Bomag Refuse compactor BC 771 RB Service Training Manual 00809884 - PDF DOWNLOAD

Service Training

Refuse compactor BC 771 RB

008 098 84

Release 12/99

Service Training Contents

BC 771 RB

Foreword

A1

Documentation

A2

General

A4

Maintenance

B1

Maintenance table

B2

List of components BC 571/671/771 RB

B7

List of components BC 671/771 RS

B8

Technical data

B9

Cummins diesel engine

C1

General

C1

External engine parts

C4

Fuel pump side

C4

Exhaust side

C6

Turbo charger

C7

Fuel system

C8

Electronic engine speed control CENTRY

C9

Lubrication oil system

C 14

Coolant system

C 15

Air intake system

C 16

Exhaust system

C 17

Adjustment work

C 18

Adjusting valves and injection nozzles

C 18

Trouble shooting Cummins diesel engine

C 31

Travel system

D1

Hydraulic system

D1

Travel system (general description)

D2

Travel pump

D4

Connection overview of pump unit

D6

Pump control

D8

The closed circuit

D 16

Travel motor

D 19

Charge circuit filtration

D 22

Service Training

BC 771 RB

Return flow filter block

D 22

Trouble shooting travel system

D1

Working hydraulics

E1

Steering/working pump

E2

Steering

E4

Steering control

E5

Priority valve

E6

Load-Sensing

E6

Dozer blade control

E8

Dozer blade control

E7

Trouble shooting working hydraulics

E 11

Electric system

F1

General

F1

Table of potentials

F2

How to proceed in case of an electric fault

F2

Junction box (Roose box)

F3

Power supply

F5

Starting

F8

Plug X7

F9

Plug X8

F10

Engine plugs X17 and X18

F 11

Engine speed control MTA C370 Cummins

F 15

Indicators, monitoring

F 19

Brakes, emergency stop and speed range selector

F 23

Warning devices, lubrication system, seat adjustment and seat heating

F 27

Heating and ventilation

F 29

Protective ventilation, air conditioning

F 31

Steering and dozer blade control

F 33

Cabin

F 41

Service Training

BC 771 RB

Lubrication system

G1

System design

G1

Technical description

G2

Duty cycle

G2

Pause

G2

Test run

G3

Lubrication process

G3

Lubrication points

G3

Monitoring the function

G4

Indication of faults

G5

Description of parts

G8

Working principle of pump element

G9

The check valve

G 11

The pressure relief valve

G 11

Progressive distributor

G 12

Features of a progressive distributor

G 13

Description of function

G 13

Maintenance and testing

G 17

Trouble shooting lubrication system

G 20

Air Conditioning

H1

Physical principles

H1

The boiling point

H2

The refrigerant circuit

H3

Description of the BOMAG refuse compactor refrigerant circuit

H5

Description of components

H6

General indications for repair and maintenance work

H 16

Emptying the air condition system

H 16

Evacuating the air condition system

H 17

Filling the air condition system

H 17

Technical data

H 19

Service Training Foreword This training manual has been written for the refuse compactors BC 571/671/771 RB, a new development based on the well established refuse compactors BC 570/670 RB and for the new BC 671/771 RS, which are mainly based on the previous BC 670 RS. Between 1995 and 1998 approx. 100 machines BC 670 RB were built per year with various engine variants.

In the development of the BC 571/671/771 RB most information from the field was taken into account, leading to the improvement of many details of the machine (e.g. cabin, steering, electrics, high comfort level, etc.).

The new bucket version BC 671/771 RS is also based on the design principle of the BC 670, but shows considerable differences with respect to e.g. electrics, front frame and dozer blade.

We would obviously like to continue to increase the customer benefit in the future and ask you therefore to inform us about your ides and suggestions.

These training documents are not subjected to a permanent udating service. In case of a revision all major changes to the machine will be included.

The chapter “Documentation” contains information about further documents, which are available for this machine. The up-to-date operating instructions as well as the latest wiring and hydraulic diagrams are contained in this training manual.

BC 571/671/771 RB/RS

-A1-

Service Training Documentation The following documents are available for the refuse compactor BC 571/671/771 RB/RS:

1. Operating and maintenance instructions Catalogue-No.:

from serial-no.

in prep. *

101 570 62 1001 (571 RB Deutz)

008 163 10 *

101 570 72 1001 (571 RB Cummins)

008 163 50 *

101 570 32 1001 (671 RB Deutz)

008 163 50 *

101 570 35 1001 (671 RS Deutz)

008 163 50 *

101 570 42 1001 (671 RB Cummins)

008 163 50 *

101 570 45 1001 (671 RS Cummins)

008 163 50 *

101 570 52 1001 (771 RB)

008 163 50 *

101 570 55 1001 (771 RS)

to serial-no.

2. Spare parts catalogue Catalogue-No.:

from serial-no.

to serial-no.

008 160 33 *

101 570 62 1001 (571 RB Deutz)

101 570 62 1032

008 172 03 *

101 570 62 1033 (571 RB Deutz)

008 160 22 *

101 570 72 1001 (571 RB Cummins)

101 570 72 1025

008 160 08 *

101 570 32 1001 (671 RB Deutz)

101 570 32 1079

008 171 60 *

101 570 32 1080 (671 RB Deutz)

008 160 04 *

101 570 35 1001 (671 RS Deutz)

008 172 00 *

101 570 35 1018 (671 RS Deutz)

008 160 14 *

101 570 42 1001 (671 RB Cummins)

101 570 42 1058

008 163 05 *

101 570 45 1001 (671 RS Cummins)

101 570 45 1002

008 160 25 *

101 570 52 1001 (771 RB)

101 570 52 1108

008 172 01 *

101 570 52 1109 (771 RB)

008 163 07 *

101 570 55 1001 (771 RS )

008 172 02 *

101 570 55 1016 (771 RS)

BC 571/671/771 RB/RS

101 570 35 1017

101 570 55 1015

-A2-

Service Training 3. Wiring diagram Drawing-No.:

from serial-no.

570 700 17 *

RB-machines to 10/99

570 700 20 *

RB-machines from 10/99 to 9/00

570 700 22 *

RB-machines from Bj. 9/00

570 700 18.*

RS-machines to 10/99)

570 700 19 *

RS-machines from 10/99 to 9/00

570 700 21 *

RS-machines from Bj. 9/00

to serial-no.

4. Hydraulic diagram Drawing-No.:

from serial-no.

571 908 12 *

RB-machines

571 908 13 *

RS-machines

to serial-no.

5. Repair instructions Catalogue-No.:

Component

Part-no.:

008 195 27

Travel gear GFT102

059 013 02

008 200 00 008 912 19

Deutz BF6M 1015

008 914 02

Cummins M11

6. Service Information Remark: * These documents are part of the training manual

BC 571/671/771 RB/RS

-A3-

Service Training General The new BOMAG refuse compactors BC 571/671/771 RB/RS are mainly based on the design characteruistics of their predecessors, the refuse compactor models BC 570/670 RB. These refuse compactors were specially developed and designed for the extremely hard applications on sanitary landfill sites. High pushing and compaction power as well as extremely high traction are the most important criteria a refuse compactor must fulfill. THis is why the BOMAG refuse compactors were solely designed for this type of application and not developed from a wheel loader.

All components used in these machines are series products and are subjected to stringent quality inspections. This ensures a high level of reliability and safety.

As with many other products, BOMAG decided to equip these machines with the well established drive concept sonsisting of diesel engine (water cooled) and hydraostatic drives. The output power of the diesel engine is directly transferred to the compactor wheels via hydrostatic drives.

Each of the compactor wheels is driven by its own hydraulic motor with planetary drive. Each travel motor is supplied by an individual hydraulic pump. The travel system therefore works with four individual closed hydraulic circuits. This ensures that the wheels always have traction, even if one of the wheels should be without ground contact when driving on the rough terrain of a sanitary landfill site.

All refuse compactor models are equipped with a dozer blade (RB-versions) or a bucket (RS-versions) for distributing (dozer blade version) and loading or transporting (bucket version) of refuse.

BOMAG refuse compactors are equipped with polygonal disc wheels. The gaps between the polygonal discs are kept clean by scraper teeth. The specified penetration depth into the refuse is therefore always assured.

Together with the replaceable wheel caps the polygonal discs penetrate into the refuse and crush all bigger objects. This presses the rfefuse so that the spaces between the individual refuse components are reduced to a minimum. This increases the capacity of the sanitary landfill site and reduces the risk of fire and vermine.

During travel operation the polygonal disc wheels compact the refuse over a width of 1350 mm per wheel side. A compaction width of 5 m is therefore already achieved after 2 passes. A surface covering compaction with such a low number of passes saves time and increases the economy of the machine.

On a machine, which is solely used on sanitary landfill sites, the work place of the operator is of utmost importance. With this kind of environmental influences it is very important that the operator feels well during his work.

The new cabin of the refuse compactors BC 671 RB/RS is therefore very luxerious. The access to the cabin via the steps at the rear of the machine and the gangway along the engine compartment is perfectly designed and meets all safety standards. The canin itself is very spacious and clearly arranged.

The operator's seat is very comfortable and can be individually adjusted to each operator, even for his weight.

BC 571/671/771 RB/RS

-A4-

Service Training All control elements and gauges are arranged within the reach and the vision of the operator. The operator can use all control elements without having to take his hands off the steering wheel.

A monitoring board with light emitting diodes and clear pictograms informs the operator about any faults and malfunctions. He is therefore always informed about the present status of the machine.

The roof mounted air conditioning unit makes sure that the operator can always keep the cabin door closed, even during the hot summer period. The cabin temperature is very pleasant and there is a slight overpressure inside, which keeps unpleasant smells and dust out of the cabin.

The amply glazed cabin with windscreen wipers and washing system for front and rear windscreens orovides good vision to all sides.

Driving on the uneven surface of a sanitary landfill site demands a high safety level. The machine is therefore equipped as follows: • a strong ROPS/FOPS according to SAE standard • wear free service brake in form of four independet hydrostatic travel circuits • multi-disc brakes in the planetary drives as parking and emergency brakes • high safety against tipping over due to a very low center of gravity and the use of an articulated joint • operating safety due to the use of a monitoring board for all important machine data • automatic engine shut-down at too high coolant temperature, too low hydraulic oil level (when the lowest level is reached, the engine will be shut down after 20 seconds) and too low engine oil pressure.

Refuse compactors BC 571/671/771 RB/RS are well designed down to the last detail, for the use on sanitary landfill sites.

BC 571/671/771 RB/RS

-A5-

Service Training Maintenance Sanitary landfill compactors are heavy-duty machines, specially designed for the extremely tough applications on sanitary landfill sites. To be able to meet these demands the machine must always be ready to be loaded up to its limits. Apart from that, all safety installations must always be fully functional when working under the partly very dangerous conditions of a landfill site.

Thorough maintenance of the machine is therefore mandatory. This not only guarantees a remarkably higher functional safety, but also prolongs the lifetime of the machine and of important components.

The time required for thorough maintenance is only minor when being compared with the malfunctions and faults that may occur if these instructions are not observed.

The maintenance intervals are given in operating hours. It is quite obvious that with each maintenance interval all the work for shorter preceding intervals must also be performed. During the 2000 hour interval you must also perform the maintenance work for the 500 and 1000 hour intervals.

It should also be clear, that with the 2500 hours interval only the work for the 10, 250 and 500 hour intervals must be performed.

During maintenance work you must only use the fuels and lubricants mentioned in the table of fuels and lubricants (oils, fuels, grease etc.).

These training documents include an operation and maintenance manual. Please refer to these instructions for the individual maintenance intervals and the description of the individual maintenance tasks.

BC 671/771 RB/RS - Cummins

-B1-

Service Training

250 oper. hours

500 oper. hours

1000 oper. hours

2000 oper. hours

X

X

X

X

X

Check the coolant level

X

X

X

X

X

Drain the water from the water separator in the fuel system

X

X

X

X

X

Check the V-belt

X

X

X

X

X

Check the fuel level

X

X

X

X

X

Check the hydraulic oil level

X

X

X

X

X

Check the machine for damage and leaks

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

Maintenance work

Remark

Tighten all bolted connections on the machine

X

Change the oil in the splitter gear

X

Change the oil in the L+S planetary drives

X

Check the engine oil level

Dipstick mark

Grease joints and bearings on bucket

RS-machines only

Change engine oil and oil filter

at least every 6 months

Drain the engine oil condensation from the oil tank Check anti-freeze concentration and coolant additives Change the coolant filter

BC 671/771 RB/RS - Cummins

at least every 6 months

as required

10 oper. hours

Running-in inspect.

(50 oper. hours)

Maintenance table

-B2-

500 oper. hours

1000 oper. hours

2000 oper. hours

as required

Change the fuel filter

X

X

X

X

X

Service the air conditioning system (summer operation)

X

X

X

X

X

X

X

X

X

Check the oil level in the splitter gear

X

X

X

X

Check the oil level in the planetary drives

X

X

X

X

Check the engine mounts

X

X

X

X

Check and clean radiator and hydraulic oil cooler

X

X

X

X

X

X

X

X

Check, fill the central lubrication system

X

X

X

X

Grease door hinges and service doors

X

X

X

X

Check condition and tension of generator V-belt, replace the V-belt

X

X

X

X

Check, tension the V-belt for the refrigerant compressor

X

X

X

X

Check condition and tension of generator V-belt, replace the V-belt

X

X

X

X

Change fresh air filter and circulation air filter

X

X

X

X

X

X

X

Remark

Maintenance work

Check the fastening of the scrapers

Check condition of battery, check function of battery disconnect switch

Check, adjust the valve clearance, check the injection valves

BC 671/771 RB/RS - Cummins

628 Nm

Grease the poles

Inlet = 0,36 mm exhaust = 0.69 mm only every 1500 h

10 oper. hours

250 oper. hours

Running-in inspect.

(50 oper. hours)

Service Training

-B3-

2000 oper. hours

as required X

X

X

X

Check, clean the oil bath air filter for the cabin heater (diesel)

X

X

X

X

Oil change in planetary drives

X

X

X

X

Oil change in splitter gear

X

X

X

X

Change the hydraulic oil filter **

X

X

X

X

Check the coolant pump

X

X

X

X

Check fastening of engine/turbo charger/ combustion air hoses Change the fuel filter for the cabin heater

Diesel

500 oper. hours

X

Remark

250 oper. hours

X

Maintenance work

10 oper. hours

1000 oper. hours

Running-in inspect.

(50 oper. hours)

Service Training

Change the hydraulic oil

(at least every 2 years) HV 46 VI 150

X

X

X

Change the coolant

every 2 years or every 6000 h

X

X

X

Drain the fuel tank sludge

X

X

X

Check the condition of the articulated joint

X

X

X

Maintenance work to be performed every 6000 h in a special workshop

X

X

X

Servicing the combustion air filter

min. every 2 years, or when the control light lights up

X

X

Clean the condenser (air conditioning)

Summer operation

X

X

Adjust scrapers and edge cutters

X

X

Replace the wheel caps

X

X

Check the condition of the cutting blades, if necessary replace the cutting blades

X

BC 671/771 RB/RS - Cummins

-B4-

as required

2000 oper. hours

1000 oper. hours

Observe the tightening torques!

500 oper. hours

Tighten all bolted connections

250 oper. hours

Remark

10 oper. hours

Maintenance work

Running-in inspect.

(50 oper. hours)

Service Training

X

Check the preheating system, maintenance in case of frost

X

Fill the container for the windscreen washer system

X

Draining the fuel prefilter

X

Conservation

before longer downtimes

X

***Also after repairs in the hydraulic system

Special maintenance intervals: The heating system must be operated every month (even during the hot season) for approx. 10 minutes.

The air conditioning system must be operated every month (even during the hot season) for approx. 10 minutes.

Note: When changing filters use only the original filters specified in the operating and maintenance instructions for this machine. The installation of incorrect filters (e.g. insufficient pressure resistance) can lead to severe damage on engine or hydraulic components.

Attention!

After the installation of new or service exchange gears (splitter gear or planetary gears) the service intervals start from the beginning.

BC 671/771 RB/RS - Cummins

-B5-

Service Training List of components BC 571/671/771 RB

19

9

14 20

18

10

M

21

8

12

7 17

M 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 9

16 3 4

11 13

2

5 1

6 15

Diesel engine Splitter gear Travel pump right hand front Travel pump right hand rear Charge pump right hand side Travel pump left hand front Travel pump left hand rear Charge pump left hand side Working pump Control valve block, dozer blade electr. steering unit Steering cylinder right hand side Steering cylinder left hand side Dozer blade cylinder Central lubrication system Hydraulik - Rücklauffilter Hydraulic charge oil filter Engine oil filter Travel motor right front with planetary drive Priority valve (steering over dozer blade) Valve block (pre-tensioning valve) Control valve block, steering

BC 671/771 RB/RS - Cummins

-B6-

Service Training List of components BC 671/771 RS

19

9

14 20

18

10

M

Diesel engine

1

Splitter gear

2

Travel pump right hand front

3

Travel pump right hand rear

4

Charge pump right

5

Travel pump left hand front

6

Travel pump left hand rear

7

Charge pump left

8

Working pump

9

Valve block steering/bucket

10

Electric steering unit

11

Steering cylinder right

12

Steering cylinder left

13

Bucket tipping cylinder

14

Central lubrication system

15

Hydraulic return flow filter

16

Hydraulic charge oil filter

17

Engine oil filter

18

Travel motor right front with planetary drive

19

Bucket lift cylinder

BC 671/771 RB/RS - Cummins

2

8

12

7 17

M

16 3 4

11 13

2

5 1

6 15

-B7-

BOMAG Central Service

Seite 1 von 3

BOMAG Central Service - Technical data and adjustment values Status: 2001-06-21

Product type:

BC 771 RB

Type No.: Serial numbers from:

570 52 101 570 52 1001

Engine: Manufacturer: Type: Combustion principle: Cooling: Number of cylinders: Power acc. to ISO 9249: Power data at nominal speed of: Low idle speed: High idle speed: Spec. fuel consumption: Valve clearance, inlet: Valve clearance, outlet: Opening pressure, injection valves: Starter voltage: Starter power:

Cummins MTA 11-C370 4-stroke-Diesel Water 6 266 kW 2100 U/min 750+/-50 U/min 2100+/-10 U/min 210 g/kWh 0,36 mm 0,69 mm PT-System bar 24 V 6,6 kW

Travel pump: Manufacturer: Type, front: Type, rear: System: Max. displacement:

Hydromatik A4VG 71 DA A4VG 71 DG Axial piston-swash plate

71 cm3/U Max. flow ratio: 167,1 l/min High pressure limiation: 480-20 bar Pressure override: 430+10/-20 bar Charge pressure, high idle: 30+/-2* bar Control pressure, control start at speed: 6 bar @ 1150+/-50 U/min Absolute pressure at control start: 50 bar @ 1150+/-50 U/min Corresponds with engine speed: 1025+/-50 U/min Control pressure control end: 14 bar @ 1750 +/-75 U/min Absolute pressure at control end: 400 bar @ 1750+/-75 U/min Corresponds with engine speed : 1560+/-75 U/min

Travel motors: Manufacturer: Type: Number: System: Displacement stage 1:

Hydromatik A6VM 200 HA 2T 4 Axial piston-bent axle

Displacement stage 2:

70 cm3/U 240+/-5 bar 340+/-5 bar 7 l/min

Control start changeover: Regulating change-over: Perm leak oil quantity:

200 cm3/U

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21.06.01

BOMAG Central Service

Perm. leak oil quantity:

Seite 2 von 3

7 l/min

Wheel gear: Manufacturer: Type: Reduction ratio:

Lohmann+Stolterfoht GFT 102 56,24

Steering and working pump: Manufacturer: Type: System: Max. displacement: Max. dozer blade pressure: Max. steering pressure: Stand-By pressure:

Brüninghaus-Hydromatik A10V0 71 DFR Axial piston/swash plate 71 cm3/U 230 +10 bar 200 +10 bar 30 +/-2 bar

Steering control block: Manufacturer: Type:

Sauer-Danfoss PVG 32

Dozer blade control block: Manufacturer: Type:

Sauer-Danfoss PVG 32

Priority valve: Manufacturer: Type:

Sauer-Danfoss OLS 160

Pre-loading valve: Manufacturer: Type:

Sauer-Danfoss HIC

Steering transducer: Manufacturer: Type:

MFB 21-2-6-11B

Steering joystick: Manufacturer: Type:

Sauer-Danfoss PVRES

Filling capacities: Engine coolant: Engine oil: Hydraulic oil: Splitter gear: Planetary wheel drives: Central lubrication system: AC refrigerant: Compressor oil (filling the system):

44 l (50% Water, 50% Anti-freeze agent on Ethane-diol-basis + DCA 4) 36,6 l (SAE 15W-40, API CG-4) 350 l (HVLP 46 VI 150) 4,5 l (SAE 90 EP, API GL 5) 7 l (SAE 90 EP, API GL 5) 2 kg (lithium soaped high pressure grease) 1850 g (R 134a) 100 ml (PAG Öl)

Other details: Charge oil filter: Retrun flow filter:

12 micron 80 micron

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21.06.01

Service Training Diesel engine General The sanitary landfill compactors BC 771 RB/RS, for which these training manual was written, are powered by a CUMMINS diesel engine of series 11C. This automotive engine is characterized by the following features: • low weight and compact design • electronic engine speed control CENTRY • outstanding reliability and long lifetime • low specific fuel consumption • low noise development • low exhaust emissions • simple, but effective constructive design with simple installation characteristics.

The CUMMINS engine used in the sanitary landfill compactor has the designation MTA 11C 370.

Fig. 1 Cummins diesel engine

BC 771 RB

-C1-

Service Training The 6-cylinder four-stroke engine is water cooled and equipped with a turbo charger.

The combustion method with direct fuel injection enables the use of a less expensive casting for the cylinder head, highest possible utilization of fuel and minimum heat transfer to the coolant.

This in turn enables the use of more effective, quieter cooling fans and smaller, but more effective radiators.

The extremely economical fuel consumption was achieved by the following design measures: • small exhaust channels with minimum cooling, • specially shaped combustion chambers for direct injection engines ti improve the rate of efficiency, • excellent mixing of fuel and air due to the helical flow out of the intake channel, • alloyed pistons with combustion troughs and piston rod carriers, • specially formed exhaust manifold for effective utilization of exhaust pulses in the turbo charger.

The crankshaft is made of forged steel and has inductively hardened transition radii at the bearing journals and integrated counter weights. The crankshaft is designed for considerably higher loads.

Due to the use of modern design methods the number of individual engine elements could be considerably reduced. The relatively low number of parts per engine results in a lower problem frequency and therefore a higher reliability. Apart from that, the expenses for the storage of spare parts and maintenance activities can be reduced. In most cases O-rings are used as seals.

The water pump is a plug-type unit, which is installed at the front end of the cylinder block.

The oil pump is installed in a similar way in the front end of the cylinder block. It delivers the engine oil from the oil sump to the individual lubrication points.

Excellent emission values and high availability of engine power are achieved by the following features: • wet cylinder liners installed and support at half stroke height for noise reduction and avoidance of cavitation, • pistons with double ring carriers for high durability and long lifetime, • twin jet oil cooling nozzles for better piston cooling to prolong the lifetime and reduce the oil consumption • lubrication oil temperature control to assure immediate oil supply during starting and to maintain the optimal operating temperature during operation • lubrication oil system components avoiding the complete drainage of the lubrication oil circuit after stopping the engine, thereby assuring quick increase of oil pressure during starting

BC 771 RB

-C2-

Service Training • lubrication oil filtering system by means of combined main flow and auxiliary flow fine filter elements (5 micron), to reduce the wear on bearings and piston rings by more than 60%.

BC 771 RB

-C3-

Service Training External engine parts The following two illustrations show the exact positions of all important external engine parts, of filters and other important parts for customer service and maintenance.

Fuel pump side

15

1

2

3 4 5

14

7 8

13

6 9 11 12

10

Fig. 2 Fuel pump side CUMMINS M11 with CENTRY 1

Fuel line pressure sensor (RPS) B93

2

Fuel block

3

AFC sensor line

4

Engine speed sensor (ESS) B94 (on underside of flywheel housing)

5

6 A fuses

6

Hydro-mechanical STC-control piston (injection timing gear)

7

C5 plug X5

8

C6 plug X6

9

OEM C5 & C6 plug carrier

10

Diagnostic plug on engine side X9

BC 771 RB

-C4-

Service Training 11

CENTRY engine wiring harness

12

CENTRY fuel pump

13

CENTRY electronic control module (ECM) A48

14

Electronic fuel control valve (EFC) Y106

15

Fuel shut-off valve Y58

BC 771 RB

-C5-

Service Training Exhaust side 2

1

12

3 4

11

5

6

10

9 8

7

Fig. 3 Exhaust side 1

Coolant temperature sensor

2

Engine ventilation (coolant)

3

Fixed radiator cover

4

Fan sensor

5

Heate rreturn line

6

Compensation line from radiator

7

Coolant inlet

8

Oil drain plug

9

Prepared for oil sump heater

10

Engine braking oil supply

9

Prepared for oil sump heater

12

Heater supply

BC 771 RB

-C6-

Service Training Turbo charger The turbo charger is an essential factor for an increase in power and a better fuel economy.

