht ver- Den Antrieb der Pumpe und ih-
sorgt re Versorgung überprüfen
Kein Druckanstieg im Hochdruck-Begrenzungsventile
MOTOR DREHT SICH Kreis kontrollieren (Regler)
NICHT Zylinderblock und Ölverteiler
Interne Lecks zu groß
ersetzen
Die Bremse bleibt angezo- Den Steuerkreis der Bremse
gen kontrollieren
Trouble shooting
DAMAGE → IRON PARTICLES → DETECTION BY FILTERS → PREVENTION……
Einbau Installation
Die zum Ausbau angegebenen Arbeitsgänge in umge- Execute the removal operations in the reverse order.
kehrter Reihenfolge ausführen.
Für weitere Informationen beziehen Sie sich bitte auf Please refer to the following documentation brochures:
folgende Dokumente:
• INSTALLATION MS D/GB (ref: 800078173V) • INSTALLATION MS F/GB (ref: 677777844K)
• INSTALLATION CIRCUITS D/GB (ref: 677777853U) • INSTALLATION CIRCUITS F/GB (ref: . 677777831V)
• Stopfen (142) aus der Schutz- • Extract and release the plug 142
kappe (141) herausziehen. (142) from the brake cover (141).
6499
6556
• Mutter so weit anziehen, bis die • And tighten the nut until the
Welle frei dreht. motor shaft turns freely.
6555
Entsprechendes
Bremsen Brakes Kraft N Force [lbf] Equivalent torque [lbf.ft] Mutter Nut
Drehmoment Nm
F02-F04 18000 [4.000] 42 [30.9] M12
F05-F07 20000 [4.500] 47 [34.6] M12
F08 34000 [7.600] 110 [81.1] M16
F11 45000 [10.000] 140 [103] M16
F12 45000 [10.000] 140 [103] M16
F19 45000 [10.000] 140 [103] M16
Nach Bremslösung, einen neuen Stopfen After brake release, mount a new plug
! (142) einbauen. ! (142).
Bei fahrbaren Maschinen den Test auf ebenem For a rolling machine, make the test on a hori-
! Grund durchführen. ! zontal ground.
Bremssteuerdruck: mini 12 bar Pilot brake pressure : minimum 12 bar [174 PSI]
Maxi 30 bar. Maximum 30 bar [435 PSI]
• Sich vergewissern, daß der Bremsversorgungs- Make sure that the brake supply pressure is zero,
druck gleich Null ist,
• Die Bremse über die höchstgelegene Schraube • Purge the brake using the screw (112) located at
(112) entlüften, the highest level,
• Den Motor mit Maximaldruck beaufschlagen, • Supply the motor up to the setting pressure.
• Die Motorwelle darf sich nicht drehen, da andern- • The motor shaft must not turn, otherwise it is nec-
falls die Bremse ausgetauscht werden muß : essary to replace the brake :
Reparaturen. Repairs.
6500
6501
• Mit Hilfe des Dorns und Ab- • Using a mandrel and an ex-
ziehers (siehe Werkzeug Seite tractor (see tools page 36)
36) (fig 6502) (fig 6502)
• Mit Hilfe des Dorns und einer • Using a mandrel and a
Schraube Klasse 12.9 (siehe screw class 12.9 (see tools 6502
Werkzeug Seite 36) page 36)
• Mit Hilfe des Dorns und einer • Using a mandrel and a press
Presse (fig 6503). Die Kraft F (fig 6503). Respect the force F
beibehalten (siehe Schaubild (see table page 9)
Seite 9)
6503
!
se das Lagerteil nicht auf
den Gewindebolzen ab- ! not place the bearing
support on the studs.
stützen.
108
6508
6513
6511
Wiedereinbau. Reassembly.
Vor dem Wiedereinbau ist unbedingt Before reassembling, it is neces-
sicherzustellen, daß alle Teile, Nuten sary to ensure that all parts, the
und Dichtungs-Auflageflächen sauber surface condition of the piston seal
sind. contact surface and the grooves are
clean.
Es dürfen keine Rost-,
! Schmutz- oder Wasser-
All traces of rust, mud,
spuren vorhanden sein
! water must be removed.
6512
6509
6513
• Mit Hilfe des Dorns und Ab- • Using a mandrel and an ex-
ziehers (siehe Werkzeug Seite tractor (see tools page 36)
36) (fig 6502) (fig 6502)
• Mit Hilfe des Dorns und einer • Using a mandrel and a press
Presse (fig 6503). Die Kraft F (fig 6503). Respect the force F
einbehalten (siehe Schaubild (see table page 9) 6502
Seite 9)
Bei Verwendung der If you use the press do
!
Presse das Lagerteil
nicht auf den Gewinde- ! not place the bearing
support on the studs.
bolzen abstützen.
6503
• Sicherungsring (109) mit Hilfe • Install the snap ring (109) using
einer Zange für Innenringe gemäß internal snap ring pliers in line with
der bei der Demontage ange- the mark made during disassembly
brachten Kennzeichnung montie- . (see tools page 36)
ren: (siehe Werkzeuge Seite 36) 6504 6505
• Abzieher und Zange (fig • Extractor and pliers (fig 6504
6504 und 6505) and 6505)
• Presse und Zange (fig 6506 • Press and pliers (fig 6506
und 6507) and 6507)
6506 6507
6515
6516
!
der Außenrand des
Schutzkappe in die Nut ! edge of the cover is en-
gaged in the groove.
eingreift ist.
6517
6518
040
6519
042
6520
6521
6524
041
6525
071
6522
071
6523
041
6525
Den Nockenring anhand von zwei Center the cam using two screws 6526
einander gegenüberliegenden (042) diametrically opposite.
Schrauben (042) zentrieren.
6521
6527
042
6520
2055
Demontage Disassembly
154.a
6529
6530
154.b
2
6531
6532
154.c
6533
154.1
6534
6535
6536
Wiedereinbau Reassembly
154.2
6536
6535
6537
6538
6539
6532
154.c
6533
6532
154.b
2 6531
154.a
6530
Durchmesser D diameter
6529
Trommeldurchmesser (mm)
Bremsen Drum diameter [in] Total Spiel (mm)
Brake Total clearance [in]
nominal maximum
250 x 60 250 [9.84] 252 [9.92] 0.55 [0.02]
270 x 60 270 [10.63] 272 [10.70] 0.80 [0.03]
325 x 80 325 [12.79] 327 [12.87] 0.80 [0.03]
350 x 60 350 [13.78] 352 [13.85] 0.80 [0.03]
6528
Demontage Disassembly
Dazu die im Kapitel « Auswechseln Do operations described in chapter
des Lagerteils » unter « Demontage » "replacement of the bearing sup-
beschriebenen Arbeiten ausführen, port" section "disassembly" page 16
Seite 16
Wiedereinbau Reassembly
Dazu die im Kapitel « Auswechseln Do operations described in chapter
des Lagerteils » unter " Wiederein- "replacement of the bearing sup-
bau " beschriebenen Arbeiten ausfüh- port" section "reassembly" page 18.
ren, Seite 18. The angular position of the cam
Allerdings muß bei Motoren mit 2 must be respected on dual dis-
Schluckvolumen mit einem placement motors with a displace-
Schluckvolumenverhältnis über ment ratio different from 2.
oder unter 2 die Winkelposition be-
rücksichtigt werden. Example : Motor MS18 with dis-
Beispiel: Motor MS18, Schluckvolu- placement 1747-1049-698.
3
men 1747-1049-698 Small displacement : 698 cm
3
Kleines Schluckvolumen: 698 cm [42.59 cu.in] letter P
Buchstabe P 3
3
Medium displacement : 1049 cm
Mittleres Schluckvolumen: 1 049 cm [64.01 cu.in] letter M.
Buchstabe M The letter P or M must be located in
Die Buchstaben P oder M müssen the axis and towards the displace-
sich in der Achse befinden und in ment change spool, with the blind
Richtung des Schiebers für das hole towards the fixing of the cam
Wechseln des Schluckvolumens on the bearing support.
zeigen, auf der der Nockenring auf
dem Lagerteil befestigt ist.
M P
M P
MS08
MSE08
A R A R
MS18
MSE18
P M
M P
A R A
MS11
MSE11
P M 2035
Demontage Disassembly
6541
Wiedereinbau Reassembly
6542
6541
• Den Verteiler (047) durch An- • Separate the valving (047) from
heben an den Ausrichtungszapfen the cover (041) by levering at the
oder am Flansch vom Verteilerdek- indexing pins or at the flange.
kel (041) abmontieren.