A diesel engine can only draw in air with a weight proportional its displacement and speed. The fuel quantity that can be injected and therefore the engine power, is limited by the combustion air quantity an engine can draw in. To increase the power of an aspirating engine one would have to increase its displacement or its speed. A higher displacement would obviously require a bigger engine and a higher speeds would cause higher internal friction. Moreover, this solution would be in contrast to the general trend towards higher economy, lower fuel consumption and a longer lifetime of the engines.

If a diesel engine is equipped with a turbo charger, the engine will draw in air a density that is higher than under normal air pressure. By increasing the density of the intake air the characteristic of fuel combustion is considerably enhanced. With respect to utilization this leads to a better economy and/or the injection of a higher fuel quantity, which increases the power and the torque of the engine.

Function: The turbo charger consists of two main assembly groups – compressor and turbine. Turbine wheel and impeller are connected by a common shaft in the turbo charger housing. The turbine side of the turbo charger is connected with the exhaust manifold of the engine, whereas the compressor side is located in the air intake.

The flow of exhaust gas through the blades of the turbine wheel causes a high speed rotation of the turbine wheel. Since the compressor wheel is connected with the turbine wheel it will rotate at the same speed as the exhaust gas driven turbine wheel.

The blades on the compressor wheel are arranged to draw in air from the air filter, compress it and supply it under pressure to the engine air intake manifold. With this compression more air is pressed into the cylinder, which improves the combustion and the fuel consumption.

BC 771 RB

-C7-

Service Training Fuel system

6

7 5 4

8

10 9

11

1

3

2

Fig. 4 CENTRY fuel system 1

Fuel tank

2

Fuel filter

3

PT-fuel pump

4

Electronic fuel control valve EFC

5

Fuel shut-off valve

6

Fuel block (sensor bracket)

7

Line pressure sensor RPS

8

Pump-nozzle element

9

Hydro-mechanical timer STC

10

Air intake manifold

11

Air-fuel-control AFC

BC 771 RB

-C8-

Service Training Electronic engine speed control CENTRY

Fig. 5 CENTRY electrical system 1

Electronic throttle pedal

2

CENTRY computer unit ECM

3

Fuel control valve EFC

4

5A fuse

5

Fuel shut-off valve

6

Fuel line pressure sensor RPS

7

Push button, fault diagostics

9

Ignition/starter switch

10

Battery 24V

11

Engine ground

12

Diagnostic plug, engine side

13

Engine speed sensor ESS

14

Temperature switch, torque reduction

BC 771 RB

-C9-

Service Training In contrasts to the machine of types 571 and 671 the Cummins-engines of the sanitary landfill compactors BC 771 RB/RS are equipped with an electronic speed control (Cummins CENTRY).

The most important benefits of this system are: • shorter response times compared with mechanically controlled engines, i.e. the response times are up to 30% better. This improvement is achieved without increasing the acceleration fumes or the fuel consumption.

• electronic idle speed control, resulting in an 25% higher starting torque • no mechanical throttle control (light moving, maintenance free, less susceptible for faults) The CENTRY-injection system is based on the CUMMINS-PT-injection system (pump-nozzle system).

However, the fuel line pressure, which together with injection time and nozzle cross-section determines the speed, is not controlled mechanically, but by the CENTRY-system The essential components of the CENTRY-system for speed control are: • the computer unit ECM on the fuel pump. This unit processes input signals from: - the electronic throttle pedal - the engine speed sensor ESS on the flywheel - the fuel line pressure sensor (RPS) These input signals are processed to an output signal for the electronic fuel control valve EFC at the front of the PT-pump, where the signal is converted to the corresponding fuel line pressure.

The position of the throttle pedal determines the nominal engine speed value. The computer unit compares this nominal value with the actual speed value detected by the engine speed sensor. If the nominal value corresponds with the actual value, the signal to the fuel control valve will remain unchanged.

However, if the nominal speed deviates from the actual speed (e.g. when changing the throttle pedal position or high speed), the computer unit uses the current fuel line pressure to determine the necessary change in fuel line pressure to achieve the nominal speed value. The computer unit then sends a signal to the fuel control valve to increase the fuel line pressure and thereby the engine speed.

Additional torque reduction function If the operating temperature of the engine shows a tendency to raise, e.g. when the radiator is dirty and full load operation (>103 °C coolant temperature), the torque reduction switch will close and the torque will be reduced to 80%, over the complete engine speed range. This is also accomplished by regulating the fuel line pressure.

BC 771 RB

- C 10 -

Service Training Individual CENTRY components Fuel pump with EFC-valve The PT-pump is almost identical with the one on the M11-engine without CENTRY. However, the mechanical throttle shaft is fixed in fully open position. The engine speed regulation is accomplished by the engine speed control valve (EFC). The mechanical EFC-valve is fitted with a rotary control piston, which is turned by electric current. The signal from the computer unit ECM turns the rotary control piston and aligns its openings in such a way, that the appropriate fuel line pressure is established.

CENTRY computer unit ECM The computer unit contains a micro processor, a memory and the system drivers.

Fuel line pressure sensor RPS The fuel line pressure sensor is located in the fuel pressure line to the pump-nozzle unit. The sensor reports a voltage to the computer unit, which is proportional the fuel line pressure.

Engine speed sensor ESS The engine speed sensor has a double signal output. When a flywheel tooth moves past the sensor an alternating voltage is induced into the sensor windings. Even if one of the signals is lost the engine will work normal. However, in this case the fault warning light will light continually (no severe fault, see below).

Fuel shut-off valve Even though the fuel shut-off solenoid valve is wired via the CENTRY wiring harness, the shut-off valve is not actuated by the CENTRY-system, but via the ignition/starter switch (see chapter ”electrics” and wiring diagram).

Hydro-mechanical STC-control piston This timer is not electrically connected with the CENTRY-system, but is hydro-dynamically controlled via the fuel line pressure. When the engine is cold and under partial load the injection timing is adjusted to an earlier point.

BC 771 RB

- C 11 -

Service Training Air-fuel-control (AFC) The suction pressure in the intake manifold is reported to the fuel pump via the AFC-sensor line, whereby the charge air pressure is detected. The fuel line pressure is varied in dependence on the charge air pressure. The AFC thereby permits an increase in fuel pressure with increasing charge air pressure.

Diagnostic plug, engine side Here the fault memory can be read out using a special Cummins fault reader. However, actual faults can also be read via the fault indicator light (see below).

Indicator light and push button for fault diagnostic After switching the ignition on the indicator light comes on for approx. 3 seconds. This test function enables the operator to check the function of the fault indication system.

With the ignition switched on and the engine not started the indicator light will light permanently, if a less severe fault in the CENTRY-system has been detected.

With the ignition switched on and the engine running or not the indicator light will flash, if a severe fault, that must be rectified immediately, has been detected in the CENTRY-system.

Fault diagnostics For a fault diagnose the push button ”Fault diagnose” must be pressed for 1 – 2 seconds (the indicator light will light) and released again, with the ignition is switched on. After short pause the actual fault code will be indicated in form of a 3-digit flashing code: This flashing code consists of three numbers from 1 - 5 (e.g. 3 = 3x short flashes), which are each interrupted by a one second pause. The fault code is always repeated after a 2 second pause.

Example fault code 234: 2x short flashes 1 second pause 3x short flashes 1 second pause 4x short flashes 2 seconds pause The same flashing code will be repeated.

BC 771 RB

- C 12 -

Service Training If several faults are present, these can be called up individually by pressing the push button again (approx. 5 seconds) after the previous fault code.

Example: 1. actual fault code (e.g. 234) is displayed and repeated.

Press the push button for 5 seconds the next actual fault code (e.g. 121) is displayed and repeated.

Press the push button for 5 seconds etc.

Faults that had occurred, but have been rectified, will no longer be displayed. However, they can be read out with the special Cummins fault reader.

The number of different fault codes and their related causes is too big and the problem solutions are too complex to be presented here in a clear and sensible way.

In case of a fault report the detected fault code to the Central Service Department of BOMAG or to the Service Department of CUMMINS.

BC 771 RB

- C 13 -

Service Training Lubrication oil system

11

7 10 12 1

6 4

9 8

5

3 2

Fig. 6 Lubrication oil system 1

Oil pump

2

Pressure control valve

3

Oil return line to oil sump

4

Pressure relief valve

5

Oil return line to oil sump

6

Oil thermostat

7

Oil cooler

8

By-pass filter for oil return line

9

Combination oil filter

10

Filter by-pass valve

11

Auxiliary drive/compressor

12

Intermediate gears

BC 771 RB

- C 14 -

Service Training Coolant system

5

4 3

2

6 1

Fig. 7 Coolant system 1

Coolant inlet on water pump

2

Coolant to bottom manifold cavity

3

Coolant to block cavity of cylinder liner

4

Coolant to cylinder head

2

Coolant to top manifold cavity

6

Coolant from bottom manifold to oil cooler

BC 771 RB

- C 15 -

Service Training Air intake system

2

3

4 5

1

Fig. 8 Air intake system 1

Filtered intake air to turbo charger

2

Turbo charger to intercooler

3

Intercooler

4

Intake manifold

5

Intake valve channels

BC 771 RB

- C 16 -

Service Training Exhaust system

3

2

1

Fig. 9 Exhaust system 1

Exhaust valve channels

2

Exhaust manifold

3

Turbo charger exhaust outlet

BC 771 RB

- C 17 -

Service Training Adjustment procedures Adjusting valves and injection nozzles For an optimal performance of the engine all valves and injection nozzles must be correctly adjusted.

For this reason valves and injection nozzles must be checked and adjusted to the correct values at regular intervals. The following table contains adjustment values for engines with fixed timing.

Once an operating time of 1500 hours is reached or the engine has run for 6 months, valves and injection nozzles must be checked and adjusted during each maintenance interval.

All work on valves and injection nozzles must be performed when the engine is cold and at a stabilized coolant temperature of maximum 60 °C.

Fig. 10

BC 771 RB

- C 18 -

Service Training • Remove the crankcase ventilation tube from the crankcase ventilation outlet.

• Remove 16 screws, separators and spacers from the cover.

• Take the rocker arm cover with the gasket off.

Fig. 11 Each cylinder has three valve rocker arms: • The long rocker arm is the exhaust lever.

• The middle rocker arm is the injection lever.

• The short lever is the intake lever.

The following illustration shows the position of the rocker arms.

Fig. 12

BC 771 RB

- C 19 -

Service Training The crankshaft rotation is clockwise when looking at the engine from the front end.

The cylinders are numbered. The numbers start from the front engine cover.

The firing sequence is 1 - 5 - 3 - 6 - 2 - 4.

Fig. 13 On an engine with fixed timing, valves and injection nozzles of one cylinder are not adjusted at the same index mark on the auxiliary pulley.

Each index mark serves for the adjustment of two valves and one injection nozzle, before the auxiliary pulley is turned further to the next index mark.

For the adjustment of all valves and injection nozzles two complete crankshaft rotations are necessary.

Adjustment sequence for injection nozzles and valves Crank engine in sense of rotation

Cylinder Pulley position

Start continue continue continue continue continue

Injection nozzle A B C A B C

3 6 2 4 1 5

Valve 5 3 6 2 4 1

Firing sequence: 1 - 5 - 3 - 6 - 2 - 4

BC 771 RB

- C 20 -

Service Training Caution!

Do not turn the cooling fan with force, since this may damage the blades of the fan. Damaged cooling fan blades can cause premature failure of the cooling fan, injury and severe damage to the machine.

The valve adjustment marks are on the auxiliary drive pulley. The marks are aligned to the timing gear cover by means of a pointer.

Turn the crankshaft and the auxiliary drive pulley using a suitable spanner.

Fig. 14 The inspection and adjustment can be started at any of the valve marks. In the following example the adjustment starts at the valve mark ”A”. The valves of cylinder number five are closed and the injection nozzle of cylinder three is ready for adjustment.

BC 771 RB

- C 21 -

Service Training • Turn the auxiliary drive pulley in clockwise direction, until the pointer on the timing gear cover is in line with the valve mark ”A” on the auxiliary drive pulley.

Fig. 15 Once the ”A”-mark is in line with the pointer, the intake and exhaust valves of cylinder five must be closed. If these conditions are not met, the injection nozzle on cylinder four and the valves on cylinder two must be ready for adjustment.

The valves are closed if both rocker arms are loose and can be moved to both sides.

Fig. 16

BC 771 RB

- C 22 -

Service Training • Slacken the injection nozzle adjustment nut on cylinder number 3. Tighten the adjustment screw, until all play on the injection nozzle drive is eliminated.

• Tighten the adjustment screw for another complete turn, so that the connecting piece fits correctly.

Fig. 17 • Loosen the adjustment nozzle adjustment screw, until the lock washer for the injection nozzle spring contacts the stop screw.

Fig. 18 Caution!

Overtightening the injection nozzle adjustment screw will overload the injection nozzle drive and the injection cam on the camshaft. This can cause engine damage.

BC 771 RB

- C 23 -

Service Training • Tighten the adjustment screw with a torque wrench.

Nominal value: 0.1 to 0.7 Nm

Fig. 19 • Hold the adjustment screw in this position. Make sure the adjustment screw does not turn when tightening the nut.

Tightening torque: Without torque wrench adapter 61 Nm With torque wrench adapter 47 Nm

Fig. 20

BC 771 RB

- C 24 -

Service Training • Before turning the auxiliary drive pulley to the next valve adjustment mark adjust the valves in the sequence shown in the following table.

Adjustment sequence for injection nozzles and valves Crank engine in sense of rotation

Cylinder Pulley position

Injection nozzle A B C A B C

Start continue continue continue continue continue

3 6 2 4 1 5

Valve 5 3 6 2 4 1

Firing sequence: 1 - 5 - 3 - 6 - 2 - 4

• Choose a feeler gauge of appropriate thickness for the valve clearance.

Intake valve

0.36 mm

Exhaust valve

0.69 mm

• Insert the feeler gauge between top cross-head and rocker arm contact face.

Feeler gauges

Fig. 21

BC 771 RB

- C 25 -

Service Training • Tighten the adjustment screw, until a slight resistance can be felt on the feeler gauge.

Fig. 22 • Hold the adjustment screw in this position and tighten the counter nut without turning the adjustment screw.

Tightening torque: Without torque wrench adapter 61 Nm With torque wrench adapter 47 Nm

Fig. 23

BC 771 RB

- C 26 -

Service Training • After tightening the lock nut to the correct tightening torque make sure that the feeler gauge can be inserted into the gap between cross-head and rocker arm without any resistance.

Fig. 24 • Repeat the adjustment with an approx. 0.03 mm thicker feeler gauge. If this feeler gauge fits through the gap, the valve clearance is to big and needs to be adjusted.

Fig. 25

BC 771 RB

- C 27 -

Service Training • After adjusting the valve turn the auxiliary drive and align the valve mark on the auxiliary drive pulley with the pointer on the timing gear cover.

Fig. 26 • Adjust the corresponding injection nozzle and the corresponding valves. For this purpose observe the table with the adjustment sequence for injection nozzles and valves.

Adjustment sequence for injection nozzles and valves Crank engine in sense of rotation

Cylinder Pulley position

Start continue continue continue continue continue

Injection nozzle A B C A B C

3 6 2 4 1 5

Valve 5 3 6 2 4 1

Firing sequence: 1 - 5 - 3 - 6 - 2 - 4

• Repeat this procedure, until all injection nozzles and valves are adjusted.

• After completing all adjustments check the tightening torque of counter nuts and adjustment screws, tighten if necessary.

BC 771 RB

- C 28 -

Service Training • If the valve cover gasket was damaged during disassembly it must be replaced before attaching the valve cover.

Fig. 27 • Attach the valve cover to the rocker chamber.

• Insert 16 separators, spacers and screws into the valve cover.

Fig. 28

BC 771 RB

- C 29 -

Service Training • Tighten the screws in the following sequence.

Fig. 29 • Connect the hose to the crankcase ventilation opening.

Fig. 30

BC 771 RB

- C 30 -

Service Training Trouble shooting CUMMINS diesel engine The following section describes some problems, which may be encountered with the engine and measures, which should help to rectify these problems.

For exact trouble shooting the following points must be strictly observed: • Investigate the problem thoroughly before starting any action.

• Do the most simple and obvious things first.

• Find the general cause of the problem and rectify it.

The charts on the following pages of this chapter will help to diagnose specific engine problems.

Fault

Cause

Remedy

Generator does not charge the battery or charges insufficiently

The generator is loose

Check the V-belt tension

Battery cable or connection loose, brittle or corroded

Check battery cables and terminals

Batteries defective Generator V-belt pulley loose on shaft

Check the condition of the batteries Tighten the belt pulley

Crankcase pressure too high

Crankcase ventilation restricted

Check the vacuum in the ventilation line

Poor or no starting of engine – visible exhaust fumes

Incorrect starting

Refer to the operating instructions for starting

Engine drive elements are engaged

Disengage the engine drive elements

Starting aid required because of cold weather or malfunction

Check/repair the cold starting aid, replace if necessary Change the fuel filter

Fuel filter clogged Engine cranks but does not start (no exhaust fumes)

BC 771 RB

No fuel in the tank

Fill in fuel

Shut-off valve closed

Use the manual control, repair the fuel shut-off solenoid

- C 31 -

Service Training

Fault

Cause

Remedy

The engine does not turn or turns only slowly

Engine drive elements are engaged

Disengage the engine drive elements

Battery cable or connection loose, brittle or corroded

Check for wear. If necessary clean and tighten

Battery too weak

Check the acid level and the specific density. Charge/ replace the battery

Battery power too low

Use a battery with correct nominal power

Use of wrong oil for the type of application

Change oil and filter. Use recommended oil (15W-40).

Check the operation

Oil temperature too low

Install an oil sump heater or drain he oil from the engine and fill in warm oil

Battery temperature too low

Check the operation of the battery heater.

Observe the instructions of the manufacturer.

Engine drive elements are engaged

Disengage the engine drive elements

Air in the fuel system

Check the fuel system for leaks.

Tighten the fuel fittings. Tighten the filter. Check the fuel pipe in the tank

Fuel filter clogged or fuel with a too high viscosity, due to cold weather

Change the fuel filter. Use a fuel heater, if the ambient temperatures are too low

Vacuum in the fuel suction line

Check the fuel suction line for vacuum

The engine starts but stops again

Dirty fuel Run the engine from a spare tank and check the operation

BC 771 RB

- C 32 -

Service Training

Fault

Cause

Remedy

The engine does not stop

The manual fuel pump control is open

Make sure that the manual control screw is backed out as far as possible

The shut-off valve cover on the fuel pump is jammed

Check the operation of the fuel shut-off solenoid

Fuel tank ventilation blocked with dirt

Take the ventilation out, clean or change it

Vacuum in the fuel drain line

Check the fuel drain line for chafing, sharp bends or clamped sections

Engine runs by drawing in fumes into the intake socket

Investigate the cause for these fumes

Incorrect oil level

Check for leaks. Top up or drain off engine oil. Check the dipstick mark

Failure of the oil pressure sensor

Check the oil pressure sensor

Oil diluted with fuel

Change the oil, consult a workshop if the problem reoccurs

Incorrect oil

Change the oil and check the specification

Oil temperature too high (120 °C)

Refer to the chart ”to high coolant temperature”

Coolant level too high

Check the coolant level.

Observe the technical data of the manufacturer

Check all components in the coolant circuit for leaks

Tighten or replace if necessary

Incorrect radiator cap or poor fit

Check the radiator cap

Low lubrication oil pressure

Loss of coolant – externally

BC 771 RB

- C 33 -

Service Training

Fault

Cause

Remedy

Excessive coolant temperature – slow overheating

Coolant level too low

Check engine and radiator for external leaks, repair if necessary. Top up coolant

Damaged or blocked (dirt, insects, etc.) radiator fins (externally)

Check the radiator fins

Clogged, bent or leaking radiator hose

Check the hoses

Loose blower V-belt and/or water pump drive belt

Check the belt tension, tighten if necessary

Incorrect oil level

Top up or drain off engine oil

Damaged or missing cooling blower shroud. Damaged or missing air circulation deflector plates

Check shroud and/or deflector plates, repair, replace or install

Incorrect or missing radiator cap

Check the radiator cap

Too high concentration of antifreeze and/or other coolant additives

Use the right concentration

Coolant level too low

Top up coolant

Clogged, bent or leaking radiator hose

Check the hoses

Damaged cooling blower belt

Replace a damaged belt

Wrong or missing radiator cap.

Too low nominal pressure of cap

Check the radiator cap. Use the correct cap

Permanent operation at low ambient temperatures

Observe the notes for operation under cold conditions

Excessive coolant temperature – sudden overheating

Coolant temperature below the normal level

BC 771 RB

- C 34 -

Service Training

Fault

Cause

Remedy

Excessive exhaust smoke under load

Vacuum in the air intake system

Check the air intake system for vacuum

The turbo charger wheel is rubbing

Low engine output power

BC 771 RB

Check the turbo charger. Repair or replace if necessary

Leaks in the intake system between turbo charger and cylinder head

Check for air leaks.

Incorrect fuel specification

Use specified fuel

Vacuum in the fuel drain line

Check the fuel drain line for bends, chafing and squeezes

Too high load for nominal power

Reduce the load

Low performance because of the high altitude

Readjust the engine for operation at altitudes above 3.600 m

Vacuum in fuel suction line and in fuel filter

Check the fuel suction line for vacuum. Change the fuel filter

Lubrication oil level too high

Check dipstick marks and oil sump filling capacity

Incorrectly adjusted throttle shaft linkage

Check whether the throttle shaft linkage allows complete opening of the throttle shaft lever

Vacuum in intake and exhaust system

Check intake and exhaust systems for vacuum

Air in fuel - symptom: spongy acceleration

Check for air in the fuel. Tighten fuel fittings and filter, check the pipe in the fuel tank

- C 35 -

Service Training

Fault

Cause

Remedy

Low engine power (continued)

Vacuum in the fuel drain line or clogged fuel tank ventilation

Check the fuel drain line for chafing, bends or squeezing.

Remove the ventilation, clean or replace it

Poor fuel quality

Run the engine from a spare tank and check the operation

High intake air temperature (higher than 38 °C)

In case of warm weather guide fresh air to the turbo charger

Low intake air temperature (below 0 °C)

In case of cold weather use intake air from the engine compartment

High fuel temperature (higher than 70 °C)

The engine does not reach nominal speed under load

White exhaust smoke or irregular running(after warmup)

BC 771 RB

Fill the fuel tank; switch the fuel heater off. Highest fuel temperature: 70 °C

Load too high for nominal engine power

Avoid too high engine loads or drive in low gear

Engine rpm-meter not working correctly

Check the engine speed with a stroboscope light

Incorrect adjustment of the throttle shaft linkage

Check the full throttle movement

Vacuum in the fuel suction line

Check the fuel inlet for vacuum

Coolant temperature too low

Observe the notes on coolant temperatures at normal altitudes

Poor fuel quality

Run the engine from a spare tank and check the operation

Control incorrectly adjusted

Adjust valves and injection nozzles

- C 36 -

Service Training Hydraulic system Travel system as well as steering and dozer blade/bucket control on these machines are operated via hydraulic drives.

This guarantees an almost loss-free transfer of engine output power to compactor wheels, steering cylinders and dozer blade/bucket control.

The pumps for these hydraulic circuits are driven by the engine via a splitter gear and convert the mechanical energy provided by the engine into hydraulic energy.

Inside the motors or the cylinders for steering or dozer blade actuation this hydraulic energy is then converted back to mechanical energy.

Since the medium oil is used for this transfer of power, any losses in power are only of minor significance.

All hydraulic circuits are protected against contamination by charge oil filters and a hydraulic oil return flow filter.

Safety elements in pumps and hydraulic control units protect the hydraulic system and the drive engine against overloads and damage resulting from such excessive loads.

To ensure quick heating of the hydraulic oil up to operating temperature the return flow from the hydraulic system flows directly back to the hydraulic oil tank, until the operating temperature is reached.

When the oil temperature comes close to operating temperature a thermostat valve will start to open and guide the oil flow through the hydraulic oil cooler back to the tank.

This ensures that the operating temperature is quickly reached, particularly during the cold season, and that the hydraulic system can be operated without any risks.

BC 771 RB

-D1-

Service Training Travel system (general description)

Fig. 1 Schematic, front right hand travel circuit 1

Diesel engine

8

Speed range selector switch

2

Splitter gear

9

Solenoid valve, speed ranges

3.1

Travel pump, front right

10

Control piston

3,2

Travel pump, rear right

11

Travel motor

3.3

Charge pump, left

12

Planetary gear

4

Control piston

13

Solenoid valve, brake

5

Travel direction valve

14

Foot brake switch

6

Travel direction switch

15

Emergency stop

7

DA-control valve

16

throttle pedal

BC 771 RB

-D2-

Service Training The travel system of the sanitary landfill compactor BC 671 RB/RS works with four closed hydraulic circuits. Each of these circuits consists of a travel pump (variable displacement pump) and a travel motor (variable displacement motor). Always two travel pumps are joined together to a tandem unit.

Both tandem units are driven by the diesel engine via a splitter gear. This splitter gear (Lohmann + Stolterfoht) is flanged to the flywheel side of the engine.

All four pumps are simultaneously controlled by pilot pressure. The pilot oil needed to control the travel pumps is supplied by two charge pumps. The pump flow from the charge pumps is also used to feed the closed travel circuits and to compensate leak oil and flushing quantities.

The end of each tandem pump unit carries a charge pump. The charge pumps are gear pumps which are drive by through-shafts with the output speed of the splitter gear.

The charge pump draws the hydraulic oil out of the hydraulic oil tank and delivers it through a 12 µ fine filter to serve the individual functions (control of travel pumps, boost check valves). The charge oil flow from the left hand charge pump (when looking in travel direction forward) is additionally used to change the displacement of the travel motors and to open the multi-disc parking brakes in the planetary gears on the compactor wheels. All leak oil and flushing oil quantities are returned to the hydraulic oil tank through a central return flow filter block, a temperature controlled 3/2-way valve and the hydraulic oil cooler.

The travel pumps are equipped with all control and safety elements needed for operation in a closed hydraulic circuit, such as servo control unit, combined high pressure relief and boost check valves, charge pressure relief valve and pressure override valve. At this point it must be mentioned that each of the pumps is fitted with a pressure override valve.

All travel motors can be operated with two different displacements and therefore with two different travel speed ranges. The high speed range is used for quick displacement of the machine, whereas the slow speed range is used as working speed. Since the travel motors have the possibility to adjust themselves towards the slow travel speed range whenever demanded by the load, it is possible to operate the machine solely in high speed range. However, in such a case it must be noted that the motors will immediately change back to high speed range when the load is relieved (when pushing the refuse over the tipping edge).

All planetary gears are equipped with integrated multi-disc brakes.

These multi-disc brakes are opened by charge pressure and they close automatically when the charge pressure supply is interrupted. This can be accomplished by shutting the engine down, by a fault in the hydraulic system (travel system), by operating the foot brake or the emergency stop via one of the 4/2way valves.

BC 771 RB

-D3-

Service Training Travel pump The travel pumps are swash plate controlled HYDROMATIK axial piston pumps with variable displacement. Always one pump of series A4VG 71 DA (driven pump) and one pump of series A4VG 71 DG (dragged pump) are connected to a tandem unit. The end of each tandem pump unit carries a charge pump. The charge pump is a gear pump with fixed displacement.

2 to PS pump 2 a

b

PS

6

B

A

480 bar

4 1 4

430 bar

3 480 bar

5 X1

X3

X4

8

7 30 bar

A

B

X2

to X2 on pump 2 to X1 on pump 2

Fig. 2 Hydraulic diagram travel pump 1

Travel pump

2

4/3-way valve (travel direction)

3

Control piston

4

High pressure relief valves with boost check valves

5

Charge pressure relief valve

6

DA-control valve

7

Pressure override valve

8

Shuttle valve

The flow rate of the travel pump is determined by the displacement and the actual drive speed of the pump. It is proportional to drive speed and displacement. The possibility of the infinite swash plate

BC 771 RB

-D4-

Service Training adjustment enables an infinite alteration of the pump flow rate and therefore an infinite adjustment of the travel speed within the chosen travel speed range.

The pump is equipped with all control and safety elements needed for operation in a closed hydraulic circuit, such as • high pressure relief valves • boost check valves • Charge pressure relief valve • pressure override valve and • servo control .

Fig. 3 Cross-section of travel pump The spherical valve plate centres the cylinder block, which is tightly connected with the drive shaft, and avoids the appearance of unwanted transverse forces.

Belleville springs hold the complete drive section (valve plate, cylinder block, swash plate) together and eliminate appearing wear in axial direction immediately. Due to this design principle the pump has a very high rate of efficiency over the entire lifetime.

BC 771 RB

-D5-

Service Training Connection, pump unit

Fig. 4 Connections, tandem pump

BC 771 RB

-D6-

Service Training 1

Port A, high pressure reverse, driven pump

2

High pressure relief valves, driven pump

3

PS-line, pilot pressure supply to pressure override

4

Port A, high pressure reverse, dragged pump

5

High pressure relief valves, dragged pump

6

Port A, high pressure forward, dragged pump

7

Plug T2, dragged pump

8

Port B, high pressure forward, driven pump

9

Plug T2, driven pump

10

Plug A, solenoid valve forward

11

Port T1, leak oil to return flow filter, driven pump, with magnetic plug

12

Test port X1, control chamber reverse

13

Port T1, leak oil to return flow filter, driven pump, with magnetic plug

14

Test port G, charge pressure

15

Test port X2, pilot pressure forward

16

Port S, charge pressure from hydraulic oil filter

17

Plug b, solenoid valve reverse

18

Charge pressure relief valve, driven pump

19

DA-control valve

20

Pressure overrdie valve, driven pump

21

Test port B, high pressure forward, driven pump

22

Charge pressure relief valve, dragged pump

23

Pressure override valve, dragged pump

24

Test port MB, high pressure forward, dragged pump

25

Port S1, suction connection charge pump from tank

26

Port P, pressure port on charge pump

27

Test port MA, high pressure reverse, dragged pump

28

Test port MA, high pressure reverse, driven pump

BC 771 RB

-D7-

Service Training Pump control

Fig. 5 Travel pump control 1

DA-control valve

5

4/3-way valve (travel direction)

2

Charge pressure relief valve

6

Drain orifice

3

Pressure override

7

Inlet orifice

4

Control

8

Charge pump

A

High pressure port

B

High pressure port

BC 771 RB

-D8-

Service Training

Fig. 6 DA-control valve 1

Charge pump

12

Circlip

2

Circlip

13

Stud

3

Control tube

14

Control screw

4

Stepped piston

15

Locknut

5

Ring

16

Charge pressure valve

6

Circlip

17

Housing channel

7

Nut

18

Pilot pressure channel

8

Washer

19

Control edge

9

Pressure spring

20

Control edge

10

O-ring

21

Measuring orifice

11

Spring cup

22

Bore

BC 771 RB

-D9-

Service Training The pump is infinitely controlled with pilot pressure from neutral position to the desired flow direction and to the desired displacement.

The necessary hydraulic oil for the pump control is provided by the charge circuit of the respective tandem pump. The oil supplied by the charge pump flows to the DA-control valve.

At an engine speed between low idel speed and control start (for values refer to the technical data) the pump flow rate is so low, that almost all oil can flow through the inside of the control valve cartridge to the charge system for the travel pumps. The static pressure in front of the orifice (ø 7,9 mm) in the control valve cartridge is not yet high enough to be able to displace the inner spool against the spring force.

When raising the engine speed higher than the control start, the flow rate from the charge pump will also increase. This higher oil flow rate causes a far higher pressure drop at the orifice and pushes the inner spool against the spring. The movement of the spool opens four bores, which are arranged in a ring around the circumference of the spool, and connects them with the ¾-way solenoid valve on the pump control. The opening cross-section of these bores depends on the pressure drop at the inlet orifice on the control valve cartridge and therefore from the rotary speed of the engine. It increases with raising engine speed or with increasing oil flow.

At control end (for values refer to the technical data) the bores are fully open.

Since the bores have a considerable throttle effect even when they are fully open, the pilot pressure will never be higher than max. 14 bar.

At control start (bores are beginning to open) the static pressure is approx. 6 bar.

If the solenoid valve is now actuated to one of the two possible directions, the pilot pressure is high enough to actuate the pump slowly out of neutral position. The pump starts to deliver oil to the respective travel motor.

Raising the engine speed will also increase the oil flow from the charge pump, the bores around the control valve spool (orifice) will open further and the pilot pressure will gradually increase. The displacement increases and the pump delivers a larger oil volume to the motor per unit of time. The machine drives faster.

The rest of the oil flows through the DA-control valve to the charge pressure relief valves in the travel pumps. The setting of these valves (see technical data) determines the charge pressure.

BC 771 RB

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Service Training

Fig. 7 Arrangement of valves 1

DA-control valve

7

Inlet orifice

2

Charge pressure relief valve

8

Charge pump

3

High pressure relief valve

9

Travel pump

4

Pressure override

A

High pressure port

5

Travel direction valve

B

High pressure port

6

High pressure relief valve

The charge circuit is necessary for the compensation of leaks and flushing quantities in a closed hydraulic circuit and for controlling the pump.

BC 771 RB

- D 11 -

Service Training 11 10

7 8 6

9

5 4 3 2 13

1

12

Fig. 8 Pilot controlled high pressure relief valve 1

Valve sleeve

8

O-ring

2

Pressure spring

9

Pressure spring (high pressure)

3

Piston

10

Locknut

4

O-ring

11

Adjustment screw

5

Pilot valve

12

High pressure circuit

6

Valve body

13

Charge circuit

7

Valve body

The charge oil flow is now available at the boost check valves for the closed hydraulic circuit. The boost check valves are non-return valves, which are integrated in the high pressure relief valves. Their back is always loaded with the actual pressure in the closed circuit (high pressure or low pressure). Since the charge pressure is not able to open the boost check valve against the high pressure, fresh oil can only be fed in through the boost check valve in the low pressure side.

BC 771 RB

- D 12 -

Service Training

A2

2 Charge circuit

Low pressure side

A1 Fig. 9 High pressure relief valve, boost check valve function

Boost check valve function The charge oil (charge oil circuit) from the charge pressure relief valve acts on the ring area A1 of piston (3).

The piston is lifted off because the force (P x A1) is higher than the sum of spring force (2) and counteracting force (P x A2).

Charge oil can now flow into the low pressure side of the closed hydraulic circuit.

This ensures permanent filling of the closed circuit.

BC 771 RB

- D 13 -

Service Training

A2 Charge circuit Pressure relief

Pressure relief

A3 HPRV closed

High pressure side

HPRV open

Fig. 10 Valve positions High pressure relief valve High pressure relief valve closed: High pressure acts on area A3 and tries to lift the piston (3) of its seat. High pressure is guided through valve sleeve (1) to the back of piston (3). The effective area A2 is bigger than A3, the piston is therefore pressed down in its seat and selas the high pressure side to the charge pressure side.

High pressure relief valve opened: If the high pressure exceeds the value adjusted on pilot (5) with the high pressure spring (9), the pilot will open against the high pressure spring (9). Oil will now flow through valve sleeve (1) and pilot (5) to the charge pressure side.

This causes a pressure drop at piston (3) and the piston is lifted off its seat.

The connection between high pressure side and charge pressure side opens, whereby the high pressure value set by the high pressure spring (9) is maintained.

BC 771 RB

- D 14 -

Service Training 1

4

2

5

3 9

8

Fig. 11 Charge pressure relief valve 1

Plug

5

Pressure spring

2

Adjustment screw

8

O-ring

3

Valve piston

9

Collar nut

4

Spring cup

The charge oil coming from the DA-control valve enters the charge pressure relief valve through the charge oil channel and acts against area A1 on the valve cone.

If the force acting against the valve cone exceeds the force of the pressure spring, the valve cone will be lifted off its seat in the valve body and charge oil can flow into the housing channel.

BC 771 RB

- D 15 -

Service Training The closed circuit As soon as the swash plate inside the travel pump is displaced out of neutral position, the pump will start to deliver oil to the respective travel motor.

In dependence on the speed of the diesel engine the swash plate can be infinitely displaced out of neutral position up to maximum displacement position.

Immediately after the swash plate has been moved out of neutral the pressure in the hoses from pump to motor will increase. This pressure is higher than the pressure in the hose from the motor to the pump.

The pressure in the hose from pump to motor depends on the actual load condition of the motor. Under normal conditions this pressure may increase up to the setting of the pressure override (for pressure values refer to the technical data).

The high pressure relief valves protect the closed hydraulic circuit and the combustion engine against overloads (e.g. short pressure peaks). In such a case the valve on the high pressure side will open and relieve oil through the boost check valve into the low pressure side.

Since permanent responding of the high pressure relieve valves would cause extreme overheating of the hydraulic oil and quickly lead to serious damage, this system is protected by another kind of primary pressure limitation, the pressure override. Each of the travel pumps is equipped with a pressure override valve.

The high pressure in the system is permanently reported to the pressure override valve via a shuttle valve between both sides of the closed hydraulic travel circuit. The pressure override valve itself is connected with the pilot oil flow from the DA-control valve to the 4/3-way valve for the travel direction.

If the high pressure in the travel system increases up to the setting of the pressure override, this high pressure will push the valve spool in the pressure override against the pressure spring. This guides part of the pilot oil flow between DA-control valve and 4/3-way solenoid valve through the now open spool to the valve.

The pressure drop in the pilot oil supply redces the force acting on the control piston and the pump swashes back towards neutral. This reduces the pump displacement´, until the pump pressure is in accordance with the value adjusted with the pressure spring.

If the pressure drops below the setting of the pressure override, the pilot oil flow is opened again and the pump will return to the previously chosen displacement.

As a measure to avoid any reaction of the high pressure relief valves, the pressure override is adjusted to a lower value than the high pressure relief valves.

BC 771 RB

- D 16 -

Service Training

Pressure override valve in function

Fig. 12 Pressure override valve 1

Valve piston

8

Pressure spring

2

Bore

9

Adjustment screw

3

Valve seat

10

Pilot pressure channel

4

Piston

11

Housing channel

5

Valve bush

12

High pressure circuit

6

Control piston

13

High pressure circuit

7

Spring cup

14

Valve seat

The adjustment values can be found in the technical data in chapter ”Maintenance”. The minimum difference between high pressre relief valve and pressure override is 30 bar.

BC 771 RB

- D 17 -

Service Training Adjustment procedure: • Block the pressure override on the rear pump by turning the adjustment screw in.

• Adjust the pressure override on the front pump to the specified value (high pressure measurement on front pump!).

• Adjust the pressure overrdie on the rear pump (high pressure measurement on rear pump!).

Explanation: If the pressure override on one pump is not correctly adjusted (remains blocked), the high pressure in this circuit can raise up to the setting of the high pressure relief valves, because in such a case the pilot oil supply would not be cut off.

BC 771 RB

- D 18 -

Service Training Travel motor Each wheel of the sanitary landfill compactor is driven by a HYDROMATIK bent axle motor A6VM 200 HA 2T. These motors are designed with two different displacments an can therefore be operated in two different travel speed ranges.

Fig. 13 Travel motor Dthe motors are connected to the respective travel pumps via the high pressure ports A and B. The high pressure hydraulic oil flows through the respective high pressure port to the back of the working pistons.

Since these pistons are arranged under an angle to the output shaft, the pressurized pistons perform an axial movement, thereby generating the rotary movement of the connected output shaft.

Once a piston has passed through its dead centre (max. extension), the piston will change to the low pressure side. The continuing rotation presses the piston back into the cylinder. This forces the hydraulic oil from the cylinder chamber through the low pressure side back into the pump.

Charge pressure can be applied to the control unit on the travel motgor via a solenoid valve. This changes the angle between piston drum and output shaft.

In this context a large angle means high displacement. In low speed range the motor works with a high torque. With a small angle these conditions are exactly the other way round.

BC 771 RB

- D 19 -

Service Training When driving the refuse compactor in high speed range, he travel motors will automatically start to adjust towards high displacement once a certain pressure level is reached. At the same time the torque increases accordingly.

Function

A

G

X A1

F1 2

7

A2

F3

8

F2

4 1

6

3 5 T

B

Range 1

Control range

Range 2

Fig. 14 Hydraulic diagram travel motor 1

Motor

2

Non-return valve

3

Non-return valve

4

Pilot control piston

5

Pressure relief valve

6

Flushing valve

7

Planetary gear

8

Control piston

BC 771 RB

- D 20 -

Service Training 1. Motor works in speed range 1 If speed range 1 (slow) is selected, charge pressure is applied to port X. This pressure causes reversing of the pilot control piston (4) against the spring forces F2 and F3. The high pressure in A or B is guided through the corresponding non-return valve via the pilot control piston to the control piston area A2. High pressure is also applied to control piston area A1. The resulting force F1 (F1 = (A2-A1) x P) has the effect, that the motor changes to high displacement (max. torque and slowest speed).

2. Motor works in speed range 2 Pilot pressure below control start The high pressure in A or B is guided through the corresponding non-return valves to the pilot control piston. With pressures up to control start of the travel motors (pressure values see technical data) the adjustable spring force F3 of the control start spring is higher than the force applied by the pressure.

The connection to control piston area A2 is interrupted. High pressure is only applied to control piston area A1. In this case the control piston force F1 = A1 x P and holds the motor at the small swashing angle (min. torque and high speed).

Operating pressure within the control range With the automatic displacement control (high pressure dependent), the adjustment of the displacement (proportional swashing angle) is accomplished automatically in dependence on the operating pressure.

The control start is pre-set by the adjustment of spring force F3. Once the operating pressure reaches the adjusted value, pressure is also applied to control piston area A2 via the control piston.

The pressure increase spring F2 prevents the pilot control piston from opening completely. Due to the ”restrictor effect” of the slightly opened control piston, the pressure applied to A2 is lower than the operating pressure. Only when the operating pressure reaches the control end (for value refer to the technical data), the force of the pressure increase spring is exceeded and the pilot control piston enables operating pressure to flow to the control piston area A2.

The two motors on one side of the machine are linked via the ports ”G”. Through these ports the pressure in the travel circuit with the highest pressure is reported to the other motor. The motor with the lower pressure thereby responds exactly in the same way as the motor with the higher pressure. This installation synchronizes the motor controls of the two motors on one side of the machine.

This type of control ensures that both motors on one machine side work with almost the same displacement / speed. This prevents the unloaded motor from changing to max. speed, if one of the wheels is unloaded (e.g. when raising the wheels with the dozer blade).

Since the output speed of the motors is too high for direct driving of the wheels, the motor output speed is reduced to final working speed by planetary gears.

Each wheel unit therefore consists of a hydraulic motor with a planetary gear.

The motors are directly connected to the planetary gears via splined shafts.

BC 771 RB

- D 21 -

Service Training The housings of the planetary gears also contain the multi-disc brakes. The brakes run in an oil bath and are therefore almost wear-free. The brakes are released by charge pressure and close automatically when the charge pressure drops below the brake releasing pressure (when shutting the engine down, when actuating the parking brake etc.).

Note: The brake is designed and intended as a parking and emergency brake. Unnecessary use of the emergency stop during travel operation reduces the lifetime of the brake discs and should therefore be avoided!

Filtration Function and lifetime of a hydraulic system depend decisively on the cleanliness of the power transmission medium (hydraulic oil).

For this reason it is mandatory to filter the hydraulic oil permanently while the machine is working. In closed hydraulic circuits the full flow filtration of the charge circuit and the return flow from the individual components has been found very beneficial.

Charge circuit filtration Both charge circuits are fitted with one 12 µm fine filter each. The oil flows through these filters to the individual consumers and functions.

The filters are fitted with by-pass valves. These open at a pressure differential (pressure difference between filter inlet and filter outlet) of 3.5 bar. This pressure differential depends on the filter contamination and the viscosity of the hydraulic oil.

Pressure differential switches on the filters report any increase of the pressure differential into the cabin.

These switches are designed for a pressure differential of 2.5 bar. The respective information will therefore already be available before the by-pass valve opens.

Return flow filter block As a second measure to keep the oil free of any impurities, all leaks, flushing quantities and return flows are guided back to the tank through a central return flow filter block.

The return flow filter block contains two 80 µ filters, two dirt sensors, one pressure switch and a temperature controlled 3/2-way valve.

All return flows pass through the primary filter, followed by a temperature controlled valve (thermostat).

This valve guides the oil flow directly back to the tank, until the operating temperature is reached. At an oil temperature of 55 °C the valve starts to switch over and at 70 °C the total amount of oil will flow through the hydraulic oil cooler.

If the primary filter is dirty, the oil flow is guided through the secondary filter. The oil can only pass through this filter when the static pressure in front of the primary filter is higher than 2 bar. In this case

BC 771 RB

- D 22 -

Service Training the oil is no longer cooled. The pressure switch reports a too high static pressure in front of the primary filter and informs the operator via a light emitting diode.

In addition to this the dirt sensor (permanent magnet) reports any metallic contamination in the oil via a visual indicator in the cabin.

BC 771 RB

- D 23 -

Service Training Trouble shooting travel system The following description of trouble shooting steps contains a small selection of possible faults that may occur during the operation of the machine. This list is by no means complete, however, the description should be of help for you to become acquainted with a systematic trouble shooting procedure.

The problems and trouble shooting steps described in this training manual are identical with the problems and trouble shooting steps described in the operating and maintenance instructions for this machine.

However, in this manual we have tried to describe the individual steps in more detail and to explain why certain trouble shooting steps should be taken and why certain perparations must be made before certain tests or inspections can be performe.

After this training course the participants should be able to apply the correct trouble shooting steps, even if the actual problem is not described in this manual.

BC 771 RB

- D 24 -

Service Training The machine drives with the travel lever in ”NEUTRAL” With this malfunction you should first check the power supply for the solenoids on the travel direction valves on the travel pumps.

• Pull the plugs off the solenoids on both controls one after the other.

If the machine does now stop perform trouble shooting in the electrical system.

Fig. 15

BC 771 RB

- D 25 -

Service Training If the machine does still move check the hydraulic neutral position on the travel pumps.

• Connect the control chamber test ports X3 and X4 of one pump with a hose of size NW 10.

• Start the engine and check whether the machine continues to move.

• Perform this test on all pumps.

Fig. 16

BC 771 RB

- D 26 -

Service Training If the machine stops while testing the hydraulic neutral position, check the control unit on the corresponding pump.

• Remove the control unit.

• Check the moveability of the control piston.

• Change a defective control unit.

• If the control unit works correct, the travel pump must be replaced or repaired.

Fig. 17

BC 771 RB

- D 27 -

Service Training If the inspection of the hydraulic neutral position is not successful you must check the mechanical neutral position.

• Connect 600 bar pressure gauges to MA and MB. • Start the engine and check which pump delivers oil.

• On this pump adjust the mechanical neutral position so that the pressure reading drops below 60 bar.

• Continue to adjustment procedure with 60 bar pressure gauges, until the lowest possible pressure is reached.

If this adjustment is not successful there must be a fault inside the pump and the respective travel pump must be replaced or repaired.

Fig. 18

BC 771 RB

- D 28 -

Service Training The machine does not drive With this fault you should always check first whether the emergency stop switch is unlocked or not.

• Check whether the emergency stop switch has been actuated.

Note: After operating the emergency stop switch you must first select the travel direction again or actuate the brake.

• Unlock the emergency stop switch by turning it in clockwise direction.

Fig. 19

BC 771 RB

- D 29 -

Service Training If the emergency stop switch has not been actuated, check the electrical power supply. On new sanitary landfill compactors the magnetic plugs are each fitted with a light emitting diode. These light up when a voltage of 24 V is applied. Checking the voltage is therefore reduced to simply looking if the light emitting diodes are on • Switch the ignition on and select the desired travel direction.

• Check, whether the corresponding light emitting diode lights green.

If the diode does not light perform trouble shooting in the electrical system.

Fig. 20

BC 771 RB

- D 30 -

Service Training If the light emitting diode lights, check the magnet.

• Pull the plug off the magnet.

• Remove the adapter cable and measure the current draw.

Nominal value: approx. 2 A If the nominal value is not reached replace the solenoid.

Fig. 21

BC 771 RB

- D 31 -

Service Training If the current draw is correct perform a charge pressure test with the brakes applied.

• Connect a 60 bar pressure gauge to the left hand charge pressure test port.

• Start the engine and read the pressure gauge.

Nominal value: see technical data If the nominal value is not reached check the charge pump and determine the reason for the pressure drop.

Fig. 22

BC 771 RB

- D 32 -

Service Training If no charge pressure is present in the left and right hand travel systems check the coupling between engine and splitter gear.

Please proceed as follows: • Loosen the charge pump from the travel pump and pull it off.

Attention!

Do not disconnect any hoses from the charge pump!

• Operate the starter for a moment.

Note: The through shaft between travel pump and charge pump must rotate, as otherwise the coupling is defective.

BC 771 RB

- D 33 -

Service Training The machine drives to one direction only or with reduced power In this case check the electrical control first.

• Switch the ignition on and select the desired travel direction.

• Check the light emitting diode on the magnetic plug.

If the diode does not light perform trouble shooting in the electrical system.

Fig. 23

BC 771 RB

- D 34 -

Service Training If the voltage is correct, check the corresponding control solenoid.

• Pull the plug off the magnet.

• Remove the adapter cable and measure the current draw.

Nominal value: approx. 2 A If the nominal value is not reached replace the respective solenoid.