2031
Wiedereinbau Reassembly
1135
• Die Federn (052) in ihr zuvor • Place the springs (052) in their
mit Fett gefülltes Gehäuse einset- housings, previously filled with
zen. grease.
• Die Dichtungsauflageflächen • Lubricate the faces of the seals
des Verteilers (047) fetten. of the valving (047).
• Den Verteiler(047) in den Ver- • Press the valving (047) into the
cover (041).
teilerdeckel (041) drücken
041
047 2031
041
R 047
L
053
6758
R A
053
3 2 2 7
047
R L 041
6757
R A
053
3 2 2 8
SE02 Motor :
SE02 motor : G/L Links D/R Rechts
G/L Left D/R Right
6 9 5 9
6959
S05 Motor :
S05 motor
G/L Links D/R Rechts
G/L Left D/R Right
053
6 9 4 8
6948
Demontage Disassembly
•
• Motor auf Lagerteil stellen • Place the motor on the bearing
(Muttern sind zum Schutz der Ge- support (fitted with nuts for studs
windebolzen aufgesetzt) protection)
• Schrauben (066) herausneh- • Remove the screws (066)
066
men.
6543
6544
6545
6546
Wiedereinbau Reassembly
6547
6548
6544
6543
6550
6551
• Sensor (161) mit dem Träger • Extract the sensor (161) with its
166
(166) abziehen support (166)
161
6552
Wiedereinbau Reassembly
6552
• Sensor (041) in die Bohrung • Push the sensor into the valving
des Verteilerdeckels bis zum Kon- cover (041) until it comes in contact
takt mit dem Zylinderblock (011) with the cylinders block (011),
schieben.
2064
1 5 ° m a x i
6558
6551
6550
6553
• Sechskantschlüssel für
Hex head wrench 13 17 19 22 24
Innensechskantschraube
• Drehmoment-Schlüssel FACOM J 250 A Torque wrench 6 à 30 N.m [4.4 to 22.1 lbf.ft]
• Drehmoment-Schlüssel FACOM S 250 A Torque wrench 50 à 240 N.m [35 to 175 lbf.ft]
• Drehmoment-Schlüssel FACOM K 250 A Torque wrench 160 à 800 N.m [120 à 600 lbf.ft]
Ø A
Ø B
• Montagewerkzeug
zum Anheben der • Mandrel for reassembling the
Schutzkappe oder zum brake cover or to compress the
F
E
G
Komprimieren der Tel- spring washer.
lerfeder.
Ø C
Ø D
0759
ØA ØB ØC ØD E F G
mm [inch] mm [inch] mm [inch] mm [inch] mm [inch] mm [inch] mm [inch]
F02
110 [4.3] 100 [4.0] 125 [4.9] 135 [5.3]
F03
F04 M12 50 [1.96] 10 [0.39] 20 [0.78]
F05 125 [4.92] 115 [4.52] 151 [5.94] 159 [6.25]
F07
F08
125 [4.92] 115 [4.52] 151 [5.94] 159 [6.25] 50 [1.96] 10 [0.39] 20 [0.78]
F09
F11
50 [1.96] 20 [0.78]
F12 M16
F18 190 [7.48] 180 [7.08] 205 [8.07] 215 [8.46] 10 [0.39]
F19 70 [2.75] 30 [1.18]
F21
Tube to immobi-
Ø 2 5
Ø 1 6
5 5
[2 .1 6 " ]
7 0 0
[2 7 .5 5 " ]
M 1 2 x 1 2 0 M 1 6 x 1 2 0
c l. 1 0 .9
H M 1 2 H M 1 6
Z 1 2 N
A = 2 0 0 A = 2 8 0 A
• Werkzeuge zur me- Tools for me-
F 0 2 F 1 1
chanischen Bremslö- chanical brake F 0 3 F 1 2
sung. release F 0 4 F 1 8
F 0 5 F 1 9 Ø 1 6 .5
F 0 7 F 2 1 [0 .6 4 ]
F 0 8
F 0 9
6 0 x 3 0 5 0 x 5
0987
Dichtungssatz
Seal kit 0988
0990
Dichtungssatz
Seal kit
0989
France
Deutschland Japan
POCLAIN HYDRAULICS GMBH POCLAIN HYDRAULICS KK
Bergstrasse 106 5-4-6 Kugenumashinme
64319 PFUNGSTADT FUJISAWA 251
DEUTSCHLAND JAPAN
Tel.: 49 6157 9474 0 Tel: 81 466 50 4400
Fax: 49 6157 9474 74 Fax: 81 466 50 4422
e-mail: info-deutschland@poclain-hydraulics.com e-mail: info-japan@poclain-hydraulics.com
Nederland USA
POCLAIN HYDRAULICS BENELUX BV POCLAIN HYDRAULICS INC.
Penningweg 32C 7900 Durand Avenue
4879 AM ETTEN-LEUR P.O. BOX 801
NEDERLAND STURTEVANT, WI 53177
USA
Tel.: 31 76 5021152 Tel.: 1 262 554 6739
Fax: 31 76 5012279 Fax: 1 262 554 4860
e-mail: info-netherlands@poclain-hydraulics.com e-mail: info-america@poclain-hydraulics.com
008 911 49
table of contents: BW 177..219 D−4/D−40
Blatt Nr.: Zeichnungsnummer
Funktionsgruppe function unit
sheet no.: drawing − no.
Wiring diagram
BOMAG
16.11.2005
001 001
Vogt Stromlaufplan 582 702 09
16.11.2005
17.1
923
circuit diagram 001
Seis
924
30 6:1
K30
9:2
15:54
17.1
2:10 K11 30
X1
X1:15E 2:10
17E
87 87a
1
X1:9
F13 1
X1:10
F105
30A
2 20A
X1:15A 2 K11/87 3:1
X1
X37:A
17A X1
S00 30 X1:30E
X36:B
X36:A
30 27E
B+
2:11 K35 1
2:16 F14 1 F39
15A 15A
4qmm
Startschalter 87a 87 2 2
starting switch 15 54 58 19 17 50a
X1 X1 X1:30A
15:54 27A
2:13 80 K32:86
X1 9:2
79 S120 11 23
30 F14:2
5:9
K114
X37:B 2:14 S01:21
X1:3 X1:4 5:9
nur ohne Sitzkontaktschalter
without switch seat−contact
V01
3:2 87a 87
Schalter Motordrehzl
2 1 K11:86 K05 X1:151
4:5
6:5
30(3)
main fuse
125mA
4:3
Hauptsicherung
K14 21 11 31 ?
heating−flange
K61 87 87a
Sicherung Heizflansch
3:5 86 1 K61 30 S01
87(4) 86
F48 2 F00 2 R10 2:5 22 12 32 ?
82 OHM K35
87 87a NOT−AUS
85 2 K05/87
125A
125A
1 1 3:2 85 Emerg.−Stop
X1:53
BOMAG
4:13 X1:152
K61/85
6:2 B+ X1 X1 X1 X1 30
X1:60 K22
X1 D+ MESX 2:5 7 8 58 59
1 4:9
G03 + G01 + X1 2x2.5qmm 87 87a
65 X38:A 2
125mA
50A / 10A
30 50 1 AW 54
86
AUX
86 86 86 Y01 2 + HW 1
167A
K09 Y13
B− W M01 K114 Y120
1 1 K36 K11 M
S30 W 1 70A/1A − 2
31−1
R19 85
X1:66 85 85 85 −
2 X1
X1 X1 55
62 63
Option
option
X1:168
31 31 3:1
2:8 4:4 10:7 2:18 2:16 2:13
Trennschalter Batterie
break switch battery
Heizflansch Batterie Batterie Generator Starter Startmehrmenge Hubmagnet Drehzahl Kraftstoffabschaltug
heating−flange battery battery generator starter start boost fuel sol. engine speed fuel shut off
16.05.2005
1 1
008 911 49
Wiring diagram
F24:2
4:10
4:19
GLÜH
2:10 K11:86 X1
008 911 49
52
2:13 K05/87 X1
78 X1
X1 28E
Wiring diagram
75
F23 1
10A
2 X1
X1 92
28A
X1:155 +
15/54
Lern
Test
OUT+
5 2 7 1 S03 −
−
in
Geschwindigkeitsanz.