Fig. 24

BC 771 RB

- D 35 -

Service Training If the current draw is correct, check the high pressure relief valves. This work should be performed by the After Sales Service of BOMAG. • Unscrew the high pressure relief valves and interchange them.

Note: If the fault occurs now to the opposite direction, replace the corresponding high pressure relief valve.

Fig. 25

BC 771 RB

- D 36 -

Service Training If the above mentioned measures do not lead to any success, replace the control.

• Remove the control from the pump.

• Install a new control.

If the travel direction does not change despite this measure replace or repair the travel pump.

Fig. 26

BC 771 RB

- D 37 -

Service Training Hydraulic oil overheating If the hydraulic oil overheats you must first check the cooling system for the engine.

• Check the hydraulic oil cooler for dirt.

• Check the engine cooling fan.

• Inspect the air intake box on the cabin roof for dirt.

• Clean a dirty cooler or repair the cooling system.

Fig. 27

BC 771 RB

- D 38 -

Service Training If the cooling system is correct, check the high pressure relief valves.

• Pull the plug off the brake solenoid valve.

• Start the engine and actuate the travel lever.

• Choose speed range 1.

• Run the engine with max. speed and check the high pressure relief valves for overheating.

• Repeat this test to the opposite direction.

If the valves are overheating check and adjust the pressure setting of high pressure relief valves and pressure override.

Fig. 28

BC 771 RB

- D 39 -

Service Training Kif no overheating can be noticed, check the thermostat in the return flow filter block.

• Run the machine up to operating temperature (hydraulic oil 55 °C).

• Check, whether the hose to the hydraulic oil cooler warms up at an hydraulic oil temperature of more than 70 °C or becomes warmer than the direct hose from the thermostat to the tank.

• Replace a defective thermostat valve immediately.

Fig. 29

BC 771 RB

- D 40 -

Service Training The max. travel speed is not reached In case of insufficient travel power you must first check all pressures and rotary speeds.

• Connect the pressure gauges as shown in the illustration: 600 bar pressure gauges to high pressure ports (1 to 4) 60 bar pressure gauges to control chamber test ports (7 and 8)

60 bar pressure gauges to charge pressure test ports (5 and 6) • Start the engine and run the machine up to operating temperature (hydraulic oil temperature of approx. 50°C).

Fig. 30

BC 771 RB

- D 41 -

Service Training • Pull the plug off the brake solenoid valve and perform the pressure test.

Nominal values: Engine speed min. 2100 min-1 The charge pressures must not drop, values see technical data The control chamber pressure must increase steadily The high pressure values must increase evenly up to the setting of the pressure override (values see technical data) If the engine speed is not correct, perform trouble shooting on the engine.

Fig. 31

BC 771 RB

- D 42 -

Service Training If the charge pressure is correct at idle speed, check the brakes (only if the charge pressure for the left hand pump drops below 10 bar).

• Reconnect the plug to the brake solenoid valve.

Fig. 32

BC 771 RB

- D 43 -

Service Training If the charge pressure is not reached: • Disconnect the brake hoses from all four travel motors , one after the other.

• Close the hoses with plugs.

• Repeat the pressure test.

Note: If the pressure is correct after disconnecting the brake hose of a certain gear box, replace the respective gear box or have it repaired.

Fig. 33

BC 771 RB

- D 44 -

Service Training If the charge pressure is correct in test Fig. 30, check the flushing valves.

• Remove the flushing valves from the travel motors.

• Check the moveability and condition of valves and nozzles.

• Replace a defective valve immediately.

Fig. 34

BC 771 RB

- D 45 -

Service Training If the flushing valves are in good condition, check the charge pressure relief valves.

• Unscrew the charge pressure relief valves for the respective machine side, check the valves and adjust them accordingly.

Fig. 35

BC 771 RB

- D 46 -

Service Training If the charge pressure is not reached or if the charge pressure measured in Fig. 33 drops under load, check the charge pump.

• Close the outlet of the respective pump with a 200 bar pressure relief valve.

• Connect a 600 bar pressure gauge to the valve.

Caution!

During the following test the engine must not be started.

• Crank the engine with the starter (pull the plug off the engine shut-down solenoid).

Nominal value: 200 bar If the nominal pressure is not reached replace the charge pump.

Fig. 36

BC 771 RB

- D 47 -

Service Training If the charge pressure is reached, check the components in the travel circuit individually.

• Disconnect the high pressure hoses from one pump.

• Close the pump ports with plugs.

• Repeat the pressure test.

• Check the other pump in the same way If the charge pressure is correct, replace or repair the corresponding travel motor.

If the charge pressure is not correct, replace or repair the corresponding travel pump.

Fig. 37

BC 771 RB

- D 48 -

Service Training If the charge pressure measured in Fig. 33 does not drop under load, but the control chamber pressure is not correct, check and adjust the DA-control valve.

• Unscrew and check the DA-control valve, replace it if necessary.

• Adjust the DA-control valve.

Nominal value: (see technical data) at ”engine speed control start”-1 the high pressure must be 50 bar at ”engine speed control start”-1 the high pressure must be 390 bar The control chamber pressure must increase evenly.

Fig. 38

BC 771 RB

- D 49 -

Service Training If the control chamber pressure is not correct, check the pressure override.

• Turn the adjustment screw completely in (block).

• Repeat the pressure test.

Attention!

This test must not exceed3 seconds, as otherwise the pressure will be relieved via the high pressure relief valves.

If the control chamber pressure is not reached, replace or repair the travel pump.

If the control chamber pressure is correct and the high pressure value is also reached, there must be a mechanical fault on the travel motors or there is a lack of engine power.

Fig. 39

BC 771 RB

- D 50 -

Service Training If the high pressure is not reached, check the components in the travel circuit individually.

• Disconnect the high pressure hoses from one pump.

• Close the pump ports with plugs.

• Repeat the pressure test.

• Perform this test also on the other pump.

If the high pressure is not reached, replace or repair the respective pump.

If the high pressure is reached, replace or repair the respective travel motor.

Fig. 40

BC 771 RB

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Service Training Working hydraulics The working hydraulics on the sanitary landfill compactors BC 571/671/771 RB cover the hydraulic systems for steering and dozer blade or bucket control (option for dozer blade version).

A swash plate operated axial piston pump supplies both systems with pressure oil.

A priority valve makes sure that the steering system is supplied with oil under every possible operating condition. This ensures that the steering is always fully functional, under every possible condition.

The working hydraulics consists mainly of the axial piston pump, the priority valve, the control valve block for dozer blade and steering, the steering and dozer blade cylinders and the control potentiometers for steering and dozer blade control.

The movement of the dozer blade is controlled via a joystick beside the driver’s seat. The control is extremely light moving and sensitive.

When moving the control lever forward over a notched position, the dozer blade can be held in floating position. In this operating mode the dozer blade can be used to level the landfill site surface while driving in reverse.

On the bucket version of the sanitary landfill compactors BC 571/671/771 the steering control and actuation follows the principle of the dozer blade control. The electronic steering unit under the steering wheel or the steering joystick (option) triggers the potentiometer on the steering valve block.

BC 771 RB

-E1-

Service Training Steering and working pump The pump for the working hydraulics is a swash plate controlled axial piston pump with variable displacement. However, the pump delivers oil only to one direction, i.e. the swash plate moves out of neutral position only to one direction. It is therefore particularly suitable for the use in open hydraulic circuits.

to bucket control and steering Load signal from steering and bucket

230 bar

LS X

2

3 B

4

1

5 L to hydraulic oil tank

S from hydraulic oil tank

Fig. 1 Hydraulic diagram of steering and working pump 1

Working pump

2

Flow control valve

3

Pressure control valve

4

Reversing piston

5

Control piston

BC 771 RB

-E2-

Service Training When the engine is not running the swash plate is in max. displacement position, however, when starting the engine the swash plate will move immediately back towards zero, until the stand-by pressure adjusted on valve 2 (Fig. 1) is reached.

As long as the steering system or the bucket hydraulics do not require any oil, the pump maintains the so-called ”stand-by pressure” (values see technical data). Due to the flow control in the working hydraulics the engine has to supply power only when it is actually needed.

Working principle When looking at the working hydraulics, for better understanding one must always consider two different operating conditions: 1. Engine not running 2. Engine running When the engine is not running the swash plate in the steering and working pump is at maximum displacement position. The spring of the smaller control piston in the pump holds the swash plate in this position.

At the same time the valve spool in the priority valve is in a position in which it only permits oil flow to the steering valve block. The passage to the working hydraulics (dozer blade hydraulics) is interrupted.

When starting the engine pressure builds up between the outlet on the steering and working pump and the inlet ”P” on the steering valve block. This pressure increase is possible, because the 7/4-way valve in the steering valve block is closed in non-actuated condition.

The now increasing pressure moves the flow control valve spool on the pump and opens a connection between the pump flow and the bigger control piston (reversing piston) for the pump swash plate.

Since the effective area of this piston is much bigger than the area of the counter piston, the increasing pressure moves the swash plate towards zero (despite the spring force supporting the counter piston).

The setting of the flow control valve ensures a so-called ”stand-by pressure” in the system.

This pressure is guided to the back of the priority valve. This moves the spool inside the priority valve to middle position and opens the flow passage to the dozer blade hydraulics.

BC 771 RB

-E3-

Service Training Steering While the engine is running the steering-PVG is supplied with pressure oil from the steering and working pump via the priority valve.

A

M8

B

M9

M

LS

T

M31

P

Tank return flow M29

Load signal to steering/ working pump EF

CF

from steering/working pump

P

LS

M30

Load signal from dozer blade hydraulics Oil supply dozer blade hydraulics

T

Fig. 2 Hydraulic diagram steering system

BC 771 RB

-E4-

Service Training As long as the steering wheel is not operated pressure is applied to the closed 7/3-way valve and the load signal for the steering control is relieved to the tank through the same valve. The pilot controlled 290 bar pressure relief valve is in this situation without function, because the adjustment of the working pump limits the system pressure to a lower value (see technical data).

The pilot pressure of the electro-hydraulic control on the way valve is reduced to 12 bar by a pressure reducing valve. This circuit is additionally protected by a 25 bar pressure relief valve.

When actuating the 7/3-way valve, e.g. in direction ”steering left”, hydraulic oil flows through outlet ”B” to the piston side of the right hand cylinder and to the piston rod side of the left hand cylinder. At the same time the load signal line is connected with the pressure line. The load signal is applied to the flow control valve on the pump via the shuttle valve and the pump responds.

The pressure control valve on the working pump limits the high pressure in the working hydraulics. (values see technical data). If the system pressure increases up to the adjusted value because of steering or dozer blade operation, this pressure will move the spool inside the pressure control valve.

This guides high pressure on the piston area of the reversing piston inside the pump and the swash plate is thereby moved towards zero position.

If the pressure drops below the adjusted value, the spring is able to close the pressure control valve and the pump returns to the previous displacement.

Two shock valves (280 bar) with integrated anti-cavitation valves protect the system against sudden pressure peaks, which may be introduced by driving with the front wheels against any obstructions.

Steering control The steering movements are controlled by means of the electric steering unit under the steering wheel or the optionally available ”steering joystick” in the left hand armrest of the driver’s seat.

The control commands from the steering wheel always have priority over the commands from the steering joystick. With these control elements the 7/3-way valve for the steering hydraulics is electrically proportionally controlled via a potentiometer.

The steering speed is proportional to the turning angle of the steering wheel or the displacement of the steering joystick.

Due to the proportional control via a potentiometer the opening cross-sections in the 7/3-way valve in the two positions ”left” and ”right” change very sensitively and in accordance with the displacement of the steering wheel / joystick. This enables very sensitive steering of the machine.

The return line is fitted with a valve block containing three non-return valves. The oil flowing back from steering valve block and dozer blade valve block is pre-tensioned to 4.5 bar, so that a the dozer blade cylinder is able to utilize the oil in the return flow.

BC 771 RB

-E5-

Service Training Priority valve The priority valve is a control valve, which never switches fully between two end positions. When the engine is running and the steering or the dozer blade is operated, the spool of the valve is always in a position, that cannot be clearly defined.

When the engine is shut down the valve is in position ”steering only”.

When starting the engine, the ”stand-by pressure” (value see technical data) moves the valve spool against the spring forces, thereby opening connections to both consumers.

Load-Sensing If the working hydraulics (steering and dozer blade control) does not demand any power, the load signal (load sensing line ”LS”) for both consumers is dumped into the tank, in this case the load signal is 0 bar.

If one of the consumers requires hydraulic oil, the actuation of the steering or bucket hydraulics will generate a load signal.

Example steering: In neutral position the steering valve is ”closed”, i.e. there is no connection between the valve inlet ”P” and one of the outlets ”A” or ”B” to the steering cylinders. The load signal line is directly connected with the tank return line.

When operating the steering wheel the valve inlet port ”P” is connected with one of the outlets ”A” or ”B” and with the load sensing line ”LS”.

The pressure, which is now increasing because of the load resistance, is applied to the back of the flow control valve on the steering and working pump through the ”LS”-line. The spool in the flow control valve moves and interrupts the oil flow to the reversing piston for the swash plate.

The spring loaded counter piston actuates the swash plate and the pump delivers oil to the steering system.

When stopping the steering wheel movement after this steering operation, the 7/3-way valve in the steering valve block will automatically return to neutral position. The connection between valve inlet port ”P” and the valve outlets ”A” or ”B” and the load signal line ”LS” is interrupted again. The valve spool connects the load signal line ”LS” with the return flow to the tank, the pump returns immediately towards zero and the pressure drops to the stand-by pressure value.

A pressure relief valve (210 bar) in the ”LS”-line for the steering system protects the steering system against overloads.

BC 771 RB

-E6-

Service Training The dozer blade control works according to the same principle. Also in this system the actuation of the dozer blade hydraulics generates a load signal to the flow control valve on the steering and working pump, which causes the pump to change to the appropriate displacement for the required oil quantity.

Both load signals meet in a shuttle valve. The higher signal will be transmitted to the pump.

BC 771 RB

-E7-

Service Training Dozer blade operation While the engine is running the dozer blade hydraulics is supplied with pressure oil from the steering and working pump via the priority valve.

B

A

250

250

25

12

M

T

250

Load signal to pump

x

LS

Oil supply from priority valve

T

HT

LX

LX

P

T

0,3

4,5 T

4,5 T

Fig. 3 Hydraulic diagram dozer blade control

BC 771 RB

-E8-

Service Training As long as the dozer blade is not operated pressure is applied to the closed 7/4-way valve and the load signal for the dozer blade control is relieved to the tank through the same valve. The pilot controlled 250 bar pressure relief valve is in this situation without function, because the adjustment of the working pump limits the system pressure to a lower value (see technical data).

The pilot pressure of the electro-hydraulic control on the way valve is reduced to 12 bar by a pressure reducing valve. This circuit is additionally protected by a 25 bar pressure relief valve.

When operating the 7/4-way valve hydraulic oil will flow to the piston side or the piston rod side of the dozer blade cylinder, depending on the actuation of the valve. At the same time the load signal line is connected with the pressure line. The load signal is applied to the flow control valve on the pump via the shuttle valve and the pump responds.

The pressure control valve on the working pump limits the high pressure in the working hydraulics. (values see technical data). If the system pressure increases up to the adjusted value because of dozer blade operation, this pressure will move the spool inside the pressure control valve. This guides high pressure on the piston area of the reversing piston inside the pump and the swash plate is thereby moved towards zero position.

If the pressure drops below the adjusted value, the spring is able to close the pressure control valve and the pump returns to the previous displacement.

Two shock valves (250 bar) with integrated anti-cavitation valves protect the system against sudden pressure peaks, which may be introduced by the dozer blade hitting against any obstructions.

Dozer blade control The dozer blade movements (up, down and float position) are controlled by means of a ”joystick” on the right hand side of the driver’s seat.

With this joystick the 7/4-way valve for the dozer blade hydraulics is electrically proportionally controlled.

When operating the ”joystick” forward, the 7/4-way valve is moved to position ”dozer blade down”. Oil flows from the working pump to the piston side of the lifting cylinder and the blade moves down.

The lowering speed is proportional to the displacement of the joystick.

When pushing the joystick further forward over a noticeable detent, the 7/4-way valve will change to ”floating position”. This position is particularly suitable for levelling the landfill site surface during reverse travel.

If the joystick is pulled back the valve is switched to position ”up”. Oil flows from the working pump to the piston rod sides of the lifting cylinders and the dozer blade moves up.

The lifting speed is proportional to the displacement of the joystick.

BC 771 RB

-E9-

Service Training Due to the proportional control via a potentiometer the opening cross-sections in the 4/4-way valve in the two positions ”up” and ”down” change very sensitively and in accordance with the displacement of the joystick. This enables very sensitive operation of the dozer blade.

The return line is fitted with a valve block containing three non-return valves. The oil flowing back from steering valve block and dozer blade valve block is pre-tensioned to 4.5 bar, so that the dozer blade cylinder is able to utilize the oil in the return flow.

This protects the cylinder against cavitation, which could be caused by abrupt lowering of the dozer blade.

BC 771 RB

- E 10 -

Service Training Trouble shooting working hydraulics The following description of trouble shooting steps contains a small selection of possible faults that may occur during the operation of the machine. This list is by no means complete, however, the description should be of help for you to become acquainted with a systematic trouble shooting procedure.

The problems and trouble shooting steps described in this training manual are identical with the problems and trouble shooting steps described in the operating and maintenance instructions for this machine.

However, in this manual we have tried to describe the individual steps in more detail and to explain why certain trouble shooting steps should be taken and why certain perparations must be made before certain tests or inspections can be performe.

After this training course the participants should be able to apply the correct trouble shooting steps, even if the actual problem is not described in this manual.

BC 771 RB

- E 11 -

Service Training Poor steering, steering not possible Check dozer blade fundtion

no

Check EHF-module see chapter elecctric system, steering and blade

OK? yes

no

perform troubleshooting in electric system

Check steering pressure at working hydraulics pump, (Fig 1)

yes OK?

Check steering pressure at steeringPVG (Fig 2)

yes OK? no

ja

Check / change steering cylinders and center joint

Check LS-signal at working hyd. pump, (Fig 3)

OK?

nein Check pressure relief valve at priority valvel , (Fig 5)

LS-Signal < working hydr. pump pressure – 30 bar

LS-Signal app. work. hyd. pump pressure – 30 bar

no

Clean / change PRV

OK?

Check pressure regulators at work. hyd. pump (Fig 6)

yes

Check voltages at steering-PVG, see chapter electric, steering and blade functions.

Check LS-signal at work. hyd. pump (Fig 3) and before twoway-valve (Fig 4) both pressures two low, but at the same level

no

OK?

OK? Clean / change valve

no

unequal pressures at the measuring points

OK? yes Change / repair steering-PVG BC 571 / 671 / 771 RB

OK?

Perform troubleshooting in electric system

Clean / change two-way-valve

yes

Change / repair working hydraulics pump

Service Training No dozer blade function, poor dozer blade movement Check steering function

no OK?

Check EHF-module, see chapter electric, steering and blade functions

yes yes

Check LED / voltages at steering-PVG, see chapter electric, steering and blade functions

OK?

yes

no

no OK?

Check blade pressure at work. hyd. pump, Fig 1

no

Perform trouble shooting in electric system

Checlk LS-signal at work. hyd. pump, Fig 3

yes

Check LS-signal at work. hyd. pump (Fig 3) and before two-way-valve (Fig 4)

Change / repair twoway valve

both pressures two low, but at the same level

OK?

LS-Signal < working hydr. pump pressure – 30 bar OK? LS-Signal app. work. hyd. pump pressure – 30 bar Check pressure regulators at work. hyd. pump (Fig 6)

OK?

no OK? unequal pressures at the mea-suring points

Change/repair blade-PVG BC 571 / 671 / 771 RB

Clean / change valve

yes

Change / repair working hydraulics pump

Service Training Checking the working pump • Connect a 600 bar pressure gauge to the high pressure test port.

• Connect an additional 600 bar pressure gauge to the pressure test port ”X” on the pump (LSpressure) (see Fig. 3).

• Start the diesel engine and actuate the steering to an end stop or lift the dozer blade and hold it against the stop • Read the pressure gauges without and with actuated steering / dozer blade.

• Check the stand-by pressure again with a 60 bar pressure gauge. Do not operate the steering or dozer blade!

Nominal values: see technical data steering pressure dozer blade pressure stand-by pressure (= pump pressure – LS-pressure = 30 +/- 2bar; value in technical data is absolute pressure on high pressure test port)

Fig. 4

BC 771 RB

- E 12 -

Service Training Checking the steering pressures on the steering PVG • Connect 600 bar pressure gauges to the 3 pressure test ports • Start the diesel engine and turn the steering wheel against an end stop • Read the pressure gauges • Release the steering wheel and read the stand-by pressure Nominal values: (see technical data) high pressure: max. steering pressure stand-by pressure on P: stand-by pressure as on working pump

B: steering to left

P: from priority valve A: steering to right

Fig. 5

BC 771 RB

- E 13 -

Service Training Checking the load signal to the working pump • Connect a 600 bar pressure gauge to pressure test port X on the pump.

• Connect an additional 600 bar pressure gauge to the high pressure test port on the pump (see Fig. 1).

• Operate the steering or the bucket while the engine is running and read the pressure gauge.

Nominal values: see technical data Steering: Depending on the load the pressure must increase up to max. steering pressure.

Dozer blade: Depending on the load the pressure must increase up to max. dozer blade pressure.

Fig. 6

BC 771 RB

- E 14 -

Service Training Checking the load signal in front of the shuttle valve • Connect 600 bar pressure gauges to the 2 pressure test ports • Start the engine and turn the steering wheel or operate the dozer blade.

• Read the pressure gauges Nominal values: (see technical data) Steering: Depending on the load the pressure must increase up to max. steering pressure.

Dozer blade: Depending on the load the pressure must increase up to max. dozer blade pressure.

LS-signal from dozer blade PVG

LS-signal to working pump LS-signal from steering PVG

Fig. 7

BC 771 RB

- E 15 -

Service Training Checking / adjusting the pressure relief valve in the priority valve • Unscrew the valve insert from the priority valve, dismantle the valve insert and count the adjustment (number of thread revolutions) • Clean the valve insert, reassemble with the previous setting and reinstall in the priority valve.

• Start the engine, hold the steering at the end stop and adjust the pressure relief valve.

Nominal value: max. steering pressure (see technical data)

Fig. 8

BC 771 RB

- E 16 -

Service Training Electric system BC 771 RB General For trouble shooting in the electrical system of the machine you need the appropriate wiring diagram for the machine.

The wiring diagrams in these documents are only excerpts from the general wiring diagrams and represent only certain electric circuits, which need to be explained. They are only an additional aid for the training session and do not replace the valid general wiring diagram.

All important machine functions, such as • starting, monitoring and stopping of the engine, • driving of the machine, • speed regulation of the diesel engine, • opening and closing of the parking brake while the engine is running, • steering, dozer blade, air conditioning etc. are electrically controlled and monitored.

For this purpose the electrical system is equipped with the following modules: • two monitoring boards (A15) which indicate operating faults by means of light emitting diodes, • a control circuit (A31) for the air conditioning control, • a generator module (A23) for the adaptation to various generators, • two time delay modules (K37) for travel and brake control, • a Cummins-CENTRY computer unit on the fuel pump, • and a printed circuit board (A38) to control he working hydraulics (dozer blade).

Attention!

The sanitary landfill compactors of series BC 771 are equipped with a 24-V electric system, similar to their predecessor, the BC 670.

Advantages: • smaller cable cross-sections possible, • more powerful engines with smaller dimensions As a measure to achieve a higher loading capacity, several fuses are partly connected in parallel mode.

This is not directly noticeable in the wiring diagram, but is mentioned in the corresponding equipment list.

BC 671 RB - Cummins

-F1-

Service Training Table of potentials Potential

Description

30

Battery plus, protected via main fuse F00 (250 A)

31

Vehicle ground, battery minus, via battery disconnect switch S30

15/54

is supplied when the ignition is switched on, via terminal 15/54 on ignition switch S00 and potential 30

K11

corresponds with potential ”15" via K11 - K11 control current via 15/54 - K11 working current via 30

How to proceed in case of an electric problem Do not become confused by the high number and variety of electric cables, current can only flow in a closed circuit. Perform trouble shooting in a systematic way. First become acquainted with the function of the respective electric circuit. Use the wiring diagram or one of the following descriptions.

The wiring diagrams show all relays in dead condition and all switches in off position.