X1
OUT−
14 24
A13
93
X1 X1
3 4 6 97 98
Anbau im Motorbereich
X1 X1 ZA Geschwindigkeitsanzeige
assembled in engine−area
101 102 option speedometer
Modul Heizflanschsteuerung
modul heating−flange−control
1
Taster Signalhorn
push but. warning horn
BOMAG
X1:171
K14
2
2
+
V21
V22
dir. X1:173
4.2A
4.2A
1
1
B60 DIR MESX 6:2
Relais Heizflansch
Nur bei BW 219 D−4 und D−40 USA Version, sonst Option
only at BW 219 D−4 and D−40 USA version, otherwise option
speed
relais heating−flange
B11 1 B11 1 SPEED MESX 6:2
Anbau im Motorbereich
assembled in engine−area
− X1:172
2 SPEED TAC
9:6
1 2 2
nicht bei D−40/BW211D−4 ohne SN1
not at D−40/BW211D−4 ohne SN1
B113
2
X1 X1 X1 X1
57 64 99 100 X1:174
2:20 31 31 4:1
16.11.2005
1 1 582 702 09
Vogt Motor−Heizflansch, Signalhorn, Geschwindigkeit−Anz.
16.11.2005
17.1
925
Seis engine heating−flange cont., warning horn, speedometer 003
926
3:20 K11/87 K11/87 5:1
Zentralstecker Sammelanzeige (Ansicht von hinten)
X1 X1:31E mainplug monitoring module (view from backside)
29E
17.1
9 8 7 6 5 4 3 2 1
1 1
F25 F24
10A 10A
2 2 X5:1−20
Sammelanzeige 201918 1716151413 121110
X1
X1:31A monitoring module
29A 6 Vorglühen
A15 GLÜH
F24:2 3:5
3:15 Warnbl.
7 BL−W
8:16
X1 15/54 Blinker rechts
20 FUEL 19 BL−R
HOURS 8:17
X1:156 86 OUT2 Blinker links
9 18 BL−L
F25:2 8:17
5:2 OUT1 Sitz
1 12 A68/6
5:9
Bel.
8 4
X12 X13 8:5
1 1 BEL 10 3
geöffnet in 0
Position (Bremse ein)
BR/BN 30 BR/BN
30 2 14 11 13 15 17 16 5
D+
K48 K26
GND
B13 B14
4:2 4:6
Bremse
5:9
5:9
Luftfilter
87a 87 87a 87
Tankanzeige
BL/BU SW/BK BL/BU SW/BK
Motoröldruck
Öltemperatur
Hydraulikölfilter
D+
Wasserabscheider
30 X1 X1 X1
B06:1
Kühlmittelfüllstand
K36 69 87 76
Initiator Farhebel"0
2:7
BOMAG
X1:147 K26/87A
S01 X1
K61/85
2:18 109 2:6
X1:61
12 SITZWARN.
K48/86 5:9 5:9 X1
X1:150 X1 X1
105
X1:148 X1:153 114 90 K48:87A X8 1 X8 2
6:2 4:3
X10
300mA
X1:113 BRAKE MESX 2 X21:1
Sensor
2.5A
125mA
X9 89 +
86 86 Y04 86 1 86 R03
K48 K05 1 K26 K22 P P _t P Q
H14+ + bl 4 4 B30 2 −
− P
H07
85 85 2 85 X9 85 X10 X21:2
2 3 X1:117 X1:57
125mA
125mA
X1:149 X1 X1:82 X1:117
X1:117 129 X1:117
3:20 31 31 5:1
Magnetventil Bremse Rückfahrwarnsummer Warnsummer Störung Tankgeber Luftfilter Motoröldruck Sensor Wasserabschei
solenoid valve brake buzzer back up alarm buzzer failure sender fuel
air cleaner engine oil pressure sens. water separator
Hydraulikölfilter Öltemperatur Kühlmittelstand
Resist. buzzer hydraulik oil cleaner oil temperature coolant stock level
16.11.2005
1 1
008 911 49
Wiring diagram
X1:32E
D+ F03 1
4:13
15A 2
008 911 49
B06:1
4:17 X1:32A
4:3 K48/86
2:20
only with switch seat−contact
Fahren
Öldruck
D+
F25:2 1 12 13 14 30 56
4:8
K04
31
A68 Modul Sitzschalter/Vibration
module seatswitch/vibration
S 56b
modul vibration
Modul Vibration
13 4 6 9 11 15 5
S42 1234 2
S42
1 5 7 3 S01:21
14 2:20 X1:158 X1:157
Fahrstufensch.
switch speed ranges K26/87A
Schalter Fahrstufen
2
1
B 1 X1:159
V09 X1 14
S13
88
23 13
A68/6 3 S35
S58
4:19 13
BOMAG
2
1
V05 X1:161 X1:160
V02 V03
2 1 1 2
GA MESX
6:2
Taster Vibration
pushbutton vibration
KA MESX 6:2
X1:141 X1:137 X1:142 X1:141
X1:116 X1:115
switch seat−contact
Sitzkontaktschalter
1.23A
1.23A
1.23A
X6 X7
Y31 Y30 Y31 X14 X11 1 1
1 1 1 1 Y07 Y08
3.33A
3.33A
A 2
9:7 KA
9:6 GA
a b
2 2 2 2
X6 X7
2 2
X1:124 X1:138 X1:124 X1:124
X1:149
X1:154
X1:149
X1:149
31
X1:118
4:20 31 6:1
16.11.2005
1 1 582 702 09
Vogt Fahrstufen, Sitzkontaktsch., Vibration
16.11.2005
17.1
927
Vogt speed−ranges, seat−switch, vibr. 005
928
Beschleunigungssensoren Beschleunigungssensoren Drucker Anzeige BMFSA Display Messtechnik BOP
acc. sensor front acc. sensor rear printer Display BMFSA display measurem. BOP
GND
30
17.1
2:20 30 8:1
Pot 30
K11/87
8:20 Pot 15
X4:C
X4:E
X4:D
P16
B62 B62 F1 F2
+/sw
+/sw
nur bei BEM
only at BEM
X74:3
X74:5
X74:4
2 X42:4 X42:5
X2:57 X1:34A P11
20g/br
20g/br
nur bei BTM prof
X48:3 X48:4 X49:3 X49:4
Pot. 15
Leistung
Elektronik
AGND MESX
RxD TxD
BOMAG
X44:1
X44:7
X44:5
X44:4
X44:31
X44:56
X44:57
X44:59
X44:60
X44:30
X44:58
X44:29
X44:27
X44:26
X44:28
X44:54
A83
Messtechnik−Rechner
X44:38
X44:15
X44:35
X44:14
X44:32
X44:36
X44:37
X44:38
X44:41
X44:53
X44:33
X44:55
X44:65
X44:66
X44:67
X44:68
GND
5:17
EVIB
KA MESX
GND
EVIB−Meter
EVIB−meter
nur bei BEM
only at BEM
16.11.2005
1 1
008 911 49
Wiring diagram
008 911 49
CAN3−
6:18
6:18 CAN3+
Wiring diagram
CAN3+ CAN3−
1 R242
120 OHM
X2:61 X2:62
R25
1 2
120 OHM
X4:N X4:M
X75:7 X75:2
A87
USB−CAN Schnittst.