BC 671 RB - Cummins

-F2-

Service Training Junction box X2 (Rose box)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

Fig. 1 Terminal designation X2 (Rose-Box) The junction box (X2) is located at the rear right hand side on the engine compartment door. It serves as distributor for the following functions • Solenoid valves for forward and reverse travel, • Solenoid valve for brake • Solenoid valve for steering • Solenoid valve for dozer blade • Solenoid valve, tipping of bucket (option) • Pressure switch for brake • Solenoid valve for speed ranges 1 + 2 • Differential pressure switch for hydraulic oil filter • Warning buzzer for reverse travel • Rear working light

BC 671 RB - Cummins

-F3-

Service Training Legend to junction box X2 X2:1

Connection between terminal (X1:71) and solenoid valves (Y16) for travel direction forward

X2:2

Connection between terminal (X1:72) and solenoid valves (Y17) for travel direction reverse

X2:3

Connection between terminal (X1:73) and solenoid valve (Y04) for brake

X2:4

Connection between terminal (X1:74) and solenoid valve (Y05) for brake

X2:5

Connection between terminal (X1:75) and solenoid valve (Y03) for speed range selection

X2:6

Connection between terminal (X1:76) and pressure switch (B22) for pressure differential front hydraulic oil filter

X2:7

Connection between terminal (X1:89) and pressure switch (B21) for pressure differential rear hydraulic oil filter

X2:8

Connection between terminal (X1:77) and the rear working head lights (E27 and E28)

X2:9

Connection between terminal (X1:239) and supply input solenoid valve (Y64) for steering (PVG)

X2:10

Connection between terminal (X1:240) and signal input solenoid valve (Y64) for steering (PVG)

X2:11

Connection between terminal (X1:241) and supply input solenoid valve (Y63) for dozer blade (PVG)

X2:12

Connection between terminal (X1:242) and signal input solenoid valve (Y63) for dozer blade (PVG)

X2:13

Connection between terminal (X1:238) and signal input solenoid valve (Y101) for tipping of bucket (PVG), option

X2:14

Connection between terminal (X1:237) and supply input solenoid valve (Y101) for tipping of bucket (PVG), option

X2:15 - X2:18

Reserve for options

X2:19

Ground supply for (B21, B22), (B05), (E27, E28), (Y03, Y16, Y17, Y63, Y64, Y101), (H14)

BC 671 RB - Cummins

-F4-

Power supply (sheet 002)

Fig. 2

BC 671 RB - Cummins

Service Training

-F5-

Service Training Battery When the engine is not running the electric system of the machine is supplied by two rechargeable and service friendly 12 V / 180 Ah lead batteries.

Both batteries are connected in series and provide a vehicle voltage of 24 Volt.

The minus pole of one battery G01 (2:12) is connected to vehicle ground (potential 31) via battery disconnecting switch S30 (2:12).

The plus pole of the second battery G01 (2:12) is connected with potential 30 via main fuse F00 (2:10).

The load-dump-module V 24 (2:9), which is connected parallel to the batteries, compensates possible voltage peaks and protects the electric system and particularly sensitive electronic components against damage.

Note: The potentials 30, 31 and B+ are always directly connected with the battery. The current can only be interrupted by disconnecting or discharging the battery, by blowing fuse F00 or by disconnecting potential 13 by means of the battery disconnecting switch.

Sockets and cigarette lighter Both sockets XS (2:6) and XS (2:7) are directly supplied with 24 Volt from potential 30 via fuse F05 (2:6).

The cigarette lighter is also supplied with 24 Volt from potential 30 via fuse F89. The light system E21 (2:3) works only when the ignition is switched on.

Generator When the engine is running, a 28 V / 50 A generator G02 (2:15) supplies the vehicle electrics via terminals B+ (to potential 30) and B- (to potential 31) with three-phase current of 24V. The Cummins-generator has no D+ terminal. Terminal W / R is in this case connected with the D+ terminal on the generator module via X17-1:3, X18-1:2 and X1:92. X1:92 and X1:92 are bridged. The engine rpm-meter receives its engine speed pulse (W) via this bridge.

BC 671 RB - Cummins

-F6-

Service Training Generator module The D+- signal is passed on to the generator module A 23 (2:18). This module is able to process the signals from different generators which are used in different engine concepts. It evaluates the signals and adjusts them to a common level. Surge protection and load-dump protection are integrated. It also amplifies the D+ signal and has a self-exciting function for the generator (generator starts to load). The module is supplied with voltage via the ignition system (15/54). The amplified signal MD+ is used to trigger • the operating hour meter, • the monitoring board and • relay K62 (2:19) (power supply for air conditioning unit) .

BC 671 RB - Cummins

-F7-

Starting (sheet 003)

Fig. 3

BC 671 RB - Cummins

Service Training

-F8-

Service Training Plug X7 The plugs X7 and X8 are located on the right hand side of the cabin (open outside flap) in travel direction in front of the heat exchanger.

X7:1 X7:2 X7:5 X7:5

X7:3 X7:6 X7:9

X7:4

X7:4 X7:8

to junction box

to the cockpit X7:7

Fig. 4 Plug assignment plug EUROIT (instruments X7) X7:1

empty/blind

X7:2

Connection between plus terminal on operating hour meter (P00) and X1:42

X7:3

Connection between signal terminal fuel level gauge (P01) and X1:43

X7:4

Connection between signal terminal coolant temperature gauge (P02) and X1:44

X7:5

Connection between signal terminal hydraulic oil temperature gauge (P14) and X1:45

X7:6

Connection between ground for P00, P01, P02, P03, P14, E01, E02, E03, E22 and X1:46

X7:7

Connection between plus terminal P00, P01, P02, P03, P14 and X1:47

X7:8

Connection between plus terminal E01 (lighting of fuel level gauge), E02 (lighting coolant temperature), E03 (lighting of rpm-meter) and E22 (lighting of hydraulic oil temperature) to X1:55

X7:9

Connection between signal terminal rpm-meter and X1:56

BC 671 RB - Cummins

-F9-

Service Training Plug X8

top plug

bottom plug

Fig. 5 Plug assigmnment plug EUROIT (ignition switch) X8 X8:1

Connection between terminal 15/54 on ignition switch (S00) and X1:59

X8:7

Connection between terminal 50a on ignition switch (S00) and X1:60

X8:8

Connection between push button for warning horn (S03:23) and X1:57

X8:10

Connection between terminal 30 on ignition switch (S00) and X1:61

Rest

not used/blind

BC 671 RB - Cummins

- F 10 -

Service Training Engine plugs X17 and X18 The engine plugs X17 (engine side, i.e. cables lead to engine) and X18 (machine side, i.e. cables lead to electric junction box) are located on the left hand side of the machine, near the bottom left hand radiator corner. They consist of 2 individual plugs (X17-1 / X18-1 (top plug) and X17-2 / X18-2 (bottom plug)) each. Plugs X17 and X18 are mounted to a common connecting part.

X17-1:8

X17-1:7

X17-1:6

X17-1:5

X17-1:4

X17-1:3

X17-1:2

X17-1:1

X17-2:8

X17-2:7

X17-2:6

X17-2:5

X17-2:4

X17-2:3

X17-2:2

X17-2:1

Fig. 6 Plug assignment engine plug (engine side) X17 Cummins-engines (view cable side) X17-1:1

Connection between coolant temperature sensor (B53) and X18-1:4

X17-1:2

empty

X17-1:3

Connection between W/R (generator, G02) and X18-1:2

X17-1:4

empty

X17-1:5

Connection between coolant temperature switch (B53) and X18-1:8

X17-1:6

Connection between engine solenoid (Y58 or Y13) and X18-1:7

X17-1:7

spare cable

X17-1:8

Connection between engine oil pressure switch (B06) and X18-1:5

X17-2:1

empty

X17-2:2

empty

X17-2:3

Connection between magnetic clutch for air conditioning (Y15) and 18-2:2

X17-2:4

Connection between KI 50 starter (M01) and X18-2:1

X17-2:5

empty

X17-2:6

empty

X17-2:7

empty

X17-2:8

Connection between temperature switch of torque reduction (B95, only BC771) / spare cable

BC 671 RB - Cummins

- F 11 -

Service Training

X18-1:8

X18-1:7

X18-1:6

X18-1:5

X18-1:4

X18-1:3

X18-1:2

X18-1:1

X18-2:8

X18-2:7

X18-2:6

X18-2:5

X18-2:4

X18-2:3

X18-2:2

X18-2:1

Fig. 7 Plug assignment engine plug (machine side) X18 Cummins-engines (view cable side) X18-1:1

Connection between X17-1:4 and X1:91 (spare cable)

X18-1:2

Connection between X17-1:3 and X1:92

X18-1:3

Connection between X17-1:2 and X1:95 (spare cable)

X18-1:4

Connection between X17-1:1 and X1:119

X18-1:5

Connection between X17-1:8 and X1:104

X18-1:6

Connection between X17-1:7 and X1:101 (spare cable)

X18-1:7

Connection between X17-1:6 and X1:93 / X1:94

X18-1:8

Connection between X17-1:5 and X1:120

X18-2:1

Connection between X17-2:4 and X1:90

X18-2:2

Connection between X17-2:3 and X1:106

X18-2:3

Connection between X17-2:2 and X1:98 (spare cable)

X18-2:4

Connection between X17-2:1 and X1:97 (spare cable)

X18-2:5

Connection between X17-2:8 and X1:102

X18-2:6

empty

X18-2:7

Connection between X17-2:6 and X1:100 (spare cable)

X18-2:8

Connection between X17-2:5 and X1:99 (spare cable)

BC 671 RB - Cummins

- F 12 -

Service Training Starter The engine is started by means of a 24 V / 6.6 kW starter motor.

The starter M01 (3:2) is permanently supplied with current via potentials 30 and 31 (battery). Potential 50 is used to trigger the starter solenoid switch. To control the starting process, e.g. starting only with travel lever in ”0"-position, potential 50 is only controlled via relay (K05).

Ignition switch (S00) in position ”0" (ignition off) The ignition switch (S00/3:10) is permanently supplied with current from potential 30 via fuse F13 (3:10).

The contacts 50a and 15/54 are open or the respective potentials are dead.

Ignition switch (S00) in position ”1" (ignition on) with the engine not running The following potentials are supplied with current via contact 15/54 of the ignition switch S00 (3:10): • Potential 15/54

directly

• Potential K11

the coil of relay K11 (3:14) is excited, the contact of K11 (3:18) closes and provides a connection to battery current (potential 30).

Ignition switch (S00) in position ”2" (starting) In this position current flows from terminal 50a on ignition switch (S00) via terminals X 8:7 and X1:60 to the contact of relay K05 (3:2) If the travel lever is in ”0"-position, contact K05 is closed and current continues to flow via terminal X1:90, terminals X18-2:1 and X17-2:4 to the starter solenoid switch.

Furthermore the following functions are switched via 50a: • Pulse to the monitoring board (sheet 5:13), The pulse applied to terminal X1:203 on the monitoring board during starting has the effect that warning buzzer and engine shut-down caused by too low engine oil pressure are out of function for a short while.

The monitoring board applies voltage to the coil of relay K22.

This closes contact K22 (3:18) immediately and the engine solenoid Y13 is energized. The engine starts.

BC 671 RB - Cummins

- F 13 -

Service Training Cold starting system BC 571 / 671 with Cummins-engine are equipped with an “ether starting system”.

At temperatures of approx. -5 °C and lower ether is needed as a starting aid. In this case the push button S58 must be pressed once and released again during the starting process. Only when releasing the push button the engine will be supplied with a defined quantity of ether as starting aid.

Shutting the engine down Ignition switch (S00) is in position ”0". The connection between potential 50 and potential 15/54 is interrupted.

The coil of relays (K11) and (K22) are no longer supplied with current. The contacts of these relays open.

Potential K11 is deenergized and engine solenoid (Y13) drops off. The engine will stop.

BC 671 RB - Cummins

- F 14 -

- F 15 -

Service Training Engine speed control MTA11 C370 Cummins (sheet 004)

Fig. 8

BC 671 RB - Cummins

Fig. 9

BC 671 RB - Cummins

Service Training

- F 16 -

Service Training The electronic engine speed control CENTRY is supplied with voltage by relay K22 (sheet 5:11) via F84 (4:17) and terminal X5:G on the engine (Pin 22 and 23, 4:10), together with the supply for the fuel shutoff valve Y58 (4:17). The motor control A48 (4:5) is additionally protected by two 5A fuses F95 (4:15).

The electronic throttle pedal S119 (4:10) supplies the nominal value for the respective engine speed.

For this purpose it is supplied with 5V from the engine control (Pin 13) via terminals X6:E and X10:3 (4:10).

The corresponding ground connection is provided by the engine control (Pin 27) via a 5A fuse F95 (4:11) (on the engine wiring harness), the engine plugs X6:B and X10:3 to the throttle pedal.

The potentiometer reports the signal voltage related to the required engine speed back to the engine control (Pin 19) via the terminals X10:2 and X6:D. In addition the engine control receives information via X10:6 and X6:A or X10:5 and X6:C whether the pedal is in idle speed position (X10:6) or not. The related ground connection is X10:4.

The actual engine speed value is sensed twice by the engine speed sensor (ESS) B94 (4:5): • Primary signal:

Pin 4 and Pin 17 (ground)

• Secondary signal:

Pin 24 and Pin 18 (ground)

These signal lines have a plug connection each before the engine speed sensor, which is not shown in the wiring diagram.

If the actual value corresponds with the nominal value, the engine control will not change the signal to the fuel control valve Y106 (4:8). If the values do not correspond the signal from the fuel line sensor (RPS) B93 (4:11) determines which change in fuel pressure is required to achieve the required nominal engine speed. The engine control sends corresponding voltage pulses to the electric control motor on the fuel control valve, in order to adjust the fuel line pressure with the rotary control piston.

The EFC is supplied by Pin 21 (+) and Pin 10 (-) of the engine control. The line pressure sensor (B93) is supplied with 5V direct voltage from the engine control via Pin 11.

The ground connection, which is protected by fuse F95, is provided by Pin 27.

The voltage signal proportional the line pressure is reported back to Pin 14.

If the coolant temperature exceeds 103 °C, switch B95 (4:2) will switch. This connects the coil of relay K30 (4:2) with the vehicle ground and the coil is energized. The contact of K30 (4:8) will open; the ground connection to Pin 15 of the engine control is interrupted. In this case the engine control will reduce the engine torque via the EFC to 80%.

The control light “fault diagnostics” H04 (4:17) lights whenever the engine control detects a fault (for more details refer to the chapter “engine”); current will then flow from Pin 03 on the engine control via the CENTRY-plug X5:F and X1:124 (4:16) to the control light. The control light will also light when pressing the push button “fault diagnostics”.

Current will then flow directly from the CENTRY-supply X1:20A (4:17) to the control light.

BC 671 RB - Cummins

- F 17 -

Service Training In this case current will also flow to Pin 03 (4:10) on the engine control, which will then display available fault codes, if the ignition is switched on and the engine is not running (see chapter ”engine”).

A fault diagnose can also be performed by connecting a special Cummins fault reader to the diagnostic socket X9 on the engine (4:4).

BC 671 RB - Cummins

- F 18 -

Indicators, monitoring (sheet 005)

Fig. 10

BC 671 RB - Cummins

Service Training

- F 19 -

Service Training The cabin is equipped with the following gauges: • RPM-meter P03 • Coolant temperature gauge P14 • Hydraulic oil temperature gauge P02 • Fuel level gauge (filling level in fuel tank) P01 These gauges are supplied with ignition current (K11) via X1:18E (5:11), F24 (5:11); X1:18A (5:11), X1:55 (5:5) and X7:8 (5:5). Each gauge has its own illumination, which is also switched by ignition current and via X1:47 (5:5) and X7:7 (5:5). To ensure a correct function all gauges are obviously connected to vehicle ground.

Engine PRM-meter The generator sends a rotary speed pulse from its terminal W. The faster the engine/generator turns, the higher the frequency. The RPM-meter picks up this frequency and converts it into an RPM-value.

Attention!

Due to the slippage in the belt drive of the generator and the tolerance of the gauge of approx. +/- 100 min-1, the RPM-meter is not suitable for adjustment work on engine or hydraulic system!

These adjustments must be made using a proper workshop RPM-meter!

Operating hour meter The electric power (MD+) for the operating hour meter is supplied via X1:42 and X7:2.

BC 671 RB - Cummins

- F 20 -

Service Training Monitoring board A15 The most important machine functions are monitored by the printed circuit boards A15 (monitoring module). The inputs and outputs are directly wired inside the electric junction box, i.e. there are no additional plugs on the circuit boards.

The monitoring modules have the following duties: 1. to inform the driver by means of indicator lights (LED) in case of: • LED 4

the cabin dehumidifier is switched on,

• LED 10

the parking brake is applied,

• LED 16

the travel lever is in ”0”-position,

• LED 17

speed range 1 is selected,

• LED 18

speed range 2 is selected,

• LED 11

or the central lubrication system is in operation or faulty (for more details refer to chapter G)

2. to trigger the warning lights (LED) in case that: • LED 12

the front charge circuit filter is dirty and the flow resistance is too high

• LED 13

the rear charge circuit filter is dirty and the flow resistance is too high

• LED 20

the hydraulic oil level has dropped down to a certain level (1st warning)

• LED 5

the engine air filter is dirty,

• LED 9

the contamination sensor in the hydraulic system indicates dirt in the system,

• LED 2

the generator is defective and the batteries are not being charged,

• LED 8

or the fresh air ventilator in the cabin does not work (in preparation),

3. to trigger the warning lights (LED) and the warning buzzer in case that: • LED 15

the return flow filter is dirty,

BC 671 RB - Cummins

- F 21 -

Service Training 4. to trigger the warning lights (LED), the warning buzzer and the engine shut-down in case that: • LED 3

the oil pressure in the engine is too low (engine shut down after 20 seconds)

• LED 19

the hydraulic oillevel has dropped to a minimum (engine shut down after 20 seconds)

• LED 18

the coolant level is too low (engine shut down after 20 seconds)

• LED 6

the coolant temperature is too high (engine shut down after 2 minutes)

• LED 11

or the hydraulic oil temperature is too high (engine shut down after 2 minutes)

BC 671 RB - Cummins

- F 22 -

- F 23 -

Service Training Brake, emergency stop and travel speed range selection (sheet 006)

Fig. 11

BC 671 RB - Cummins

Service Training The parking brakes are spring loaded multi-disc brakes in the final drives for the compactor wheels. The brake is hydraulically released by charge pressure. When shutting the engine down or when operating the emergency stop switch, the brake will close automatically.

Brake pedal not operated If the hand/foot brake is not operated hand brake switch S04 (6:2) and foot brake switch S49 (6:2) are closed and the coil of relay K48 (6:2) is supplied with voltage. Current can now flow from potential K11 via the now closed contacts of relay K48 (6:6) into the S-inlet on the timer relay for the brake K37 (6:7).

If the emergency stop (S01) has not been operated, current will flow from terminal 87 on relay K37 to the brake solenoid valve Y04 (6:8). The valve switches and the charge pressure, which is present when the engine is running, opens the brake.

Brake control The current flow to input S+ from the timer relay for the brake K37 (6:7) and from the timer relay for travel K37 (6:12) is interrupted by the open switch S04 (6:2) and / or S49 (6:2). This immediately interrupts the power supply from the timer relay for travel K37 to the travel direction switch S31 (6:13) and therefore also the power supply for the travel direction solenoids Y16 (6:9,6:10) and Y17 (6:13,6:14). The travel pumps swash to ”neutral” and the hydrostatic circuit brakes the machine. Relay K37 (6:7) interrupts the current supply for the brake solenoid valve Y04 (6:6) only after a period of 4 seconds. The valve changes over and closes the multi-disc brake.

This time delay ensures that the braking is performed by the hydrostatic drive and not by the multi-disc brakes in the final drives.

The pressure drop in the brake line closes the pressure switch (B05) (see sheet 5:18) and triggers the control light A 15/10 (5:18). The lamp lights up and informs the operator that the brake is closed.

Releasing the brake If switches S04 (6:2) and S49 (6:2) are closed, the coil of relay K48 (6:2) will be supplied with current.

The contact of relay K48 (6:6) closes and the inputs of the two timer relays are supplied with current.

The timer relay for the brake closes immediately and the brake solenoid valve Y04 (6:6) is supplied with current, i.e. the brake opens. One second later the timer relay for travel will also switch over. This supplies the travel direction switch S31 with voltage and the travel direction solenoids Y16 (6:9,6:10) and Y17 (6:13) are energized again. The travel pump can be actuated and the machine starts to move.

This delayed response makes sure that the brakes are released before the machine will start to drive.

Timer relay for brake and driving

BC 671 RB - Cummins

- F 24 -

Service Training The two modules K37 for braking and driving are identical in design. However, both are variably adjustable relays. With the wiring of the parts it is possible to determined whether a relay should have a delay in energizing or a delay in deenergizing. Apart from this the delay times can also be adjusted via the wiring. The wiring can also be used to determined whether the relay should be plus or minus switching.

The adjustment is made as follows: • Delay during energizing:No connection from input ”Vz” to ”-” • Delay during deenergizing:Connection from input ”Vz” to ”-” • Times

no connection from ”-” to ”1s” / ”2s” / ”4s” = 8s. Connection from ”-” to ”1s” / ”2s” / ”4s” sets the respective time in seconds.

• Plus switching:

Input ”St-” via switch to ground potential

• Minus switching:

Input ”St+” via switch to ground potential

The output signal can either be processed as normally closed or normally open contact. For this purpose the signal must be demanded either by output ”87” or ”87a”.

Note: The positions of the relay contacts are not in accordance with the ones on the actual relay with respect to location and sequence! The contacts are, however, marked on the relay, as shown in the following illustration.

Emergency stop function When actuating the emergency stop switch the travel pumps return to ”Neutral” and the brakes close immediately.

• Emergency stop switch in normal position If the travel direction switch (S31) (6:13) is in ”0”-position, the coil of relay K48 (6:2) is supplied with current and the contact of relay K48 (6:6) closes.

Current flows now via the closed contact K48 (6:6), the timer relay (6:3) and the closed emergency stop switch S01 (6:6) and the brake can be released.

• Emergency stop switch actuated If the emergency stop switch S01 (6:6) is actuated, the brake solenoid valve Y04 (6:6) drops off and the brake closes. At the same time the current supply to the engine solenoid (sheet 3:18) is interrupted. The engine stops and the machine comes to a halt.

BC 671 RB - Cummins

- F 25 -

Service Training Selection of travel direction and travel speed range • Travel direction switch in ”0”-position If the travel direction switch S31 (6:13) is in middle position, the solenoid valves Y16 (6:9 and 6:10) for travel direction forward and the solenoid valves Y17 (6:13) for travel direction reverse are dead.

In this position the coil of relay K05 (6:16) is supplied with current from potential K11 via F25 (6:8) and (X1:52). Contact (K05) (sheet 3:2) closes and enables starting of the diesel engine.

This supplies also the control light ”travel lever in neutral” A15/16 (sheet 5:17) with voltage and the lamp lights up.

• Selecting the travel direction When switching the travel direction selector switch to forward or reverse, the coil of relay K05 (6:16) is no longer supplied with current. Starting of the engine is no longer possible (see sheet 3:2). The control light ”travel lever on 0-position” goes out.

To be able to energize the travel direction solenoids (Y16 and Y17) the contact of relay K48 (6:6) must be closed. This switching position is only achieved if foot brake S49 (6:2) and hand brake switch S04(6:2) are not operated.

When contact K48 (6:6) is closed, current will flow from potential K11 via fuse F25 (6:8) and switch S31 (6:13) to both solenoid valves ”travel direction forward” (Y16) or (Y17) and ”travel direction reverse”. The travel pumps will respond and the machine will drive to the chosen direction.

When selecting travel direction reverse the warning buzzer (H14) (6:15) is additionally triggered.

• Selecting the travel speed range If the travel speed range selector switch S02 (6:18) is in position ”speed range 1" (slow), the function contact of the switch is open and only the contact for the indicator light 1st gear A15/ 17 (sheet 5:15) is closed, current flows via X1:53 and X1:229 (sheet 5:15) to the control light.

The solenoid valve Y03 (6:18) remains dead and the travel motors work with high displacement.

High displacement means high torque and low speed, i.e. slow travel speed range.

If the travel speed range selector switch S02 is in position ”speed range 2” (fast), the switch is closed and current flows to solenoid valve Y03. Current flows also via X1:54 and X1:228 (sheet 5:16) to the control light for 2nd gear A15/18 (sheet 5:16), the lamp for 2nd speed range lights up.

BC 671 RB - Cummins

- F 26 -

Service Training

- F 27 -

Warning devices, lubrication system, seat adjustment and seat heating (sheet 007)

Fig. 12

BC 671 RB - Cummins

Service Training Central lubrication system This manual contains a separate description of the central lubrication system. See chapter G.