USB−CAN Interface BCM
X2:70
BOMAG
X76:1 X4:G
X76:2
P15
X4:F
X2:63
BCM 05
nur bei BCM
only at BCM
6:20 31 31 8:1
16.11.2005
1 1 582 702 09
Vogt BOMAG Compaction Management BCM
16.11.2005
17.1
929
Seis BOMAG Compaction Management BCM 007
930
5:20 K11/87 K11/87 6:2
6:19 30 30
X1:18E X1:26E X1:19E X1:25E
X1:2
17.1
X1:301
Schalter StvZO 87 87a
switch, StvZO
13 23
012 31 11 23 Anschluß Arbeitsschein− L0R
werfer ohne StvZO L0R Schalter Blinker
S37
connection working head X1:21E X1:22E switch indicator
lights without StvZO 5 4 14 24
S15 F22 F19
32 12 24 15A 15A
Anschluß Arbeitsscheinwerfer
X1:21A E X1:22A D bei Kabine
Connection head lights
X1:306
X1:307
X1:302
9:17 A02
STV2
9:17
X1:23E X1:24E
K16 30 31 82 L R
8:9 F09 F10
15A 15A
87 87a X1:23A X1:24A
BOMAG
switch, working head lights
Schalter Arbeitsbeleuchtung
X1:308
X1:304
X1:303
13 23
01
01
S14
X1:311
X1:310
X1:319
X1:312
Anschluß Arbeitsschein−
werfer ohne StvZO
connection working head
X1:314
X1:84
Warnblinkschalter 14 24
6:2 switch, hazard light
X61:3 X1:320
X59:5
X60:3
X59:3
X58:5 X1:309
X58:3
X61:1 X1:322
X60:1 X1:321
X59:2
X58:2
0,125A
0,125A
E16 1 E17 1 E13 1 E12 1 E14 1 E15 1 E27 1 E28 1 E23 1 E25 1 4:19 E08 1 E09 1 E10 1 E11 1
+
2 2 86 2 2 2 2 86 2 2 2 2 H06 2 2 2 2
K06 K16
4,6A
4,6A
4,6A
4,6A
−
X61:2
X59:6
X58:6
X60:2
85 85
X3:1
X1:315 X58:6
X1:316 X59:6
X1:315 X58:6
X1:316 X59:6
4,6A
4,6A
0,42A
0,42A
0,42A
0,42A
1,75A
1,75A
1,75A
1,75A
X1:323 X60:4
X1:324 X61:4
X1:315
X1:316
X1:323
X1:324
7:20 9:1
31
8:10 Schlußleuchte links 8:2 Bel. Warnbinkschalter 31
Scheinwerfer links tail light, LH illumination, switch hazard light
head light LH Parkleuchte links Blinkleuchte VL Blinkleuchte HR
Anschluß Arbeitsscheinwerfer
Scheinwerfer rechts parking light, LH bei ROPS/SD Aufbau indicator front, LH indicator rear, RH
head light RH Parkleuchte rechts Blinkleuchte HL
parking light, RH Connection head lights indicator rear, LH
acc.to ROPS/SD
Schlußleuchte rechts Blinkleuchte VR
tail light, RH indicator front, RH
16.11.2005
1 1
008 911 49
Wiring diagram
008 911 49
8:13
87 87a E F
G H A B C
X3:3
F143 F42 F43 F44 F130 F41 F144
15A 10A 15A 15A 10A 10A 15A
7 8 1 2 3
5 6
Wiring diagram
F42 10:8
F130 9:9 F130 F130 10:7
9:14
A12
15
1,75A
0,83A
K141 30 1 B51 + + 30 01W 7 2 01W 7 2 1 S163 5 1 S38 5
+ + B51
01 01 E72
9:16 E29 E70
− − − − 1
87 87a 2 2 2 1
31 S21 5 4 S20 5 4
Radio
radio
Steckdose Fahrerst.
3,8A
3,8A
1 Tachographenmodul
2 4 6 A1 XS
Nachtleuchte
− 3:16 P09 +
indicator
X55:1
X56:1
X55:3
X56:3
12V 2 1
X55:4
X56:4
night illumination
SPEED TAC A16 1 B3 E27 1 E28 1 E23 1 E25
Kontrolleuchte
Innenleuchte
inside light, cabin
socket cabin
−
12V
Steckdose Kabine
+ 7,8,9 2 B4 2 2 2 2
A01 5 3 C3
A5+A6
S45 TK −
Heizung Heckscheibe
4 1
BOMAG
A51
Schalter Innenleuche
switches interior lights
3
5A
86 S86 + 3 2 5 + + S158 I 15 +
K32 E32
M05 M M04 M K141
M M
31
X3:16
X3:15
− −
3 min
85 − M07 − M06 4
KA
GA
2,9A
ZA
only at hand−rail/Rops/sun−roof
5:17
5:16
10:18
Relais Kabine Türkontaktschalter Frequenzmodul Tachograph KABINE 31
relais cabin door switch module, frequency tachograph Schalter Nachtleuchte
switch, night illumination
X3:1
X3:2
Schalterbel.
switch illum.
8:20 31 31 10:1
16.11.2005
1 1 582 702 09
Vogt ZA Kabine, Beleuchtung, Radio, Tachograph
16.11.2005
17.1
931
Seis opt. cabin, headlights, radio, tachograph 009
932
9:20 K32:87 9:19 F41:5
Potential 15 aus Kabine
9:17 F130 F42:H
9:4
F42 Potential 15 aus Kabine
9:9
17.1
2.5qmm
Bedienteil Kabinenheizung/Klimaanlage
1 2 3 12 11 13 14 16
X53:B X53:C control−unit cab−heater /air conditioning X54:4 X54:3 X54:2
0123 4 3 2 5 7 11 3 10 1
S44 A72
Steuergerät
control unit
6 11 12 1 Regel aus = 0,4A
S28
Schalter Kabinenlüfter
E30 Kleine Stufe = 0,67A
switch blower cabin X54:6 X54:11 X54:12 X54:1 Zusatzheizung mittleter Stufe = 1,0A
add. heater große Stufe = 1.9A
heater timer
X53:L
X53:H
X53:M
2:8
87 87a X1:167 5 9 10 6 8 7 4 15
2.5qmm
X1:169 X18:1
X3:9
X3:11
X3:10
X3:12
X19:1
B131
B103 1 1
_t
BOMAG
_t 2 2
Thermofühler Klimaanlage
X19:2
X20:1 X18:2
X17:1 X1:163
temperature sensor air conditioning
X17:3 X1:166
X17:2 X1:165
Thermofühler Heizung
temperature sensor heating unit
B104 4
P
HP X77:1
1A
LP 3
ge rt or ge rt or
Y138 1 1
X1:170 9:19
X20:4
X20:3
V06 Y14 KABINE 31
Überwachung Kühlmitteldruck
monitoring coolant pressure
M09 M M09 M
Kabinenlüfter 2 2
br br
X20:2
X77:2
Y15 1 2
X17:4 V04 X1:168
2 1
3,5A
X1:164
9:20 31 31
Vogt
1 1
008 911 49
Wiring diagram
E08 008 17 Blinkleuchte vorne links Indicator, front, lh. MAX. 1,75A
E09 008 18 Blinkleuchte hinten links Indicator, rear, lh. MAX. 1,75A
E10 008 19 Blinkleuchte vorne rechts Indicator, front, rh. MAX. 1,75A
E11 008 19 Blinkleuchte hinten rechts Indicator, rear, rh. MAX. 1,75A
E12 008 7 Parkleuchte links Parking light, lh. MAX. 0,42A
E13 008 6 Schlussleuchte links Tail light, lh. MAX. 0,42A
E14 008 7 Parkleuchte rechts Parking light, rh. MAX. 0,42A
E15 008 8 Schlussleuchte rechts Tail light, rh. MAX. 0,42A
component listing
E23 008 11 Arbeitsscheinwerfer vorne links Working head light, front, lh. MAX. 4,6A
E23 009 18 Arbeitsscheinwerfer vorne links Working head light, front, lh. 4,6A
E25 008 12 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. MAX. 4,6A
E25 009 19 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. 4,6A
E27 008 10 Arbeitsscheinwerfer hinten links Working head light, rear, lh. MAX. 4,6A
E27 009 17 Arbeitsscheinwerfer hinten links Working head light, rear, lh. 4,6A
E28 008 11 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. MAX. 4,6A
E28 009 17 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. 4,6A
E29 009 4 Innenleuchte Kabine Inside light, cabin 1,75A
E30 010 13 Heizgeraet Heating unit
E32 009 19 Kennleuchte Warning light 5A
E70 009 15 Nachtleuchte Night lamp 0,83A
E71 009 3 Kontrolleuchte Schalter Heckscheibenheizung indicator light switch rear screen 1,75A
E72 009 16 Beleuchtung Bedienschalter illum. Switches
F148 006 2 Sicherung Steuerung MESX (Potential 15) Fuse Controller (Pot. 15)
K48 004 2 Relais Fahrhebel 0−Stellung Relay, travel lever 0−position BOSCHW
K61 002 5 Relais Ladekontrolle Relay, charge control BOSCHW
K114 002 14 Relais Motordrehzahl Relay, engine rpm BOSCHW
K141 009 16 Relais Heckscheibenheizung relay, heating rear screen BOSCHW
Y01 002 12 Magnetventil Startmehrmenge Solenoid valve, start boost fuel MAX. 3.9A
Y04 004 5 Magnetventil Bremse Solenoid valve, brake MAX. 1,8A
Y07 005 14 Magnetventil Vibration vorne gross Solenoid valve, vibration, front, high MAX. 2,5A
6
Y08 005 16 Magnetventil Vibration vorne klein Solenoid valve, vibration, front, low MAX. 2,5A
Y13 002 18 Hubmagnet Motor Shut off solenoid, engine MAX. 3.8A
Y14 010 13 Kraftstoffpumpe Heizgeraet Fuel pump, heating unit
Y15 010 7 Magnetkupplung Klimakompressor Magnetic clutch, air conditioning compr. 3,5A
582 702 09
Y30 005 6 Magnetventil Stufenumschaltung vorn Solenoid valve, speed range sel., front MAX. 1,67A
Y31 005 3 Magnetventil Stufenumschaltung hinten Solenoid valve, speed range sel., rear MAX. 1,23A
Y31 005 8 Magnetventil Stufenumschaltung hinten Solenoid valve, speed range sel., rear MAX. 1,23A
Y120 002 16 Magnetventil Motordrehzahl hoch Solenoid valve, rpm engine high
Y138 010 10 Magnetveentil Heizung Solenoid valve, heating unit 3,5A
106
008 911 49
Wiring diagram
BOMAG
A02 R10 K05
K36 K22
K48
K61
A68 K114
K26
939
Gepr.: 19.10.2005 Ers. f.: Blatt Nr.: 201
Name: Seis
overview e-box BW 177...219 D-4/D-40 Replaces: Sheet No.: 201
Nur bei VM8
only acc. To VM8
940
F1 F2
CAN 1
17.1
BOMAG
CAN 1 OPUS 21
A83
Messtechnik Steuerung
CAN 3 BCM
008 911 49
Wiring diagram
1 05756417
2 05756421
3 2 x 05756425 "L" + 793-501
7 05756422
8 4 x 05756423 "L" + 05756419 + 793-501
32 05756435
33 05756417
1 05756417
9 05756537
10 4 x 05756538 "R" + 793-501
14 05756537
15 3 x 05756538 "R" + 793-501
18 05756537
19 3 x 05756540 "R" + 793-501
23 05756537
24 5 x 05756540 "R" + 793-501
29 05756537
30 2 x 05756538 "R" + 793-501
34 05756537
35 4 x 05756538 "R" + 793-501
39 05756537
40 4 x 05756540 "R" + 793-501
46 05756537
47 05756540 "R" + 793-501
48 05756535 "R" + 793-501
49 05756537
50 2 x 05756538 "R" + 793-501
52 05756537
53 4 x 05756540 "R" + 793-501
58 05756537
59 4 x 05756540 "R" + 793-501
63 05756537
64 05756540 "R" + 793-501
65 05756535 "R" + 793-501
66 05756537
67 05756540 "R" + 793-501
68 05756535 "R" + 793-501
69 05756537
70 05756538 "R" + 793-501
71 2 x 05756540 "R" + 793-501
74 05756537
75 05756417
1 05756417
5 05756537
6 05756538 "R" + 793-501
7 2 x 05756540 "R" + 793-501
10 05756537
11 2 x 05756540 "R" + 793-501
14 05756537
15 05756540 "R" + 793-501
16 05756538 "R" + 793-501
18 05756537
19 05756417
008 911 49
Wiring diagram
X5
X21
X11 X12
X59 X13
X58 X42
X20
X46 X14
X18 X77
X17 X6 X7
X22 X19 X4 X3
X8
X48 X49 X10
X36 X60
X37 X1 X61
X38 X2
X9
X44
BOMAG
X61
X77 X9
X21
X74 X75
X59
X76
X42 X11 X12 X8
X10
X46 X13
X56
X53
X20
X18
X5 X17 X14
X19 X55 X6 X7
X54
X58
X4 X3
X36 X1
X37 X44 X2
X38 X60
X48 X49
X22
955
Gepr.: 19.10.2005 Ers. f.: Blatt Nr.: 301
Name: Seis Connector overview BW 177...219 D-4/D-40 Replaces: Sheet No.: 301
17.1 Wiring diagram
Serial number for wiring diagram 582 702 29 not yet available at the printing deadline.
008 911 49
table of contents: BW 177..219 D−4/D−40
Blatt Nr.: Zeichnungsnummer
Funktionsgruppe function unit
sheet no.: drawing − no.
Wiring diagram
BOMAG
03.01.2007
001 001
Vogt Stromlaufplan 582 702 29
03.01.2007
17.2
959
circuit diagram 001
Seis
960
30 7:1
K30
10:2
15:54
17.2
2:10 K11 30
X1
X1:15E 2:10
17E
87 87a
1
X1:9
F13 1
X1:10
F105
30A
2 20A
X1:15A 2 K11/87 3:1
X1
X37:A
17A X1
X36:B
S00 30 X1:30E
X36:A
30 27E
B+
2:11 K35 1
2:16 F14 1 F39
15A 15A
4qmm
Startschalter 87a 87 2 2
starting switch 15 54 58 19 17 50a
X1 X1 X1:30A
15:54 27A
2:13 80 K32:86
X1 10:2
79 S120 11 23
30 F14:2
6:9
K114
nur ohne Sitzkontaktschalter
without switch seat−contact
Schalter Motordrehzl
2 1 K11:86 K05 X1:151
4:5
7:5
30(3)
main fuse
125mA
4:3
Hauptsicherung
K14 21 11 31 ?
heating−flange
K61 87 87a
Sicherung Heizflansch
3:5 86 1 K61 30 S01
87(4) 86
F48 2 F00 2 R10 2:5 22 12 32 ?
82 OHM K35
87 87a NOT−AUS
85 2 K05/87
125A
125A
1 1 3:2 85 Emerg.−Stop
X1:53
BOMAG
4:13 X1:152
K61/85
7:2 2:5 B+ X1 X1 X1 X1 30
X1:60 K22
X1 D+ MESX 7 8 58 59
1 4:9
G03 + G01 + X1 2x2.5qmm 87 87a
65 X38:A 2
81 54
125mA
50A / 10A
30 50 1
3.8A
86 AW
AUX
86 86 86 Y01 2 + HW 1
167A
K09 Y13
B− W M01 K114 Y120
1 1 K36 K11 M
S30 1 70A/1A − 2
31−1
R19 85
85 85 85 −
2 X1 X1 X1
Option
option
X1:66 X1:168
31 31 3:1
2:8 4:4 11:7 2:18 2:16 2:13
Trennschalter Batterie
break switch battery
Heizflansch Batterie Batterie Generator Starter Startmehrmenge Hubmagnet Drehzahl Kraftstoffabschaltug
heating−flange battery battery generator starter start boost fuel sol. engine speed fuel shut off
03.01.2007
1 1
008 911 49
Wiring diagram
4:19 X1 X1
GLÜH 28E 37E
2:10 K11:86 X1 1 1
008 911 49
F23 F124
52
10A 25A
2:13 K05/87 X1 2 2
X1 X1
78
28A 37A
X1
Wiring diagram
75
X1:155
13 23
5 2 7 1 S03
14 24
A13
X1 X1
3 4 6 97 98
Anbau im Motorbereich
X1 X1
assembled in engine−area
101 102
Modul Heizflanschsteuerung
modul heating−flange−control
1
Taster Signalhorn
X1:217
BOMAG
K14
2
2
V21
V22
4.2A
4.2A
1
1
Relais Heizflansch
Nur bei BW 219 D−4 und D−40 USA Version, sonst Option
only at BW 219 D−4 and D−40 USA version, otherwise option
relais heating−flange
B11 1 B11 1 1
Anbau im Motorbereich
R79
assembled in engine−area
2
1 2 2 2
nicht bei D−40/BW211D−4 ohne SN1
not at D−40/BW211D−4 ohne SN1
Option Winterpaket
option winter package
B113
2
X1 X1 X1 X1
57 64 99 100 X1:218
2:20 31 31 4:1
2:2
Kühlmitteltemperatur Signalhorn Signalhorn Kraftstoffvorwärmung
collant temperature warning horn warning horn fuel pre−heater
03.01.2007
1 1 582 702 29
Vogt Motor−Heizflansch, Signalhorn, Kraftstoffvorwärmung
03.01.2007
17.2
961
Seis engine heating−flange cont., warning horn, fuel pre−heater 003
962
3:20 K11/87 K11/87 6:1
Zentralstecker Sammelanzeige (Ansicht von hinten)
X1 X1:31E mainplug monitoring module (view from backside)
29E
17.2
9 8 7 6 5 4 3 2 1
1 1
F25 F24
10A 10A
2 2 X5:1−20
Sammelanzeige 201918 1716151413 121110
X1
X1:31A monitoring module
29A 6 Vorglühen
F24:2 GLÜH
F24:2 5:1 A15 3:5
Warnbl.