Plug assignment X11

3

2

1

6

5

4

Fig. 13 Plug assignment, interface seat X11 (view: cable side on seat end of plug) X11:1

Connection between X1:151 and plus terminal on seat compressor M10 (red)

X11:2

Connection between X1:152 and plus terminal on seat heating R06 (black)

X11:3

Connection between X1:164 and the ground terminal on seat heating and seat compressor (2-lead, black)

X11:4

seat side empty

X11:5

seat side empty

X11:6

seat side empty

BC 671 RB - Cummins

- F 28 -

Heating and ventilation (sheet 008)

Fig. 14

BC 671 RB - Cummins

Service Training

- F 29 -

Service Training Blower monitoring (only with air conditioning) (in preparation, not yet available)

BC 671 RB - Cummins

- F 30 -

Protective ventilation, air conditioning (sheet 009)

Fig. 15

BC 671 RB - Cummins

Service Training

- F 31 -

Service Training When the engine is running the coil of relay K62 (sheet 2:19) is excited by the MD+ signal. Contact K62 (9:15) closes. Current flows now from potential 30 via the closed contact and fuse F33 (9:15) to the time delay relay A31 (9:9) and to the switches for dehumidification S122 (9:12) and air conditioning S102 (9:15).

When switching the air conditioning unit on with the 3-step switch S102, current flows in dependence on the selected step via R21 (9:14, step 1), R20 (9:15, step 2) or directly to the blower of the air conditioning evaporator E37 (9:14), enabling 3 stepped blower speeds.

Current flows also from S102 to the internal thermostat (temperature selection knob) B29 (9:17). If the temperature is high enough, current will continue to flow to the pressure switch B75 (9:17), which monitors the refrigerant pressure. If the pressure drops below 1,5 +/-0,5 bar or increases above 25 +/1,5 bar, current will flow through the closed contacts of relay K33 (9:20) to the warning buzzer for the air conditioning unit H 07 (sheet 5:13) and the compressor will not start.

If the refrigerant pressure increases to a value higher than 3,4 bar or drops again under 18 +/- 1,5 bar or if it is between the two specified shut-off limits, i.e. the pressure is correct, the pressure switch enables current to flow to the coil of cut-off relay K41 (9:17) as well as the coil of the warning buzzer relay K33 (9:16)via diode V16 (9:17). This opens the contact of K33 (9:20) and the warning buzzer will stop sounding or will not start to sound. The contact of K41 (9:7) to the timer closes as well. After this time the timer switches and the current flows via terminal (X0:1) and the resistors R24 and R25 to the magnetic coupling Y15 (9:8). The coupling switches and the air conditioning compressor starts.

The resistors R24 and R25 have the function to reduce the voltage from 24 Volt to 12 Volt.

Dehumidification function When actuating the dehumidification switch S122 (9:12) current flows through X1:187 and X1:E to the control light for dehumidification A15/4 (sheet 5:8). Current flows also without dropping resistor via diode V48 (9:13) to the blower for the evaporator, so that it runs with full speed. Current flows via diode V47 (9:13) and via the pressure switch B75 to the coil of relay K41, i.e. the inside thermostat B25 is bridged.

The coil of the warning buzzer relay K33 is directly excited via diode V15, i.e. the warning buzzer does not sound when the dehumidification function is switched on, even if the pressure is correct and the compressor is not running.

BC 671 RB - Cummins

- F 32 -

Steering and dozer blade control (sheet 010)

Fig. 16

BC 671 RB - Cummins

Service Training

- F 33 -

Service Training Plug assignment X12

X12:1 X12:6

X12:5 X12:4

X12:3 to junction box

to steering sender

X12:2

Fig. 17 Plug assignment, plug steering sender X12 X12:

Connection between terminal X1:62 and supply input (+) ”steering” on steering sender

X12:2

Connection between terminal X1:63 and supply input (+) ”direction” on steering sender

X12:3

Connection between terminal X1:64 and ground input steering sender

X12:4

Connection between terminal X1:65 and signal output steering sender

X12:5

Connection between terminal X1:66 and switching output ”steering direction left” on steering sender

X12:6

Connection between terminal X1:67 and switching output ”steering direction right” on steering sender

BC 671 RB - Cummins

- F 34 -

Service Training The sanitary landfill compactor BC 671 RB is for the first time equipped with an electronically controlled steering system. Similar to the dozer blade control on the BC 670 the steering system is actuated via an electrically controlled proportional valve.

The steering unit A45 (10:6) is supplied with voltage from potential K11 via F63 (10:2), terminals X12:1 (10:8) and X12:2 (10:7). When turning the steering wheel to a certain direction, one of the two contacts L or R switches the current supplied via X12:2 to the coil of the steering relay K56 (10:7). This causes the contact of relay K56 (10:4) to switch to contact 87, so that the signal line from the steering unit to the valve block is closed. This ensures priority of the steering wheel over the optionally available joystick steering S71 (10:03).

EHF-module The signals from the steering unit or the steering joystick and the dozer blade control lever are monitored by the module ”oil flow limitation” A47 EHF (10:13). In case of a faulty input signal both outputs (steering and dozer blade) are blocked (no output signal). To delete the error status the ignition must be switched off and on again. The 4 adjustable potentiometers on this module are adjusted to maximum, i.e. during normal operation the input signals are passed on as unchanged output signals. In order to check whether the module allows the voltage to pass the same voltage value must be measured before (X1:165) and after the EHF-module (X1:240) with identical steering angle.

As a measure to avoid pressure peaks in the hydraulic system of the dozer blade control, the proportional control is fitted with a time delay circuit board A38 (10:10).

BC 671 RB - Cummins

- F 35 -

Service Training Function of the dozer blade control S70, type PVREL

Fig. 18 Dozer blade control lever he control lever is supplied with vehicle voltage to connection + and receives ground potential via the connection -.

In dependence on the position it sends a signal voltage (Us) via the oil flow limitation module (A47 EHF) and the time delay board (A38) to the electric control Y63 on the control valve block for the dozer blade control.

BC 671 RB - Cummins

- F 36 -

Service Training

Fig. 19 Floating position In accordance with the charactristic curve the signal voltage (Us) behaves to the supply voltage (UDC) as follows: Assumption: UDC = 24 V 1.

Neutral position:

Us = UDC x 0.5 = 24 x 0.5 = 12V

2.

Up:

The voltage drops proportional to the displacement of the control lever. When reaching the end stop the signal voltage US (24V x 0.33) is approx. 8V

3.

Down: x 0.66)

The voltage Us increases from 12V in neutral position up to approx. 16V (24 when the end stop is reached.

4.

Float position:

BC 671 RB - Cummins

If the lever is moved to this position, the signal voltage Us is approx.

18V (24 x 0.75).

- F 37 -

Service Training Function of the electric control PVEH for dozer blade and steering control block

Fig. 20 Dozer blade control block PVEH The electric control converts the signal voltage Us coming from the dozer blade control lever, the steering unit or the joystick to a displacement of the valve spool.

The general function can be seen on the following illustration:

BC 671 RB - Cummins

- F 38 -

Service Training

Fig. 21 Characteristic curve: Oil flow, displacement and voltage The characteristic curves B (25 l/min) to E (100 l/min) show the nominal oil flows for various spool types.

In case of the dozer blade control at a ratio of control voltage Us and supply voltage UDC of: • approx. 0.35 to 0.45 the function ”Up” is switched on • approx. 0.5 the function ”zero position” is switched on • approx. 0,55 to 0,65 the function ”Down” is switched on • approx. 0,75 the function ”float position” is switched on.

The characteristic curves B (25 l/min) to E (100 l/min) show the nominal oil flows for various spool types.

In case of the steering control at a ratio of control voltage Us and supply voltage UDC of: • approx. 0,25 to 0.45 the function ”Right” is switched on • approx. 0.5 the function ”zero position” is switched on • approx. 0,55 to 0,75 the function ”Left” is switched on The electric control PVEH are equipped with an integrated fault monitoring system. Above the connecting socket there is a light emitting diode which lights green during normal operation and changes to red in case of a fault.

BC 671 RB - Cummins

- F 39 -

Service Training Fault monitoring: The fault monitoring installed in the PVEH should indicate a malfunction, e.g. a main spool seized by dirt, as early as possible. It reacts quickly and independently from the machine operator and it allows to switch the system off before it performs any uncontrolled movements.

Reaction in case of control faults The voltage to the solenoid valves in the PVEH is interrupted and the valves return to initial position.

The main spool returns to neutral position by spring force, as long as it is not seized by dirt.

The light emitting diode lights red.

The fault monitoring system responds If the signal voltage is clearly outside the working range (max value 90%, min. value 10% of the supply voltage), e.g. in case of a short circuit in the cable to the remote control lever or steering unit.

If the main spool is actuated any further (actual value) than it should be because of the control voltage (nomina value) (15%), i.e. if the spool does not return analogue to the electric signal.

This may happen e.g. if a neutral setting signal is sent to a PVG with jammed main spool.

The duration of the fault must be at least 500 ms, before the fault monitoring system will respond.

Starting after a fault The electric controls PVEH are different in this respect: The PVEH for the dozer blade control contains an active fault monitoring system, i.e. it remains in malfunction condition, until the supply voltage has been switched off and on again.

The control for steering contains a passive fault monitoring system, i.e. if a signal voltage fault occurs during steering to the right, the system will first change to malfunction. When releasing the steering wheel, i.e. no apparent fault any more, the control is again ready for operation.

For manual control in case of a fault the valve blocks are fitted with hand levers.

BC 671 RB - Cummins

- F 40 -

Cabin (sheet 011)

Fig. 22

BC 671 RB - Cummins

Service Training

- F 41 -

Service Training Central lubrication system The sanitary landfill compactors BC 571 / 671 / 771 RB are equipped with an automatically working lubrication system.

System layout

Fig. 1 Layout of automatic lubrication system 1

Ignition switch

5

Main distributor

2

Fuse F16

6

Main distributor, rear frame

3

Push button with control light

7

Piston detector, monitors

4

Lubrication pump with integrated control

BC 771 RB

and terminates working cycle 8

Sub-distributor, front frame

-G1-

Service Training Technical description When switching the ignition on, the automatic lubrication system is supplied with voltage via fuse F13.

At the same time the system performs a function test for drive motor and control light.

During this function test the motor is activates for 0.1 seconds (short movement of stirring blade) and the control light lights up for 2 seconds. In case of a fault the control light will flash. If the control light does not light up, the light is defective.

The system is equipped with an electronic control and a monitoring device for the function of the lubricant distributor.

The electronic control is integrated in the pump case and controls the lubrication cycle automatically.

One lubrication cycle consists of a pumping period and a pause.

Duty cycle: The duty cycle is aprox. 45 seconds. It depends on the grease used for lubrication and the operating temperature. It is monitored by a piston detector mounted to the sub-distributor (rear frame). The piston detector terminates its working cycle after all pistons have ejected their quantity of grease. The duty cycle is indicated by the control light in the cabin.

Pause: Once the lubrication interval is finished, the system will pause for 1 hour. After this pause a new lubrication cycle will start.

Remark: When switching the ignition off, all times (duty cycles and pause times) as well as the present operating conditions (faults) are stored in an electronic memory.

When switching the ignition back on, the control will start exactly at the same point where it stopped before the ignition was switched off.

BC 771 RB

-G2-

Service Training Test run: To check the function of the system you can perform a test run. For this purpose press the push button for approx. 2 seconds after switching the ignition on. This triggers a normal lubrication cycle.

Lubrication process: During a duty cycle the lubricant pump delivers the lubricant to the main distributor. This distributor delivers the grease quantity to the sub-distributors in front and rear frames . These sub-distributors press the grease to the individual lubrication points.

Lubrication points The sub-distributor in the rear frame supplies the following points in the rear frame with grease: • the rocker bearings (4 pieces) on both steering cylinders • top and bottom bearings on the articulated joint

The sub-distributor in the front frame supplies the following points in the rear frame with grease: • the live ring bearing in the oscillating joint • all bucket bearings • the upper rocker bearing on the bucket cylinder

BC 771 RB

-G3-

Service Training Monitoring the function: Main distributor and sub-distributors are connected by a main grease line. This results in a positive connection between the pump and the connected progressive system.

If one of the pistons in any of the distributors does not move or if one of the pistons is not able to push out the grease through the corresponding outlet, the distributor will block itself.

If one of the sub-distributors is blocked, the positive connection of the system will also block the main distributor. The complete progressive system will stop.

The fundamental internal structure of the progressivbe distributor ensures a self-monitoring of the working cycle in the distributor.

The cross-linking of this system enables monitoring of the complete system.

Due to the use of the piston detector functional faults are immediately detected and indicated by a flashing sequence of the control light.

The complete system can be visually monitored on the pressure relief valve of the pump. If grease emerges from this pressure relief valve during the pumping process, there must be a blockage in the system.

BC 771 RB

-G4-

Service Training Indication of faults

Fig. 2 Indication of faults A

Drive motor defective

B

Fault in lubrication circuit 1

C

Fault in lubrication circuit 2 (not applicable)

D

Fault in lubrication circuit 1 + 2 (not applicable)

E

Empty signal: Container empty

F

Acknowledgement of fault (permanent light)

A = Drive motor defective If the motor does not start when operating the starter switch or the machine contact, or if the cable of the motor is defective, the control lamp will flash after 2 seconds as follows: A = 1 second ”ON” - 1 second ”OFF”

BC 771 RB

-G5-

Service Training B = Malfunctions e.g.

• blocked lubrication point(s) • blocked distributor • main hose to distributor with piston detector interrupted • air in system The above faults mean that the piston in the monitored distributor cannot move any more. The control lamp indicates the fault by means of the following flashing sequence: Lubrication circuit faulty B = 0,5 second ”ON” - 1 second ”OFF”

E = Empty signal The control lamp shows the following flashing sequence Container empty E = 0,5 second ”ON” -0,5 second ”OFF” Note: After 6 motor revolutions the empty signal will be converted to a flashing signal with the above mentioned frequency.

In case of a system fault the piston detector (initiator) cannot register any piston movement and therefore the pump will not switch off.

With the help of the parallel running monitoring time the controls switch the pump off at the end of the monitoring time (5 minutes).

This is followed by a fault signal!

The contact lamp flashes.

The pump does no longer start automatically.

BC 771 RB

-G6-

Service Training F = Acknowledging a fault Pressing the button (< 1 second) acknowledges the fault signal, i.e the flashing of the control lamp changes to a permanent light.

Note: An acknowledged fault also remains stored after switching the drive switch or the machine contact off.

When switching on again the control lamp flashes again, according to the respective fault.

Rectify the fault and release additional lubrication In the event of a fault check the central lubrication pump and the connected system for faults.

Rectify the cause of the fault.

Switch the pump on again by releasing an additional lubrication cycle. Keep the button slightly longer depressed (> 2 seconds). If the fault is eliminated, the control lamp will go out at the end of the lubrication process.

IMPORTANT: In case of a malfunction the pump will not automatically start to run again after the rectification of the fault. The pump must be switched on.

BC 771 RB

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Service Training Description of parts: Central lubrication pump The pump is a compact multiple-line pump and consists of: • container with stirring blade, • housing with built-in motor, • control device, • pump element, • safety valve and • filler nipple.

The pump works in lubrication cycles (breaks, stand-by and operation times)

Fig. 3 Lubrication pump 1

Container

2

Pump element

3

Safety valve

4

Filler nipple

5

Control board

BC 771 RB

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Service Training

Fig. 4 Pump element 1

Piston

2

Resetting spring

3

Check valve

Working principle of the pump element The electric motor drives the eccentric 1 (see following illustrations).

During operation the piston (2) draws lubricant out of the grease container and delivers it via the distributor to the connected lubrication points in front and rear frames.

Suction phase

Fig. 5 Pump element drawing in grease 1

Eccentric

2

Piston

3

Spring

4

Check valve

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Service Training Pumping phase

Fig. 6 Pump element pumping 1

Eccentric

2

Piston

3

Spring

4

Check valve

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Service Training The check valve The check valve supports the function of the pump element. It prevents the back flow of lubricant to the housing, i.e. to the container.

Fig. 7 Hydraulic diagram of pump 1

Container with stirring blade

2

Pump

3

Check valve, spring loaded

4

Pressure relief valve

P

Pressure line

The pressure relief valve The pressure relief valve limits the pressure in the system to the adjusted value.

The valve opens at a pressure of 350 bar.

Lubricant escaping from the pressure relief valve indicates a fault in the system.

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Service Training Progressive distributor

Fig. 8 Progressive distributor 1

Inlet fitting

2

Supply bore from piston

3

Fitting, assembled

4

Plug for piston

5

Check valve, complete

6

Clamping ring (brass)

7

Valve body

8

Cutting ring

9

Spigot nut

10

Connecting passage

11

Copper sealing ring

12

Plug

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Service Training Features of a progressive distributor The term ”progressive” refers to the special processes which occur in the distributor during the supply of lubricant, e.g.

• successive movement of the individual pistons in the distributor caused by the supplied pressurized lubricant.

• the pistons move in a present sequence and in constantly repeated cycles.

• each piston must have fully completed its movement before the movement of the next piston can take place, irrespective of whether the supply of lubricant is constant or intermittant.

• the pistons work in dependence on each other.

None of the connected lubrication points will be missed out.

Progressive distributors of type SSV are piston distributors.

• They control the distribution of the lubricant (progressively) to the connected lubrication points.

• Per outlet and piston stroke a quantity of 0.2 cm³ of lubricant is supplied.

• By closing single outlets it is possible to deliver the double or multiple amounts of lubricant.

• This distributor provides the possibility to connect several lubrication points to one central lubrication point.

Description of function Lubricant flow in the distributor The following five illustrations show how the individual outlets are supplied with the proper amount of lubricant.

Note: For simplification we show only the delivery details for the outlets 2, 7, 5, 3 and 1. All other processes result from the logic pumping sequence.

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Service Training Phase 1

Fig. 9 Phase 1 The lubricant enters from above (vertical arrow) into the lubricant distributor and flows to the right end of piston A. The lubricant pressure moves piston A (horizontal arrow) to the left and presses the confined lubricant from the left hand end of piston A to outlet 2.

Phase 2

Fig. 10 Phase 2 When piston A reaches its left hand stop position it opens the connecting passage at the right hand end of channel B. The lubricant flowing in from above (vertical arrow) likewise moves piston B (horizontal arrow) to the left and presses the confined lubricant from the left hand end of piston B to outlet 7.

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Service Training Phase 3

Fig. 11 Phase 3 When piston B reaches its left hand stop position it opens the connecting passage at the right hand end of piston C. The lubricant flowing in from above (vertical arrow) likewise moves piston C (horizontal arrow) to the left and presses the confined lubricant from the left hand end of piston C to outlet 5.

Phase 4

Fig. 12 Phase 4 The connecting passage at the right hand end of piston D is now open (bottom horizontal arrow).

Lubricant flowing in from above (vertical arrow) presses piston D to the left hand side, thus the confined lubricant from the left hand end of piston D leaves the distributor through outlet 3.

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Service Training Phase 5

Fig. 13 Phase 5 In phase 4 piston D opens the connecting passage to the left end of piston A. The flowing lubricant (vertical arrow) pushes piston A to the right (upper horizontal arrow) and conveys the confined lubricant to outlet 1.

In the subsequent sequence of delivery the pistons B – D move in succession from left to right.

Thus one complete revolution has come to an end and a new cycle can start.

If the flow of lubricant is interrupted the piston will stop. In this case there is no conveyance of lubricant to the lubrication points.

When lubricant flows through the distributor again, the cycle starts exactly at the point where it was interrupted.

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Service Training Maintenance and testing Maintenance Maintenance of the central lubrication system is limited to refilling the container with clean grease in due time. However, you should check at regular intervals whether grease emerges effectively from all lubrication points.

Apart from this all main connections and lubrication point connections must be checked for damage and, if necessary, be changed.

Note: Strict cleanliness is of utmost importance when working on the central lubrication system! Dirt in the system will lead to severe damage.

For cleaning the system use petroleum ether or petroleum. Tri, Per or similar solvents should not be used.

Filling the pump The 2 litre container of the lubrication pump should be filled to the ”Max”-mark with the hand operated filling pump.

Important: Grease or oil must be free of contaminants and impurities and should not change its consistency over the course of time.

Note: If the system has been completely emptied the pump may need up to 10 minutes running time before reaching full pumping capacity.

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Service Training

Fig. 14 Filling pump 1

Cartridge

2

Filling pump, complete

3

Seal

4

Arrangement of sealing collar for cartridge operation

• Remove both lids from the cartridge (1).

Important: Before inserting the cartridge observe the position of the sealing collar (4). The sealing collar must be folded back.

Note: Before assembling the filling pump make sure that the sealing ring (3) has been inserted.

• Assemble the filling pump and connect it to the lubrication pump • Pump the grease into the lubrication pump by actuating the pumping rod. Repeat this procedure, until the grease level has reached the ”Max”-mark on the pump.

• After filling the pump reinstall all plugs on the grease pump.

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Service Training Checking the system When checking the system it is necessary to run one or more additional lubrication cycles.

Note: With every additional lubrication cycle the pump will deliver grease to the connected lubrication points.

• Check the main supply lines and the lines to the lubrication points for tight fit.

• Check, whether grease is emerging from all lubrication points.

Checking the safety valve

Fig. 15 Checking the safety valve 1

Hose, min. 1 m long

3

Pressure gauge

2

T-piece

4

Relief valve

• Connect the pressure gauge (0 - 600 bar; 0 - 8708 psi) to the safety valve.

• Start an additional lubrication cycle.

The safety valve should open at a pressure of 350 bar (5080 psi).

Important: Do not connect the pressure gauge directly to the pump element. Very high pressure peaks, exceeding the measuring range of the gauge, will occur. The motor will stop. It can be blocked for up to 30 minutes without any harm.

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Service Training Trouble shooting Central lubrication system not working If grease emerges from the relief valve, there is a fault in the central lubrication system.

In this case the grease pump must be checked first.

• Remove the lubrication hose.

• Connect a 600 bar pressure gauge.

• Close the lubrication hose with a plug.

• Switch the pump on and press the push button several times.

Nominal value: Pressure increase to approx. 350 bar, grease emerging from the relief valve

Fig. 16

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Service Training If the nominal pressure is not reached, check the pressure relief valve.

If the valve is faulty it must be replaced immediately.

If the valve works correctly the pump must be replaced.

Fig. 17

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Service Training If the pressure was reached during the first test step, the main distributor must be examined.

• Reconnect the lubrication hose.

• Connect the hand press to the grease nipple and generate a pressure of 200 bar by manual pumping.

Fig. 18

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Service Training • Loosen the top and bottom lubrication hoses (one after the other).

Note: The hose from which grease comes flowing out indicates in which branch the blockage can be found.

• Reconnect the hoses.

Fig. 19

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Service Training If no grease flows out, replace the main distributor.

If grease emerges from the bottom hose, check the sub-distributor in the front frame.

• Generate a pressure of approx. 200 bar with the hand press and loosen the lubrication lines one after the other. The hose from which grease comes flowing out indicates the blocked lubrication point.

If no grease comes running out replace the sub-distributor.

If grease comes out repair the respective bearing.

Fig. 20

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Service Training If grease emerges from the top hose, check the sub-distributor in the rear frame.

• Generate a pressure of approx. 200 bar with the hand press and loosen the lubrication lines one after the other. The hose from which grease comes flowing out indicates the blocked lubrication point.

If no grease comes running out replace the sub-distributor.

If grease comes out repair the respective bearing.

Fig. 21

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ServiceTraining Air conditioning Physical principles To be able to understand the working principle of an air conditioning system, it is necessary to be familiar with the physical principles of this kind of equipment. One of these basic principles is the fact that any kind of material can have three different aggregations: • solid • liqiud • vaporous

Fig. 1 Aggregations

You should also know, that liqiuds absorbe heat when changing from liqiud to vaporous aggregation and give away heat when they change from vaporous to liquid aggregation.

Heat will always flow from warmer to the cooler substance, i.e. the temperature of the cooler medium will always raise when bringing it in contact with a warmer substance.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining The boiling point The boiling point is the temperature, at which a liquid substance vaporizes. This point changes with the pressure which is applied to the liquid substance.

Fig. 2 The boiling point

A pressure reduction lowers and a pressure increase rises the boiling point.

Example: The following values are valid for the medium water: • Vacuum - 0.6 bar Boilingpoint = 71 °C • Atmospheric pressure Boiling point = 100 °C • Overpressure + 0,4 bar Boiling point = 126 °C The function of a pressure cooker is based on this physical principle. The overpressure in this type of saucepan makes sure, that the transformation from liquid to vaporous aggregation (boiling point) happens at a temperature higher than 100 °C. This ensures a higher cooking temperature and reduces the cooking time.

Liquid refigerants must have a low boiling point, so that they can absorb and emit heat very quickly for optimal heat exchange.

For this reason the refuse compactors BC 571/671/771 RB/RS use the refrigerant R 134a (Tetrafluor ethane, CH2F-CF3). This medium has a boiling point of -26 °C at atmospheric pressure (0 bar technical pressure).

All pressure values for the air conditioning unit mentioned in these training documents refer to the technical pressure.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining The refrigerant circuit

Fig. 3 Refrigerant circuit

1 Compressor 1a Electro-magnetic clutch 2 Condenser 3 Liquid container 3a Drier 3b Sight glass 3c Pressure switch B75 (Low pressure OFF 1.5 +/-0,5 bar, ON max 3.4 bar, High pressure OFF 25 +/-1,5 bar, ON 18 +/-1.5 bar) 4 Expansion valve 5 Evaporator 6 Temperature sensor / Thermostat B29 (COLD OUT-3 +/-1°C, COLD ON.0,5 +1°C) (WARM OUT 9 +/-1°C, WARM ON 13 +1°C) 7 Temperature switch (Thermostat) B29

BC 571/671/771 RB/RS air conditioning

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ServiceTraining 35

30

25

bar

20

Liquid

15

10

Vapour

5

0 -50 -40 -30 -20 -10 0

10 20 30 40 50 60 70 80 90 100

-5

°C

Temperature °C -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 55

pressure bar -0,61 -0,49 -0,34 -0,16 0,06 0,32 0,63 1 1,43 1,92 2,49 3,13 3,87 4,7 5,63 6,67 7,83 9,12 10,54 12,11 13,83

Fig 4 Temperature - pressure curve R134a

The basic circuit of the air conditioning unit consists of compressing, liquifying, decompressing and evaporating.

The vaporous refrigerant is compressed and heated up in the refrigerant compressor.

In the condenser the vaporous refrigerant is transformed to liquid aggregation by lowering the temperature.

The liquid container with built-in drier receives the liquid refrigerant.

The expansion valve reduces the pressure in the system again.

In the evaporator the liquid refrigerant is transformed to the vaporous aggregation by increasing the temperature.

The vapour-liquid curve for R134a shows, that the vapour will change to liquid when reducing the temperature (condenser) or that the liquid will change to vapour when changing the pressure (evaporator).

BC 571/671/771 RB/RS air conditioning

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ServiceTraining Description of the BOMAG refuse compactor refrigerant circuit The refrigerant cicuit consists of a suction and a high pressure section. This searation refers to the pressures of the refrigerant in the respective area of the system. The two separating points between the suction side and the high pressure side are the refrigerant compressor and the expansion valve.

The refrigerant compressor sucks the vapory refrigerant from the evaporator, compresses it, whereby it is also heated up (60-100 °C) and presses it into the condensers.

In the condensers the vapory refrigerant changes to liquid, because of the heat exchange with the outside air. The transformation from the vapory to the liquid aggregation takes place when reaching dew point, which depends on the present pressure.

The refrigerant, which is now totally liquified, flows from the condenser to the liquid container with the integrated drier.

This drier insert binds moisture and contamination. Water causes corrosion in the circuit and impairs the properties of the refrigeration oil, which can cause severe damage in the system.

From the liquid container the refrigerant flows through a pipe system to the expansion valve.

The expansion valve throttles the circuit and causes the high pressure between the compressor and the expansion valve. The expansion valve always injects a certain quantity of refrigerant into the evaporator. It is therefore also called “injection valve“.

The liquid refrigerant detentions in the evaporator and vaporizes. The necessary vaporizing heat is extracting from the air, which circulates around the evaporator fins.

The radial blowers (= heater blowers) in the right hand side of the cabin force the air from inside the cabin through the evaporator grid back into the cabin. This lowers the temperature inside the cabin.

In the evaporator between the fins there is a temperature sensor installed. The temperature signal from the sensor is sent to the adjustable temperature switch. Depending both on the measured temperature and on the current adjustment this thermostat regulates the temperature inside the cabin by switching the cooling circuit on or off.

The pressures in the suction and in the high pressure sides depend on the respective ambient temperature.

Note:

Higher temperature means higher pressure.

The refrigerant compressor sucks the vapory refrigerant in again and compresses it.

The refrigerant circuit is closed.

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ServiceTraining Description of components Compressor

Fig 5 Refrigerant compressor

The refrigerant compressor is a swash plate operated 6-cylinder compressor (3 double pistons).

The swash plate is arranged in the middle between 3 piston pairs and generates a stroking movement of the piston when it is switched on.

Through the cylinder heads at the ends of the compressor the vapory refrigerant flows into the compressor, is compressed and pressed out again to the condenser.

The connections for suction and high pressure hoses on the refrigerant compressor are fitted with two service valves. the hoses of the filling and testing station can be connected to these valves.

The oil sump of the refrigerant compressor is filled with refrigeration oil up to the filler and level bore. The internal ring gear pump at the end of the drive shaft delivers this oil to the bearings in the compressor for lubrication.

Directly at the compressor connection ports are the service adapters installed. These are the ports to evacuate and fill the system.

Here are also 2 shut-off-valves installed. These valves can be used e.g. in case of a compressor failure; The compressor can be changed after closing the valves and the system is ready for operation again after the repair without refilling the system.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining Electro magnetic clutch (Y15)

shut-off valves

Red service adapter Pressure side

Blue service adapter Suction side Fig 6. Compressor assembly BC 671/771 with Cummins engine

Electro magnetic clutch (Y15) The electro magnetic clutch is attached to the front of the refrigerant compressor and provides a positive connection between the V-belt pulley and the crankshaft.

The coupling consists of the magnetic coil (Fig7, Pos. 1), the V-belt pulley (Pos.2) with the bearings and the spring plate (Pos.4).

The magnetic clutch is tightly connected with the compressor. The spring plate is fixed and the V-belt pulley rotates on the drive shaft of the compressor.

Fig 7 Electro magnetic clutch: A-open B-closed

When current flows through the magnetic coil, the spring plate is pulled against the Vbelt pulley and the compressor starts to run. When the current flow to the magnetic coil is interrupted, the spring plate disengages from the V-belt-pulley and the compressor will stop. Note: The clutch works with 12V, not with 24V! BC 571/671/771 RB/RS air conditioning

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ServiceTraining Electric control

warning buzzer

Fig 9 Electric circuit diagram

If the engine is running (that means K62 is closed, the air condition can be switched on either with the rotary switch for cabin air circulation (S102), or with the rotary switch for cabin de-humidification (S04).

S102

S04

Fig 10 Rotary switches for cabin air circulation and de-humidifier

In Position 1 of S102 current flows from Pin 5 of this switch via X1:180 and the preresistors R30 and R31 to the blower E37, connector „Min.“. Then it flows via the blowerinternal pre-resistors R28 and R29 to the blower motor. The blower runs in Minimum speed.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining Current also flows from Pin 5 of S102 to the thermostat B29 (Fig.11).

Rotary switch for air conditioning system / Thermostat (B29)

Fig 11 Thermostat B29

Is the thermostat closed, current flows via X1:183 and X1:121 to the pressure switch B75 at the liquid container. Is the pressure OK, the switch is closed and the coils of K41 and K33 are energized. The contact of K33 opens, the warning buzzer stays quiet.

The contact of K41 closes and current flows to Terminal 2:2 of the time control module A31. This module protects the magnetic clutch of the compressor against premature wear. It prolongs the duty cycles of the clutch.

At last the module energizes magnetic clutch of the compressor. However the module still delivers 24V, but the clutch works with 12V. Therefore the two pre-resistors R24 and R25 are installed. These resistors let the voltage to the compressor drop to 12V. Fig 12 Electric box in cabin

Time control module A31

Diode module (V41 - V48)

A31

Pre-resistors magnetic clutch R24, R25

BC 571/671/771 RB/RS air conditioning

Pre-resistors blower Min speed, R30, R31

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ServiceTraining Is the adjusted thermostat temperature reached, the thermostat B29 opens, K41 and K33 are no longer energized. So at the end of the duty cycle of the time control module A31 the magnetic clutch opens and the compressor stops.

Is the refrigerant pressure too high or too low, the pressure switch B75 opens. Again K41 and K33 are no longer energized and the compressor clutch opens. But in this case current also flows via B29 and K33 to the warning buzzer H07.

In Position 2 and 3 of switch S102 the blower E37 runs faster (less pre-resistors). If e.g.

Position 3 is chosen, current flows directly from Pin 3 of S102 to the Max-Terminal of the blower. However current also flows „back“ via R29, R28, R30 and R31 and X1:180 to the thermostat B29, so that the relays K41 and K33 can be energized If the De-humidifier switch S04 is used, current flows from X1:179, X1:187 and V48 directly to the blower E37, which then automatically runs in Max. speed. Current also directly flows via V47 to the output terminal of B29. So it doesn’t matter if the thermostat is closed or not, with right refrigerant pressure the air condition system will run with maximum power.

Condensers

Fig 13 Condensers

The 2 condensers are installed on a hinged plate on the cabin roof and is permanently subjected to the surrounding air.

The compressed refrigerant liquifies in the condensers, i.e. the cooling effect of the air changes the aggregation of the vapory refrigerant.

The condensers consist of pipes and fins, which are tightly connected with the pipes.

This ensures a large heat exchanges area and therefore an excellent exchange of temperature.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining The exchange of temperature in the condensers is caused by air cooling, whereby the most favourable air temperature is the temperature of the surrounding air. The whole combustion air for the engine flows through the condensers and then through the ROPS to the combustion air filter. This ensures an excellent heat exchange because of a high flow rate.

Function: Hot vaporized refrigerant with a temperature of 60-100°C from the refrigerant compressor is pressed into the condensers. pipes and fins absorbe this heat very quickly.

The outside air is blown through the condenser, thereby absorbing the heat and cooling the refrigerant.

At a certain temperature and a certain pressure the refrigerant will liquify and flow out through the outlet.

Maintenance: The condensers must be regularly checked for deposits of dirt. a dirty condenser will have very poor condensing performance, which will result in unnecessarily high operating pressures.

The condensers must be cleaned by blowing or washing dirt out. Bent fins can be easily straightened with a special fin comb.

Liquid container with drier

to expansion valve

from condensers pressure switch sight glass

Fig 14 Liquid container with drier

The liquid container takes the liquid refrigerant and compensates its volume changes at the different temperatures.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining

Fig 15 Liquid container with drier (principle)

1 Pressure switch 2 Drier outlet 3 Sight glass 4 Liquid container 5 Drier element The liquid level can be checked on the sight glass on the side of the container.

Every time the compressor starts and at high ambient temperatures, the ball must float in the lower half or in the middle of the sight glass (see Fig 16). During the normal working time at low ambient temperatures the ball normally stays at the bottom of the sight glass.

swimmer ball indicator pearl blue: dry pink: moist

Fig. 16: Sight glass when compressor is starting

The drier element is integrated in the liquid container. The cone-shaped drier is made of silicagel. The drier extracts water and dirt from the refrigerant.

The liquid container with integrated drier has to be replaced, if the small indicator pearl in the sight glass is pink and also if signs of rust or dirt can be noticed in the sight glass.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining In this case the absorbing capacity of the drier element is exhausted. The liquid container must also be changed after every repair in the refrigerant circuit.

Never leave the ports of a new liquid container open before the installation, because humidity may enter and reduce the lifetime of the drier.

Because of the design of the liquid container it only works properly, if it stays in a vertical position. Therefore the system cannot work, if the hinged air condition plate is flapped down into transport position.

Pressure switch (B75)

Fig 17 Pressure switch

In the BOMAG system a combined low/high pressure switch is used.

In case of too low pressure (< 1,5 +/-0,5 bar) the switch opens and the compressor will stop. A pressure drop down to this value is normally caused by a too low refrigerant level. When filling the system, the switch will only close again, if the pressure increases to 3,4 bar.

In case of too high refrigerant pressure (> 25 +/- 1,5 bar) the switch also opens. This is a protective measure for the compressor.

A too high pressure in the high pressure side of the refrigerant circuit can be caused by a dirty condenser. Increasing temperature will also increase the pressure (see temperature - pressure diagram, Fig.4).

Note: There are 4 wires which come out of the pressure switch. Only two of them are used! (black/yellow: input from X1:121; black: output to X1:122) Block-type expansion valve The block-type expansion valve is located in the refrigerant circuit, just before the evaporator. It is the interface between the high pressure side and the suction side. It controls the injection quantity of liquid refrigerant into the evaporator in dependence on suction pressure and temperature.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining The temperature sensor in the expansion valve senses the refrigerant temperature at the evaporator outlet. When the compressor starts to run, the pressure in the evaporator will drop and the valve will open.

Fig 18 Expansion valve

The following pressures influence the work of the expansion valve: • PFÜ = Pressure in the temperature sensor • PSA = Suction pressure at the evaporator outlet • PFe = Spring pressure The pressure in the temperature sensor and the suction pressure after the evaporator work against each other on both sides of the diaphragm in the valve head. The control movements of this diaphragm are transferred via a pin to the ball which closes the bore in the valve head. This controls the injection quantities.

Control process: The sum of suction pressure PSA and spring force PFe works against the sensor pressure PFÜ. These forces are normally balanced.

PFÜ = PSA + PFe Since the spring pressure normally is of constant value, the valve will open if the suction pressure drops and a higher amount of refrigerant will be injected. The resulting cold evaporation temperature is sensored by the temperature sensor. This reduces the flow diameter in the valve. This regulating process of the expansion valve guarantees an overheating of the refrigerant by 2,8 °C. This ensures, that all injected refrigerant will be evaporated and that no liquid refrigerant will be sucked into the compressor.

The overheating of the refrigerant is the temperature difference between the theoretical

BC 571/671/771 RB/RS air conditioning

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ServiceTraining evaporating temperature (boiling point) at the respective pressure level and the measured temperature at the evaporator outlet.

Example: An evaporator pressure of 1 bar represents an operating temperature of -10°C (refer to the vapour - pressure curve). If the temperature at the evaporator outlet is higher than - 7 °C., the medium will decrease in volume and the spring will reduce the valve opening.

Evaporator The evaporator is fitted in the right side of the cabin in the heat exchanger housing.

Inside the evaporator the liquid refrigerant, which is injected by the expansion valve, is vaporized by reducing the pressure. This causes a temperature drop in the refrigerant down to boiling or evaporating temperature, which is determined by the actual temperature (see temperature - pressure curve) The blower air is cooled down by the evaporator fins before it flows into the cabin.

As a result of this cooling, humidity will condensate on the evaporator fins. This condensation water is collected in a pan and runs through a hose to the outside.

Thermostat (B 29) The evaporator is fitted with a temperature sensor. A thin metal pipe sticks between the evaporator fins. This feeler measures the temperature at the coolest point in the evaporator. The agent in the feeler transmits volume changes caused by temperature differences via a pressure diaphragm to an electric switch in the thermostat (B29). When the adjusted temperature is reached, the switch in the thermostat opens. Then the compressor will stop after the duty cycle. At the maximum position of the rotary switch this prevents the evaporator from icing up Rotary switch for air conditioning system / Thermostat (B29)

BC 571/671/771 RB/RS air conditioning

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ServiceTraining Blower The double-radial blower draws the filtered air out of the cabin through the evaporator.

The air is cooled down by the evaporator fins and flows through air channels into the cabin again.

General indications for repair and maintenance work • Before mounting, all O-Rings and tube fittings have to be lubricated with compressor oil (PAG-oil).

• Please use new O-Rings for each mounting.

• For tube and hose connections please do always use 2 spanners, so that the tube ends will not be damaged.

• The fittings have to be tightened only according to the tightening torque moment.

• As the compressor oils are very hygroscopic, keep the oils only in shut oil-cans.

• Remove the protecting caps only directly before mounting.

• Check the connections of the tubes, fittings or components carefully, if they are damaged, replace them.

• After tightening of all connections the drier, as the last construction part, has to be installed in the refrigerant circuit.

• Never keep the refrigeration circuit longer open to the atmosphere than necessary.

• Never try to repair bent and burst tubes.

• When exchanging a heat exchanger, for example evaporator or condenser, the oil which has fallen away by exchanging the components, has to be added again.Too much oil influences the refrigeration capacity and less oil influences the working life of the compressor negatively.

• If an A/C unit is opened, the drier should in any case always be changed.

• Only open compressor valves (shut off valves) if the density of the system is established.

• The work at refrigeration circuits should only be done with unobjectionable tools in order to avoid a destruction of connections.

Emptying the air conditioning system For repairs on the air conditioning the system must be completely emptied.

After this the filling and testing station must be prepared for operation according to the instructions of the manufacturer.

BC 571/671/771 RB/RS air conditioning

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ServiceTraining Note: Please observe strictly the relevant safety instructions.

• Connect the hoses of the filling and testing station to the service valves on the compressor. The blue hose should always be connected to the suction side and the red hose to the high pressure side.

• Open the ventilation fitting and low pressure shut-off-valve (blue hose) on the fitting unit and let the refrigerant flow slowly out of the suction side.

Note: The refrigerant must only flow out very slowly, as otherwise considerable quantities of refrigeration oil will also flow out. The exact quantity of refrigeration oil must be replaced.

Evacuating the air conditioning system The air connditioning system must be evacuated before refilling.

Connect the hoses from the filling and testing unit to the service valves on the compressor. Connect the blue hose to the suction side and the red hose to the pressure side.

Note: All valves must be closed.

• Switch the vacuum pump on the filling and testing unit on and open the evacuation valves.

• Run the evacuation process, until the pointer in the Torrmeter stops to move.

• Set the maximum indicator to the same position as the pointer.

• Open the ventilation fitting on the filling and testing station and relief existing overpressure.

• Close the ventilation fitting again and slowly open the valves on the compressor.

• Keep evacuating the system, until the position of the maximum indicator is reached.

• Close the valves on the filling and testing unit and switch the vacuum pump off.

Note: The longer the evacuation process, the drier the system.

Filling the air conditioner system The filling cylinder on the filling and testing unit is suitable for filling an exactly measured quantity of refrigerant.

When increasing the refrigerant temperature in a closed cylinder, the pressure and the specific volume of the liquid refrigerant will also increase.

Attention: When filling with the filling and testing unit make sure that the valve for the Torrmeter on this unit is definetely closed. The torrmeter will be destroyed and cannot be used if it is subjected to a pressure of more than 1.2 bar.

BC 571/671/771 RB/RS air conditioning

-H17-

ServiceTraining • Connect a hose to the valve on the bottom of the filling cylinder and to the valve on the refrigerant bottle. Turn the refrigerant bottle upside down (with the valve pointing downwards).

• Open the valves on the filling cylinder and on the refrigerant bottle. Open the valve on the top of the filling cylinder for a short time, so that air and gas can escape from the filling cylinder.

Note: A considerable acceleration of the filling process can be achieved by warming the bottle up in a water bath (temperature max. 40 °C).

• Fill the filling cylinder up to the desired quantity, close the valve on the bottom of the filling cylinder.

• Turn the plastic cylinder, until the reading on the top pressure scale corresponds with the reading on the filling cylinder pressure gauge.

Attention: Use only the scale for R134a !

• Check on the filling cylinder, whether the correct quantity was filled in. If necessary open the valve again and top up.

• Disconnect the hose from the refrigerant bottle and switch the heater in the filling cylinder off.

Note: This will increase the pressure in the filling cylinder. a pressure of 7 bar is required to fill in liquid refrigerant. The higher the pressure, the quicker all refrigerant will flow into the air conditioning system.

• Connect the filling and testing unit with the hoses to the compresor.

• The valve for Torrmeter and low pressureside on the filling and testing unit must be closed.

• Open the valves for emptying the filling cylinder and the high pressure side of the filling and testing unit.

• Watch the refrigerant level in the sight glass of the filling cylinder, until the necessary refrigerant quantity has flown into the system. Open the valves for the low pressure side on the filling and testing unit.

• Switch the air conditioning unit on and set it to max. cooling power (thermostat position Max.) Note: Close the valves for suction and high pressure on the filling and testing unit as soon as the reading of the pressure of the pressure gauges is identical with the reading of the pressure gauge on the suction side. Open the low pressure valve again to let the rest of the refrigerant flow in.

BC 571/671/771 RB/RS air conditioning

-H18-

ServiceTraining Technical Data Filling capacities Refrigerant

R 134 a

1850

g

Compressor oil (filling the system)

PAG oil

100

ml

Compressor oil (in compressor)

PAG oil

310

ml

Suction pressure

∼ 0,6 -0,8

bar

High pressure

∼ 6 -7

bar

OFF

1,5 +/-0,5

bar

ON

max. 3,4

bar

OFF

18 +/- 1,5

bar

ON

25,0 +/- 1,5 bar

We recommend to use only Nippondenso-Compressor-oil, BOMAG P/N 009 781 04 (500 ml) Pressure values at ca. 20 °C ambient temperature at service adapters

Pressure switch switching points Low pressure switch

High pressure switch

Thermostat switching points (evaporator temperatures) Position Max.(Cold)

Position Min. (Warm)

BC 571/671/771 RB/RS air conditioning

OFF

-3

+/-1°C

ON

0,5

+1°C

OFF

9

+/-1°C

ON

13

+ 1°C

-H19-

Inhaltsverzeichnis: table of contents: Blatt Nr.: sheet no.: 001 002 003 004 005 006 007 008 009 010 011 101 201

BC 571/671/771−RB

Zeichnungsnummer drawing − no.

570 700 22

Funktionsgruppe

function unit

Stromlaufplan Versorgung, Zigarettenanzünder Starten Drehzahlregelung MTA C370 CUMMINS Anzeigen, Störmeldungen Fahren, Fahrstufen und Bremse Warneinr., Schmieranl., Sitzverst. u. −heizung Heizung und Belüftung Schutzbelüftung, Klimaanlage Lenkung und Schildsteuerung Kabine und Anbauteile Bauteilliste Schaltkasten

circuit diagram supply, cigarette lighter starting unit rpm control MTA C370 CUMMINS monitoring, failure indication driving, speed ranges and brakes warning equip., lub. systhem, seat hight adj. and heating heating and ventilation protected ventilation systhem, air conditioning steering and blade control cabin and attachment parts component listing e−box

31.08.2000 Werner 31.08.2000 Seis

Stromlaufplan circuit diagram

001

001

570 700 22 001

X1:5E 5E

F05 30A

5A

X1:6A

X1:5A

1,5qmm

2,5qmm

X1:91 X18−1:1 X17−1:4

X1:186

X1:92 X18−1:2 X17−1:3

W/R

D+

G02 Generator generator

4x6qmm

B+

2x10qmm große Lima 10qmm kleine Lima

B−

X1:92 X18−1:2 X17−1:3

X1:91 X18−1:1 X17−1:4

W/R

D+

G02 Generator generator 2x10qmm große Lima 10qmm kleine Lima

B+

B−

Notbetrieb MD+ emergency service MD+

6A

G01 + 1

A23 Modul Generator module generator

4 5 1 3 2 MD+

B+ 3:2

250A

− E21

Batterie battery G01

X1:194

2 XS 24V

+

XS 24V

−

+ −

noch nicht realisiert! not jet realized

max. 10A

5A

max. 10A

2

E20 1

D+

F00

−

X1:40 6:2

15/54

X1:39 S04:12

15/54

30A

Anschluß bei Cummins wiring acc. to Cummins

6E

F89

Anschluß bei KHD wiring acc. to KHD

X1:6E

30 3:1 W 5:2 X1:18A 5:1

MD+

+

3:8

−

30

S30

3

K62 86

4

85

V24 31

31 3:1 9:12 Zigarettenanzünder cigarette lighter

Steckdosen sockets

03.08.2000 Werner 03.08.2000 Seis

Load dump Modul load dump modul

Batterietrennschalter switch battery disconnect

Versorgung, Zigarettenanzünder supply, cigarette lighter

1

1

570 700 22 002

2:20

30

30 9:1 6qmm

X1:1E

X1:2E

X1:4E

6qmm

X1:9E

F30

F112

30A

20A

X1:1A

X1:9A

01

X1:10E

Zündstartschalter ignition switch

Nur bei Cummins In EUROIT Lenksäule only acc. to CUMMINS in EUROIT seering unit

K11:87 5:1 2x4qmm

30

012

S00

3:14 87

6qmm

X8:10

30 K11

X1:61 Lieferumfang EUROIT delivery equipment EUROIT

6qmm

X1:4A

50a

15/54

F14 30A

X8:7

X8:1

4qmm

Taster Startpilot push button, starting pilot

X1:10A

2,5qmm

X1:60 60

X1:59

X1:37

5:1

30 M01

V42 2

50

1

V41

M

1 − 2:20

Y59

2 1

2 X1:146

31 Starter starter

Mag.−vent. Ätherstartanlage sol. valve, ether starting unit

Anzugswicklung Cummins C250 = 36A

L

MV

M

J

Check

X1:33

X1:101

X18−1:6 X17−1:7 1 V43

B54 2

keine Potentialdifferenz!

Haltewicklung Cummins C325 = 13A

Kaltstartanlage KHD starting equpment, KHD

Haltewicklung KHD = 12A

31.08.2000 Werner 31.08.2000 Seis

O

R

2

2

30 K22

5:11

87a

87

X1:93

X1:94 X1:94

4:2

X18−1:7 X17−1:6

K11

86

R02

R02 1

X17−2:7

2 Steckerklemmen 2,5qmm

1

1

X18−2:6

2

AW ws rt Y13 sw HW

2

Y58

1

V44 1

2

85

Y02

Anzugswicklung Cummins C325 = 67A

Anzugswicklung KHD = 73A

P

1

2

Geber Starthilfe starting assistance

Haltewicklung Cummins C250 = 6A

N

12 22 32 42 52 62 X1:174

0,2A

D

T

X17−2:6 X18−2:7 X1:100

31

15

X17−2:5 X18−2:8 X1:99

X17−2:4

L

16A

Versorgungsleitung 70qmm

X18−2:1

50

X17−2:2 X18−2:3 X1:98

X1:145 X1:90

30

X17−2:1 X18−2:4 X1:97

5:13

G

16A

50A

17A

B+

Ätherstartanlage für CUMMINS Motor Ether starting unit, only acc. to CUMMINS engine

4qmm

2:11

X1:38

Vorglühsteuerung glow plug contr.