7 BL−W
9:16
X1 15/54 Blinker rechts
20 FUEL 19 BL−R
HOURS 9:17
X1:156 86 OUT2 Blinker links
9 18 BL−L
F25:2 9:17
6:2 OUT1 Sitz
1 12 A68/6
6:9
Bel.
8 4
X12 X13 9:5
1 1 BEL 10 3
geöffnet in 0
Position (Bremse ein)
BR/BN 30 BR/BN
30 2 14 11 13 15 17 16 5
D+
K48 K26
GND
B13 B14
4:2 4:6
Bremse
6:9
6:9
Luftfilter
87a 87 87a 87
Tankanzeige
BL/BU SW/BK BL/BU SW/BK
Motoröldruck
Öltemperatur
30
Hydraulikölfilter
D+
Wasserabscheider
K36 X1 X1 X1
B06:1
2:7
Kühlmittelfüllstand
69 87 76
Initiator Farhebel"0
87a 87
BOMAG
K48:87A 4:13 X1:147 K26/87A
K61/85
2:18 109 2:6
12 SITZWARN.
6:9
X1:61 B30:2
X1:150 X1 X1 X1
105
X1:153 114 90 K48:87A X8 1 X8 2
7:2 4:3
X10
300mA
X1:113 BRAKE MESX 2 X21:1
Sensor
2.5A
125mA
X9 89 +
86 86 Y04 86 1 86 R03
K48 K05 1 K26 K22 P P _t P Q
H14+ + bl 4 4 B30 2 −
− P
H07
85 85 2 85 X9 85 X10 X21:2
2 3 X1:117 X1:57
125mA
125mA
X1:149 X1 X1:82 X1:117
X1:117 129 X1:117
3:20 31 31 5:1
Magnetventil Bremse Rückfahrwarnsummer Warnsummer Störung Tankgeber Luftfilter Motoröldruck Sensor Wasserabschei
solenoid valve brake buzzer back up alarm buzzer failure sender fuel
air cleaner engine oil pressure sens. water separator
Hydraulikölfilter Öltemperatur Kühlmittelstand
hydraulik oil cleaner oil temperature coolant stock level
03.01.2007
1 1
008 911 49
Wiring diagram
X1:225
008 911 49
X1:187
Wiring diagram
br
X1
92
X22:1
X1:191
Voltmeter
volt meter
Drehzahlmesser
RPM meter
Hydrauliköltemperatur
hydraulic oil temperature
Kühlmitteltemperatur
collant temperature
gg
X1:189
+
+
15/54
Lern
Test
OUT+
+ + + + br
+ ws X22:4
P05 P04
P12 V P03 n P02 P14 B16 Modul Geschw. A05
modul speedometer
speedometer
−
− G − G − G − bei BW177 sw − X22:3 − −
Frequenzanzeige
frequency meter
in
bei BW213 bl
sw
Geschwindigkeitsanz.
X1:192 X1
OUT−
bei BW177 bl
bei BW213 sw
Aufnehmer Vibration
transducer vibration
93
X22:2
in X1:188
15/54
OUT+
OUT−
ZA Geschwindigkeitsanzeige
bl option speedometer
X1:70 X1:227 X1:226 A06 Elektronik
transducer
W
2:6 − 1 3 4
X1:223
BOMAG
X1:171
+
X1:173
1 BW 177−179 D−4/40 −−−− B60 dir. DIR MESX 7:2
B30:2
BW 177−179 DHC−4/DH−40 −−−−
R04 speed SPEED MESX 7:2
2 BW 211−216 D−4/40 PIN 1: −
X1:172
BW 213−214 DHC−4/DH−40 PIN 1: − − SPEED TAC 10:6
4:15
BW 216 DHC−4 PIN 3: +
BW 219 D−4 PIN 3: +
4:20 31 31 6:1
03.01.2007
1 1 582 702 29
Vogt Anzeigen
03.01.2007
17.2
963
Seis indicators 005
964
4:20 K11/87 K11/87 9:1
D+
4:13
B06:1 X1:32E
4:17
17.2
15A 2
X1:32A
F14:2
2:20
Nur mit Sitzkontaktschalter
only with switch seat−contact
Fahren
Öldruck
D+
F25:2 1 12 13 14 30 56
4:8
K04
31
A68 Modul Sitzschalter/Vibration
module seatswitch/vibration
S 56b
modul vibration
Modul Vibration
13 4 6 9 11 15 5
S42 1234 2
S42
1 5 7 3 S01:21
14 2:20 X1:158 X1:157
Fahrstufensch.
switch speed ranges K26/87A
Schalter Fahrstufen
2
1
B 1 X1:159
V09 X1 14
S13
88
23 13
A68/6 3 S35
S58
4:19 13
BOMAG
X1:143 X1:144 X1:162 X1:143 SITZWARN. 4
4:10 24 14
2
1
V05 X1:161 X1:160
V02 V03
2 1 1 2
GA MESX
7:2
KA MESX
Taster Vibration
pushbutton vibration
1.23A
1.23A
1.23A
X6 X7
Y31 Y30 Y30 Y31 X14 X11 1 1
1 1 1 1 Y07 Y08
3.33A
3.33A
A 2
10:7 KA
10:6 GA
a b
2 2 2 2
X6 X7
2 2
X1:124 X1:138 X1:124 X1:124
X1:149
X1:154
X1:149
X1:149
31
X1:118
5:20 31 7:1
03.01.2007
1 1
008 911 49
Wiring diagram
GND
2:20 30 30 9:1
Pot 30
K11/87
9:20 Pot 15
008 911 49
X2:66 X2:70 X2:47 X2:48 X2:49
X1:145 X42:1 X42:2 X42:3
X2:71
Wiring diagram
X4:C
X4:E
X4:D
P16
B62 B62 F1 F2
+/sw
+/sw
nur bei BEM
only at BEM
X74:3
X74:5
X74:4
2 X42:4 X42:5
X2:57 X1:34A P11
20g/br
20g/br
nur bei BTM prof
X48:3 X48:4 X49:3 X49:4
Pot. 15
Leistung
Elektronik
AGND MESX
RxD TxD
BOMAG
X44:1
X44:7
X44:5
X44:4
X44:31
X44:56
X44:57
X44:59
X44:60
X44:30
X44:58
X44:29
X44:27
X44:26
X44:28
X44:54
A83
Messtechnik−Rechner
X44:38
X44:15
X44:35
X44:14
X44:36
X44:37
X44:41
X44:25
X44:53
X44:33
X44:55
X44:65
X44:66
X44:67
X44:68
GPS
GND
GND
EVIB
31 31 8:1
6:20
EVIB−Meter
EVIB−meter
nur bei BEM
only at BEM
03.01.2007
1 1 582 702 29
Vogt ZA Messtechnik
03.01.2007
17.2
965
Seis option measurement equipm. 007
966
17.2
F148:2
7:2
CAN3−
7:18
7:18 CAN3+
CAN3+ CAN3−
1 R242
60 OHM
X2:61 X2:62
X4:N X4:M
X75:7 X75:2
A87
USB−CAN Schnittst.
USB−CAN Interface BCM
BOMAG
X2:70
X76:1 X4:G
X76:2
P15
X4:F
X2:63
BCM 05
7:20 31 31 9:1
03.01.2007
1 1
008 911 49
Wiring diagram
008 911 49
30
X1:18A K06 X1:19A X1:25A
X1:26A
9:4 X1:305
X1:83
X1:301
Schalter StvZO 87 87a
switch, StvZO
Wiring diagram
13 23
012 31 11 23 Anschluß Arbeitsschein− L0R
werfer ohne StvZO L0R Schalter Blinker
S37
connection working head X1:21E X1:22E switch indicator
lights without StvZO 5 4 14 24
S15 F22 F19
32 12 24 15A 15A
Anschluß Arbeitsscheinwerfer
X1:21A E X1:22A D bei Kabine
Connection head lights
X1:306
X1:307
X1:302
10:17 A02
STV2
10:17
X1:23E X1:24E
K16 30 31 82 L R
9:9 F09 F10
15A 15A
87 87a X1:23A X1:24A
BOMAG
X1:308
X1:304
X1:303
13 23
01
01
X1:84 S14
X1:311
Anschluß Arbeitsschein−
werfer ohne StvZO
connection working head
BEL MESX Warnblinkschalter 14 24
7:8 switch, hazard light
X61:3 X1:320
X59:5 X1:310
X60:3 X1:319
X59:3 X1:312
X58:5 X1:309
X58:3
X61:1 X1:322
X60:1 X1:321
X59:2 X1:314
X58:2
BL−W
0,125A
E16 1 E17 1 E13 1 E12 1 E14 1 E15 1 E27 1 E28 1 E23 1 E25 1 4:19 E08 1 E09 1 E10 1 E11 1
0,125A
+
2 2 86 2 2 2 2 86 2 2 2 2 H06 2 2 2 2
K06 K16
4,6A
4,6A
4,6A
4,6A
−
X61:2
X59:6
X58:6
X60:2
85 85
X3:1
X1:315 X58:6
X1:316 X59:6
X1:315 X58:6
X1:316 X59:6
4,6A
4,6A
0,42A
0,42A
0,42A
0,42A
1,75A
1,75A
1,75A
1,75A
X1:323 X60:4
X1:324 X61:4
X1:315
X1:316
X1:323
X1:324
8:20 10:1
31
9:10 Schlußleuchte links 9:2 Bel. Warnbinkschalter 31
Scheinwerfer links tail light, LH illumination, switch hazard light
head light LH Parkleuchte links Blinkleuchte VL Blinkleuchte HR
Anschluß Arbeitsscheinwerfer
Scheinwerfer rechts parking light, LH bei ROPS/SD Aufbau indicator front, LH indicator rear, RH
head light RH Parkleuchte rechts Blinkleuchte HL
parking light, RH Connection head lights indicator rear, LH
acc.to ROPS/SD
Schlußleuchte rechts Blinkleuchte VR
tail light, RH indicator front, RH
03.01.2007
1 1 582 702 29
Vogt ZA Beleuchtung und StvZO
03.01.2007
17.2
967
Seis opt. illumination and StvZO 009
968
F42:H 11:14 F41:5 11:14
X3:6
2:11 K30 2:11 K32:87 11:2
X3:7
17.2
X3:3
F143 F42 F43 F44 F130 F41 F144
15A 10A 15A 15A 10A 10A 15A
7 8 1 2 3
5 6
F42 11:8
F130 10:9 F130 F130 11:7
10:14
A12
15
1,75A
0,83A
K141 30 1 B51 + 30 01W 7 2 01W 7 2 1 S163 5 1 S38 5
+ + + B51
01 01 E72
10:16 E29 E70
− − − − 1
87 87a 2 2 2 1
31 S21 5 4 S20 5 4
Radio
radio
Steckdose Fahrerst.
3,8A
3,8A
1 Tachographenmodul
2 4 6 A1 XS
Nachtleuchte
− 5:17 P09 +
indicator
X55:1
X56:1
X55:3
X56:3
12V 2 1
X55:4
X56:4
night illumination
SPEED TAC A16 1 B3 E27 1 E28 1 E23 1 E25
Kontrolleuchte
Innenleuchte
inside light, cabin
socket cabin
−
12V
Steckdose Kabine
+ 7,8,9 2 B4 2 2 2 2
A01 5 3 C3
A5+A6
BOMAG
S45 TK −
Heizung Heckscheibe
4 1
Schalter Innenleuche
switches interior lights
3
5A
86 S86 + 3 2 5 + + S158 I 15 +
K32 E32
M05 M M04 M K141
M M
31
X3:16
X3:15
− −
3 min
− M07 − M06 4
KA
85
GA
2,9A
ZA
only at hand−rail/Rops/sun−roof
6:17
6:16
11:11
Relais Kabine Türkontaktschalter Frequenzmodul Tachograph KABINE 31
relais cabin door switch module, frequency tachograph Schalter Nachtleuchte
switch, night illumination
X3:1
X3:2
Schalterbel.
switch illum.
9:20 31 31 11:1
03.01.2007
1 1
008 911 49
Wiring diagram
008 911 49
Potential 15 aus Kabine
F42
10:9 Potential 30 aus Kabine
Wiring diagram
2.5qmm
Bedienteil Kabinenheizung/Klimaanlage
1 2 3 12 11 13 14 16
X53:B X53:C control−unit cab−heater /air conditioning X54:4 X54:3 X54:2
0123 4 3 2 5 7 11 3 10 1
S44 A72
Steuergerät
control unit
6 11 12 1 Regel aus = 0,4A
S28
Schalter Kabinenlüfter
E30 Kleine Stufe = 0,67A
switch blower cabin X54:6 X54:11 X54:12 X54:1 Zusatzheizung mittleter Stufe = 1,0A
add. heater große Stufe = 1.9A
heater timer
X53:L
X53:H
X53:M
2:8
87 87a X1:167 5 9 10 6 8 7 4 15
2.5qmm
X1:169 X18:1
X3:9
X3:11
X3:10
X3:12
X19:1
B131
B103 1 1 F97 1
_t 3A
_t 2 2
2
Thermofühler Klimaanlage
inline fuse
BOMAG
X19:2 Inline Sicherung
X20:1 X18:2
X17:1 X1:163
temperature sensor air conditioning
X17:3 X1:166
X17:2 X1:165
Thermofühler Heizung
temperature sensor heating unit
B104 4
P
HP X69:1 X77:1
1A
LP 3
ge rt or ge rt or +
Y138 1 1
X1:170 M17
X20:4
X20:3
V06 Y14
Überwachung Kühlmitteldruck
monitoring coolant pressure
M09 M M09 M
Kabinenlüfter 2 2
br br −
X20:2
X69:2 X77:2
Option
option
Y15 1 2
X17:4 V04 X1:168
2 1 10:19
3,5A
X1:164 KABINE 31
10:20 31 31 12:1
Frischluft Lüfter
blower fresch air
03.01.2007
1 1 582 702 29
Seis ZA Kabinenheizung, Klimaanlage, Zusatzheizung
03.01.2007
17.2
969
Seis opt. cabin−heater, air conditioning, add. heater 011
970
17.2
A67 1 2 3
Keyboard
keyboard
4 5 6
7 8 9
ANN 0 VAL
A66
Steuereinheit
control unit
BOMAG
+
H80
−
ZA
option
03.01.2007
1 1
008 911 49
Wiring diagram
E08 009 17 Blinkleuchte vorne links Indicator, front, lh. MAX. 1,75A
E09 009 18 Blinkleuchte hinten links Indicator, rear, lh. MAX. 1,75A
E10 009 19 Blinkleuchte vorne rechts Indicator, front, rh. MAX. 1,75A
E11 009 19 Blinkleuchte hinten rechts Indicator, rear, rh. MAX. 1,75A
E12 009 7 Parkleuchte links Parking light, lh. MAX. 0,42A
E13 009 6 Schlussleuchte links Tail light, lh. MAX. 0,42A
component listing
F84 007 5 Sicherung Steuerung (Klemme 54) Fuse, controller (Pin 54) 10A
F97 011 13 Sicherung Frischluftluefter fuse, blower fresh air 3A
FM4 007 11 Platinensicherung Multifuse
F105 002 16 Sicherung Motordrehzahl Fuse, motor speed 20A
582 702 29
F148 007 2 Sicherung Steuerung MESX (Potential 15) Fuse Controller (Pot. 15)
008 911
G01 49 002 4 Batterie BOMAG
Battery 103A 971
Name Bl. Pf. Benennung title TYP
17.2 G02
G03
002 5
002 3
Generator
Batterie
Generator
Battery Wiring
103A diagram
K16 009 9 Relais Scheinwerfer vorne Relay, head lights, front BOSCHW
K22 004 9 Relais Hubmagnet Motor Relay, shut off solenoid, engine BOSCHW
K26 004 6 Relais Rueckfahrwarneinrichtung Relay, back up alarm BOSCHW
K32 010 2 Relais Kabine Relay, cabin BOSCHW
K35 002 16 Relais Selbsthaltung Relay, holding contact BOSCHW
K36 002 7 Relais Bremskontrolle Relay, brake control BOSCHW
K48 004 2 Relais Fahrhebel 0−Stellung Relay, travel lever 0−position BOSCHW
K61 002 5 Relais Ladekontrolle Relay, charge control BOSCHW
K114 002 14 Relais Motordrehzahl Relay, engine rpm BOSCHW
K141 010 16 Relais Heckscheibenheizung relay, heating rear screen BOSCHW
17.2 X1:158
X1:159
X1:15A
006
006
002
13
16
10
WAGO,E−Kasten
WAGO,E−Kasten
WAGO,E−Kasten
WAGO,E−BOX
WAGO,E−BOX
WAGO,E−BOX
Wiring diagram
X1:15E 002 10 WAGO,E−Kasten WAGO,E−BOX
X1:160 006 16 WAGO,E−Kasten WAGO,E−BOX
X1:161 006 14 WAGO,E−Kasten WAGO,E−BOX
X1:162 006 7 WAGO,E−Kasten WAGO,E−BOX
X1:163 011 3 WAGO ZENTRALELEKTRIK WAGO E−BOX
X1:164 011 5 WAGO ZENTRALELEKTRIK WAGO E−BOX
X1:165 011 3 WAGO ZENTRALELEKTRIK WAGO E−BOX
X1:166 011 4 WAGO ZENTRALELEKTRIK WAGO E−BOX
X1:167 011 10 WAGO ZENTRALELEKTRIK WAGO E−BOX
X1:168 002 8 WAGO,E−Kasten WAGO,E−BOX
X1:168 011 10 WAGO ZENTRALELEKTRIK WAGO E−BOX
Seis
03.01.2007
Vogt
03.01.2007
17.2 X22:2
X22:3
X22:4
005
005
005
9
10
10
ST. VIBRATIONSAUFNEHM
ST. VIBRATIONSAUFNEHM
ST. VIBRATIONSAUFNEHM
connector vibration sensor
connector vibration sensor
connector vibration sensor
Wiring diagram
X36:A 002 4 EINSPEISUNG SCHALTKAS supply e−box
X36:B 002 4 EINSPEISUNG SCHALTKAS supply e−box
X37:A 002 10 ST. ZÜNDSCHLOß E−KAST connector ignition switch
X37:B 002 11 ST. ZÜNDSCHLOSS E−KAS connector ignition switch, e−box
X38:A 002 11 ST.STARTER E−KASTEN connector starter e−box
X42:1 007 18 STECKER ADAPTER BOP conector adapter BOP
X42:2 007 19 STECKER ADAPTER BOP conector adapter BOP
X42:3 007 19 STECKER ADAPTER BOP conector adapter BOP
X42:4 007 18 STECKER ADAPTER BOP conector adapter BOP
X42:5 007 18 STECKER ADAPTER BOP conector adapter BOP
X44:1 007 13 MESX STECKER MESX Stecker
Seis
03.01.2007
Vogt
03.01.2007
Y01 002 13 Magnetventil Startmehrmenge Solenoid valve, start boost fuel MAX. 3.9A
Y04 004 5 Magnetventil Bremse Solenoid valve, brake MAX. 1,8A
Y07 006 14 D*Prop. Ventil Vibration groß E*prop. Valve vibration high MAX. 2,5A
Y08 006 16 D*Prop. Ventil Vibration groß E*prop. Valve vibration high MAX. 2,5A
Y13 002 18 Hubmagnet Motor Shut off solenoid, engine MAX. 3.8A
Y14 011 15 Kraftstoffpumpe Heizgeraet Fuel pump, heating unit
Y15 011 7 Magnetkupplung Klimakompressor Magnetic clutch, air conditioning compr. 3,5A
Y30 006 4 Magnetventil Stufenumschaltung vorn Solenoid valve, speed range sel., front MAX. 1,67A
Y30 006 6 Magnetventil Stufenumschaltung vorn Solenoid valve, speed range sel., front MAX. 1,67A
Y31 006 3 Magnetventil Stufenumschaltung hinten Solenoid valve, speed range sel., rear MAX. 1,23A
Y31 006 8 Magnetventil Stufenumschaltung hinten Solenoid valve, speed range sel., rear MAX. 1,23A
component listing
Y120 002 16 Magnetventil Motordrehzahl hoch Solenoid valve, rpm engine high
Y138 011 10 Magnetveentil Heizung Solenoid valve, heating unit 3,5A
Bauteilliste
77
582 702 29
107
X38
X37
X36
BOMAG
Nur bei StvzO
only acc. To StvZO illumination
K36 K22
K48
K61
A68 K114
K26
008 911 49
Wiring diagram
only acc. if no seatswitch is assembled Name: Vogt Übersicht Schaltkasten BW 177...219 D-4/D-40 page: 1 from: 2
582 702 29
K04
Gepr.: 03.01.2007 Ers. f.: Blatt Nr.: 201
Name: Seis
overview e-box BW 177...219 D-4/D-40 Replaces: Sheet No.: 201
Nur bei VM8
only acc. To VM8
F1 F2
CAN 1
008 911 49
Wiring diagram
BOMAG
CAN 1 OPUS 21
A83
Messtechnik Steuerung
CAN 3 BCM
979
Gepr.: 03.01.2007 Ers. f.: Blatt Nr.: 201
Name: Seis
overview e-box door BW 177...219 D-4/D-40 Replaces: Sheet No.: 201
17.2 Wiring diagram
WAGO smart DESIGNER 4.1
1 057 564 17
2 057 564 21
3 2 x 057 564 25 "L" + 793-501
7 057 564 22
8 4 x 057 564 23 "L" + 057 564 19 + 793-501
32 057 564 35
33 057 564 17
1 057 564 17
9 057 565 37
10 4 x 057 565 38 "R" + 793-501
14 057 565 37
15 3 x 057 565 38 "R" + 793-501
18 057 565 37
19 3 x 057 565 40 "R" + 793-501
23 057 565 37
24 5 x 057 565 40 "R" + 793-501
29 057 565 37
30 2 x 057 565 38 "R" + 793-501
34 057 565 37
35 4 x 057 565 38 "R" + 793-501
39 057 565 37
40 4 x 057 565 40 "R" + 793-501
46 057 565 37
47 2 x 057 565 40 "R" + 793-501
49 057 565 37
50 057 565 40 "R" + 793-501
51 057 565 38 "R" + 793-501
52 057 565 37
53 4 x 057 565 40 "R" + 793-501
58 057 565 37
59 4 x 057 565 40 "R" + 793-501
63 057 565 37
64 057 565 40 "R" + 793-501
65 057 565 35 "R" + 793-501
66 057 565 37
67 057 565 40 "R" + 793-501
68 057 565 35 "R" + 793-501
69 057 565 37
70 057 565 38 "R" + 793-501
71 2 x 057 565 40 "R" + 793-501
74 057 565 37
75 4 x 057 565 40 "R" + 793-501
79 057 565 37
80 057 565 40 "R" + 793-501
81 057 565 39 "R" + 793-501
82 057 565 37
83 057 565 40 "R" + 793-501
84 2 x 057 565 38 "R" + 793-501
87 057 565 37
88 057 564 17
1 057 564 17
5 057 565 37
6 057 565 38 "R" + 793-501
7 2 x 057 565 40 "R" + 793-501
10 057 565 37
11 2 x 057 565 40 "R" + 793-501
14 057 565 37
15 057 565 40 "R" + 793-501
16 057 565 38 "R" + 793-501
18 057 565 37
19 057 564 21
20 057 564 25 "L" + 793-501
21 057 564 17
1 057 564 17
6 057 565 37
7 2 x 057 565 40 "R" + 793-501
15 057 565 37
16 057 564 17
X5
X21
X11 X12
X59 X13
X58 X42
X20
X69 X46 X14
X18 X77
X6 X7
X17
X22 X19 X4 X3
X67 X8
X48 X49 X10
X36 X60
X37 X1 X61
X38 X2
X9
X44
BOMAG
X61
X77 X9
X21
X74 X75
X59
X76
X67 X8
X42 X11 X12
X10
X46 X13
X56
X53
X20
X18
X5 X17 X14
X19 X55 X6 X7
X54
X69
X58
X4 X3
X36 X1
X37 X44 X2
X38 X60
X48 X49
X22
008 911 49
Wiring diagram