D+

30

87a

H

A22

K05 6:16 87

K

11 21 31 41 51 61

0,7A

A 23

S01 5:7

fuse 80A inside of control unit

2:20 14

Glühen

24

Sicherung 80A innerhalb des Steuergerätes

MD+ 13

X17−1:2 X18−1:3 X1:95

S58

Not−Aus Schalter emergancy shut off

X1:173 6:6

X1:96

31 4:1 0,75A

Glühkerzen glow plug je 2x2,5qmm

3:17

Hubmagnet engine switch off

Kraftstoffabstellung fuel shut off

Anzugswicklung KHD ca. 39A Haltewicklung KHD ca. 0,46A

Mag.vent. Flammglühanlage solenoid valve glow plug syst.

Starten, KHD und CUMMINS Maschinen starting unit, KHD and CUMMINS engine

für 671/771er CUMMINS acc. to 671/771 CUMMINS version

1

1

570 700 22 003

3:19

X1:94 X1:20E

Lieferumfang Williams Control delivery equipment williams control

F84

elektronisches Fußpdal elektronic foot pedal

10A

S119

X1:20A

Nicht serienmäßig eingebaut no series−assembeling X1:188

S118

X10:5

X10:6

X10:4

87a

Taster Fehlerdiagnose taster, fault diagnosis

24

D

C

B

X6:F

X6:D

E

B

G

Leerlauf 1−Signal

X5:E

J

+5V

X6:H Lieferumfang CUMMINS delivery equipment CUMMINS

Signal

X1:103

A

C

X1:123

X1:124 2,5qmm

X5:J

C

X5:H

X5:F

1

2,5qmm

H04

X5:G

2

X1:102

08 06

05 28 02 15

A48

01 03 19 13 26 25 09 16

Motorsteuerung engine management

X18−2:5 04 17 24 18

X17−2:8

20

21

10

22 23

11 14 27 F95

0.7A

5A

+5V

B95

3 X9:B

T 4

X9:A

Meldeleuchte Fehlerdiagnose indicator, fault diagnosis

X1:189

X1:108 Leerlauf 0−Signal

X1:107

gn bl 23

X10:1

4:2 87

85

ws or

30

K30

X4:+

X10:3

X4:−

X10:2

K30

sw rt

Diagnoseschnittstelle Kabine

86

B

A

A

B

F95

F95

5A

5A

1

Y58 2

C + Y107

A

Y106

B

−

Diagnoseschnittstelle Motor

B93

B94

X1:171

3:20

31

31 5:1 4:8

Temperaturschalter Drehmomentreduzierung temperature switch altern. torque

03.08.2000 Werner 03.08.2000 Seis

Geschwindigkeitssensor Motor ESS electronic speed sensor STC Einheit (optional) step timing control Kraftstoffregelventil EFC electric fuel control valve

Leistungskraftstoffdruck Sensor RPS rail pressure sensor

Drehzahlregelung MTA C 370 Cummins rpm control MTA C 370 Cummins

Kraftstoffabstellung fuel switch off

1

1

570 700 22 004

3:20

K11:87

K11:87 6:1 Abschmieren

X1:18E

7:2

X1:143

F24 30A

X1:18A

X1:18A

2

1 R03 2 X1:133

X17−1:5 2 B53

P

Q 2

K22

H07 + −

4

85

vi

ws/vi

109

115

223

224

76

89

74

X2:6

X2:7

X2:4

B23 3 B24 3 B20 3 B25 3 B22 3 B21 3 B05

Q

Q 4

P 4

4

P 4

4

4

sw

ws/gn

222

225 X1:226

Bremsdruck brake pressure

br/or

221

10

gr

ws/gr

220

13

Differenzdruckschalter pressure diff. switch

bl

ws/rt 110

12

Verschmutzungssensor contamination sensor

br/sw

br

br/rt

X1:111

86

P 4

ws/br

X1:203 ws/or

or

sw

X17−1:1 1 B06 1 B55 3 B03 3

15

9

Differenzdruckschalter pressure diff. switch

X18−1:4 X1:117

14

Rücklauffilter return flow filter

X18−1:8

X1:68

19

Hydrauliköltemperatur hydraulic oil temperature

X1:120

20

2min

X1:134

16

Hydrauliköl min. hydraulic oil min.

X1:116

18

20s

X1:46

X18−1:5 X17−1:8 X1:119

KLIMA 9:15

227

17

Schwimmer Hydrauliköl float switch

X1:43

X1:113

228

11

219

X1:205

X1:206

229

X1:218

X1:216

X1:217

0,7A

X7:3

X1:44 X1:45

X1:204

X1:208

Luftfilter air cleaner

X7:5

X1:56

Füllstand Ausgleichsbehälter coolant charge expansion tank

X7:9

20s

X7:2 X1:42

Motoröldruck engine oil pressure

X7:1

1 R04

207

rt

X1:210

A15

or

ws/bl

X1:211

X1:213 230

ws/ge ws/or

209

X1:214

br/gn

2

A15

1.GANG 6:17 2.GANG 6:17 X1:51 NULL 6:15

X1:54

X1:215

5

br/gn

7

rt

3

X1:104

X1:41

W 2:19 31 4:20 3:9 MD+

6

50A

X1:202

X1:201

P01

P02

X7:4

8

ws/gn

G

ws/vi

Q

4

bl

−

br

G

1

ws/br

E01 T

9:13 8:9

vi

−

X1:E

20s

Betriebsstundenzähler engine hour meter

+

G

P14

− P00

T

+

X1:212

Entfeuchten Lüfter X1:L

3:2

ws/gr

−

X1:53

Modul 1: Motorfunktionen module 1: engine functions

1 2

Modul 2: Maschinenfunktionen module 2: mashine functions

für KHD Motore acc. to KHD engine

Kühlmitteltemperatur collant temperature

G

P03

+

2

Glühen

Tankanzeige level gauge

−

+

2

1

Hydrauliköltemperatur hydraulic oil temperature

n

− P12

E22

E02 +

2

1

X7:6 Kühlmitteltemperatur coolant temperature

+

2

1

3:10

X7:8 X7:7

Drehzahlmesser RPM meter

E03

1

Voltmeter voltmeter

E46

Lieferumfang EUROIT delivery equipment EUROIT

X1:47

ws/ge

X1:55

2min

2:20

X1:112

+

1 B19 2

−

X1:69 X2:19 X1:78

31 6:1

3:17

Warnsummer warning buzzer

03.08.2000 Werner 03.08.2000 Seis

Anzeigen, Störmeldungen monitoring, failure indication

1

1

570 700 22 005

5:20

K11:87

K11:87 7:1 X1:17E F25 30A

X1:17A

30 K48 6:2 87

X1:178

87a

0−Signal = Bremse schließen

2s

4s

S+

87

87a

30

15 in

− 1s

Zeitrelais Fahren timing relay driving

15 out

Vz

15 out

30

87

X1:177

87a

2s

−

1s anzugsverzögert

S−

4s abfallverzögert

11

− K37

Zeitrelais Bremse timing relay, brake

S04 Bremsschalter switch brake

−

K37 12

S−

15 in

S+

4s

Vz

1s

S04:12

−

2:3

−

1−Signal = Bremse öffnen

strom = Bremse offen

X1:52

stromlos = Bremse geschlossen

X1:48 X1:175

S49

V0R 33

21

Schalter Fahrrichtung switch, travel direction

S01 3:17

1 Fuß − Bremsschalter foot − brake switch 2

44 43

X1:49 X1:71

X2:1

11

24

5:17 1.GANG 2.GANG 5:17 X1:51 X1:75

X1:50 X1:72 X2:2

Y16 1

1 V09

Y16 1

V10

Y17 1 V13

2

2

5:17 NULL X2:5

1,08A

1,08A

1,08A

1,08A

1,29A

X2:3

85

23

14

22

Y04

12

Schalter Fahrstufen speed range selector

23

X1:176

X1:136

86

1. 2.

24 S02

34

X1:73

K48

13

S31

+ H14 −

Y17 1

V14

86 K05

Y03

2

1

85

V11

2

1,29A

X1:135

V12

2

2

X2:19 5:20

X1:78

31 6:6

Magnetventil Bremse solenoid valve brake

Magnetventile vorwärts solenoid valves, travel direction forw.

31 7:1

Magnetventile rückwärts solenoid valves, travel direction backw.

stromlos = Vorwärtsfahrt nicht aktiv

stromlos = Rückwärtsfahrt nicht aktiv

strom = Vorwärtsfahrt aktiv

strom = Rückwärtsfahrt aktiv

3:2

Mag.−vent Fahrstufen solenoid valve, speed range selector stromlos = 1.Gang strom = 2.Gang

Warnsummer Rückwärtsfahrt back up alarm stromlos = keine Startbereitschaft strom = Startbereitschaft

03.08.2000 Werner 03.08.2000 Seis

Fahren, Fahrstufen und Bremse driving, speed ranges and brakes

1

1 1

570 700 22 006

6:20 5:19

K11:87

K11:87 8:15

Abschmieren

X1:11E

X1:12E

X1:16E

F16

F23

F29

10A

30A

10A

X1:12A

X1:16A

X1:11A

X1:184 X1:158 S25 X1:141

23

X11:1

3A

X1:143

2 15

M 31

X34:3

5

87a

X1:57

142

X1:144

K13 7:10 87

X33:2

Z

X33:1

85

30

K13:87

X1:185

M −

S29

23

24

X1:159

X11:2 2,5A

86

Lieferumfang GRAMMER delivery equipment GRAMMER

M08

+

M10 K13

Zentralschmieranlage central lubrication system

24

7,5A

1

Sitz mit Kompressor und Schalter drivers seat with compressor and switch

X34:4 LA

R06

ge

11:19 R06

Signalhörner Kabine

X1:172

sw

ge

X8:8 br

23

23

S27 S03 Taster Schmieranlage switch, lubrication system

24

Taster Signalhorn push buttonwarning horn

B52

24

X1:171 Lieferumfang EUROIT delivery equipment EUROIT

X11:3 X1:160

6:20

31

31 8:15 Sitzheizung heating, drivers seat

7:11 Initiator Schmierkolben proximity switch lubrication piston

03.08.2000 Werner 03.08.2000 Seis

Warneinrichtungen, Schmieranlage, Sitzverstellung und −heizung warning equipment, lubrication systhem, seat hight adjustment and heating

1

1

570 700 22 007

K30 F40 Box 2 25A

G 7

F69 Box 2 5A

K32:87

11:3

F

K11:87 10:1 X1:13E

6

10A

F41:4

K11:87

F

F02 Box 1

6

7:20

11:4

F31

11:8

30A

X1:31 X1:13A

6qmm

X1:190 ZA; Lieferumfang EBERSPÄCHER option; delivery eqipment EBERSPÄCHER

Stufenschalter Frischluft switch, fresh air

X1:13A 9:3

Kleine Stufe = 0,4A

X1:179

mittleter Stufe = 0,5A

13

123

höchste Stufe = 1,25A Anlaufstrom beim Start = 11,3A

Steuergerät control unit

31

42

24 1234

2/4/6/8

S102

S44

E30

14

32

41

23 1 3 5 7

A13 X1:191

X1:192

n

n

1

2

2

1 22 Ohm

1 R22 br

X1:193

R23 2

X1:32 X1:180

n X1:131

Lüfterintern inside of blower

1 R31 2

n

1 R28 2 1 R29 2

Max +

im Elektrokasten und am Kraftstofftank montiert assembled inside of e−box and fuel tank area

A53

1 R30 2

X1:182

Kraftstoffpumpe fuel pump heating unit

2x3,9Ohm

+

20s; n kleiner 1300 1/min 20s; rpm lower 1300 1/min 8s; n=0 1/min 8s; rpm=0 1/min

S

−

X1:132 X1:28

in

2

X13:2

Heizungsschaltuhr heater timer 87a

S28

30

Y14

X1:181

5:10 Lüfter

1

15/54

X13:1

M17

15/54

X1:27

6qmm

057 666 59

n

4

Min +

rt

10 Ohm

D3LC Compact

+ M

+

M09 −

M −

−

X1:23 K31 Überwachung Lüfter monitoring blower

7:20

31

31 9:1 Kabinenlüfter blower, cabin

Frischluft Lüfter blower fresh air

Lüftermotor und Schalter ohne Klimaanlage blower and switch without air conditioning

Einbau in Kabine assembling inside of cabin

14.08.2000 Werner 14.08.2000 Seis

Heizung und Belüftung heating and ventilation

1

1

570 700 22 008

3:20

30

30 11:3 X1:8E

6qmm

X1:7E

X1:13A 8:19

F94

F34

25A

30A

X1:8A

X1:7A 1,5qmm

30 K62 2:19 87

87a

X1:179

4qmm

5:13

KLIMA Warnsummer

X1:196 Schalter Entfeuchtung switch reheat

max.15A

Schalter Klimaanlage switch, air conditioning 2/4/6/8 Bedienteil operating unit

1234 30

23

11

24

12

EA

K41 E47

XK0:1

9:18

Z

87

1 5 7 3 87a

X1:195

Klemmenkasten strip terminal

X1:187

A31

30

K33 9:19 87

S04

S102

87a

V16 2

1

10:1

n

5:9

1

Entfeuchten

B29 1

2:2

n

Thermostat 1 thermostat 1

1 t2

10:4

X1:180 3x3A

0:1 FE5B Freilaufdiode im Schaltausgang vorhanden

1 R30 2

1

Min +

R25

Spannungs−

6,8 Ohm

reduzierung

R28

+

1 R29 2

X1:182

X1:106

max. 12A

4qmm

Max +

4

P LP

3

HP

E37

1,75A

VD

X1:122

− 1

2

2

86

86 − K33

K41

V45

12V!

8:20

B75

+

X18−2:2 X17−2:3

Y15

X1:121

2

X1:181 max. 8A

2

X1:183

1

1

R24 2

2

2

2x3,9_O max. 6A

1 R31 2 6,8 Ohm

T

V48

057 666 59

1x3A

Schutzbelüftung protec. ventil. system

2

V47

Lüfterintern inside of blower

t1

10:2

XK0:3

1

85

85

X1:23

31

31 10:1 Magnetkupplung magnetic clutch

ZA; Lieferumfang SEKA option; delivery eqipment SEKA

Verdampferlüfter blower, evaporator

9:7

9:18

ZA option

14.08.2000 Werner 14.08.2000 Seis

Schutzbelüftung, Klimaanlage protected ventilation systhem, air conditioning

1

1

570 700 22 009

8:20

K11:87

K11:87 11:1

X1:15E

X1:19E

F63 30A

F52

X1:15A

PVRES: Signalspannung: 0,25 ... 0,75 x Ub (6V...18V)

Signalspannung: 0,2 ... 0,8 x Ub (4.8V...19.2V)

X1:197

Neutralspannung: 0,5 x Ub (12V)

Neutralspannung: 0,5 x Ub (12V)

Neutralstellungsschalter

Richtungskontakte mit 6A belastbar

Signalspannung: 0,33 ... 0,66 x Ub (7,9V...15,8V) Schwimmstellung: 0,75V x Ub (18V)

Option Schaufel PS3 option shovel PS3

Neutralspannung: 0,5 x Ub (12V)

X1:19A

ist in Nullstellung geöffnet (mit 1A belastbar)

X12:6

X12:2

X12:1

+

S

−

X1:163

X1:161

X1:162

X1:62

X1:67

X1:63

X1:66

X1:64

X1:65

X1:152

X1:155 X1:156 X1:157

X1:154

2

87

1 R27 A38

1,2 kOhm

X2:10

0,33A

0,075A

2

K56 86

X1:241

X1:242

X2:11

X2:12

87

X2:19 X1:78

X3:8

1

10:19

87a

87a

87

87

10:4

X3:3

X1:241

X1:242

X1:237

X1:238

X2:11

X2:12

X2:14

X2:13

2

1

PVEH

2

PVEH

Y63

X3:7

M

X2:19 X1:78

K115 86

K116 86

85

85

86 K35

85

85

31 11:1 10:19

10:18

heben aktiv

Lenkung und Schildsteuerung steering and blade control

86 K46

X2:19 X1:78

Schaufel Heben/Senken shovel, up/down

Zeitverzögerung time delay

X3:6

Y101 M

M

Schild Heben/Senken blade, up/down

X1:23

0,33A

1

2

PVEH

X2:19 X1:78

03.08.2000 Werner 03.08.2000 Seis

30 K35

X28:2

Y63

Magnetventil Lenkung solenoid valve, steering

30 K116 10:17

10:18

0,33A

85

−

31

87a

30

X32:1

0,33A

Y64

9:20

30 K115 10:16

X28:1

X1:240

1 PVEH

X3:2

87a

K46

2

X32:2

X2:9

X3:4

390 Ohm

0,08A

87a 87 K56 10:7 30

X1:239

1

X3:5

1 R26

0,08A

2

pi

+

3/4

2 gr/pi

+

4 2

br/gn

R

1=senken/let down 2=heben/lift 3=schließen/close 4= öffnen/open

Ausgang neutral = 0

L

X12:5

X12:3

X12:4

+/−

L/R

+/−

−

S70

ws/gr

1/2

R S

1 3

4

3

N

S71 S

S129

PVREL

N

gr/br

1

L NR N

L

rt/bl

L NR

PVRES

Hebel Schildsteuerung lever, blade control

Lenkrad steering wheel

A45

bl

L NR N

X3:1 ws/gn

Option Joy−Stick optional joy−Stick Joy−Stick Lenkung steering lever

sw

X1:198

PVREL:

30A

10:13

senken aktiv

10:19

Schwimmstellung aktiv

Schaufel Öffnen/Schließen shovel, open/close

1

1

570 700 22 010

10:20 K11:87

30

9:20

X1:14E F90 10A

K13:87

7:12 X1:2E

X1:3E 6qmm

X1:2A

14E

X1:30

X1:29

X1:3A

14A

X1:14A

K30

8:7

30 K32 11:1 87 8:10

K32:87

H

F49 Box 2

F85 Box 1

10A

8

D

F42 Box 2

20A

4

E

F41 Box 2

10A

5

D 4

F99 Box 1

1

S137

10A

15A

E

G

F86 7 Box 1

5

F98 Box 2

1

S128

15A

C

A

F27 Box 1

10A

3

B

F28 Box 1

10A

1

10A

2

8:7 F41:4

2x6qmm

X1:21

X1:25

22

Impulsgeber Interval switch

2

53a 31b 53 R77

+

2

53a

2

31b

1

M04 2

M

M06 31

M

M05

M

−

+

M07 31

M

1 −

B28 2

Wischer vorn wiper, front

Scheinwerfer vorn head lights front Scheinwerfer links/rechts head lights left/right

10:20 31

86

53

1

4

2A

E27 1

1

5

2A

Spiegelheizung mirror heating

E57 1 2

S

S21

2,5A

2

5

5 1 8

2

7 01

012

S22

B11

1,7A

2

R77 2,9A

E29 1

2

X1:26

X1:118 2,9A

E17 1

2

2

1,7A

Radio radio

E25 1

1

2,9A

0,6

−

31

B51

2

+ B51

E28

1

1

2

31

−

0,6A

A12 15 + −

A57

X2:8

E56

3

15 J

2,9A

2,9A

2

2

−

S20

X1:77

2,9A

E29 1

E32

Rundumkennleuchte rotary beacon

E16 1

2,9A

Innenleuchten inside light, cabin E23 1

2,9A

U01

123

5

5

5

+

2,9A

85

+24 +12 24V 12V

1

6

Spannungswandler voltage transformer

1,5A

86

S26

31b

5

5 5

K32

1

5A

S38

1

1

2,5A

01

7,9A

S45

S16

Wischer hinten wiper, rear Wascherpumpe washer pump

Signalhorn warning horn

Wascherpumpe washer pump

31

11:6 Scheinwerfer Motorraum head lights, engine area

Arbeitsscheinwerfer hinten working head lights, rear

ZA option

03.08.2000 Werner 03.08.2000 Seis

Kabine und Anbauteile BOMAG−Fertigung/Montage cabin and attachment−parts, BOMAG production/assembling

1

1

570 700 21 011

Name

31.08.2000 Werner 31.08.2000 Seis

Bauteilliste component listing 1 6 101

570 700 22

Bl. 011 005 005 003 002 009 010 010 004 008 011

Pf. 3 12 13 9 19 8 10 6 5 9 14

Benennung

title

A12 A15 A15 A22 A23 A31 A38 A45 A48 A53 A57

Radio Platine Ueberwachungsmodul Platine Ueberwachungsmodul Platine Fahr− und Vorgluehsteuerung Platine Generator Schaltkreis Zeitsteuerung Klimaanlage Platine Zeitverzoegerung Lenkrad elektronische Motorsteuerung Modul Luefterueberwachung Intervallschalter Scheibenwischer

Radio Printed circuit board, monitoring module Printed circuit board, monitoring module Printed circ., trav.− a. clow plug contr.

Printed circuit,generator Switching network, time contr. air condit.

Circuit board, time delay Steering wheel electronic engine management Modul blower monitoring Interval switch, wiper

B03 B05 B06 B11 B19 B20 B21 B22 B23 B24 B25 B28 B29 B51 B51 B52 B53 B54 B55 B75 B93 B94 B95

005 005 005 011 005 005 005 005 005 005 005 011 009 011 011 007 005 003 005 009 004 004 004

10 18 8 19 19 16 17 17 15 15 16 20 18 3 4 5 7 9 9 18 11 5 2

Unterdruckschalter Luftfilter Druckschalter Bremse Druckschalter Motoroel Signalhorn Magnetsensor Verschmutzung Temperaturschalter Hydraulikoel Differenzdruckschalter Hydr.−Oelfilter Differenzdruckschalter Hydr.−Oelfilter Schwimmerschalter Hydraulikoel Schwimmerschalter Hydraulikoel Druckschalter Ruecklauffilter Signalhorn Raumthermostat Lautsprecher Radio Lautsprecher Radio Naeherungsinitiator Schmierkolben Temperaturgeber Kuehlmittel Temperaturgeber Starthilfe Kuehlmittelstand Ausgleichsbehaelter Kuehlmitteldruck Leistungskraftstoffdruck Sensor RPS Geschwindikgeitssensor Motor Temperaturschalter f. Drehmomentumsch.

Vacuum switch, air cleaner Pressure switch, brake Pressure switch, engine oil Warning horn Magnetic sensor, contamination Temperature switch, hydraulic oil Pressure diff. switch, hydr. oil filter Pressure diff. switch, hydr. oil filter Float switch, hydraulic oil Float switch, hydraulic oil Pressure switch, return flow filter Warning horn Room thermostat Speaker radio Speaker radio Proximity switch, lubrication piston Temperature switch, collant Temperature switch, starting assistance Coolant charge expansion tank coolant pressure Rail pressure sensor Electronic speed sensor, engine Temperature switch f. altern. torque

E01 E02 E03 E16 E17 E20 E21 E22 E23 E25 E27 E28 E29 E29 E30 E32 E37 E46 E47 E56 E57

005 005 005 011 011 002 002 005 011 011 011 011 011 011 008 011 009 005 009 011 011

5 3 2 6 6 3 3 4 5 5 11 11 7 7 2 8 16 1 2 10 10

Beleuchtung Tankanzeige Beleuchtung Temperaturanzeige Beleuchtung Drehzahlmesser Scheinwerfer links Scheinwerfer rechts Zigarettenanzuender Beleuchtung Zigarettenanzuender Beleuchtung Temperaturanzeige Hydr.−oel Arbeitsscheinwerfer vorne links Arbeitsscheinwerfer vorne rechts Arbeitsscheinwerfer hinten links Arbeitsscheinwerfer hinten rechts Innenleuchte Kabine Innenleuchte Kabine Heizgeraet Kennleuchte Klimaverdampfer Beleuchtung Voltmeter Schutzbelueftung Scheinwerfer Motorraum rechts Scheinwerfer Motorraum links

Illumination, level gauge Illumination, temperature gauge Illumination, rpm meter Head light, lh.

Head light, rh.

Cigarette lighter Illumination, cigarette lighter Illumination, temp. gauge, hydraulic oil Working head light, front, lh.

Working head light, front, rh.

Working head light, rear, lh.

Working head light, rear, rh.

Inside light, cabin Inside light, cabin Heating unit Warning light Air conditioning, evaporator Illumination volt meter Protection ventilation system Head light, engine area rh.

Head light, engine area lh.

F00 F02 F05 F14 F16 F23 F24 F25 F27 F28 F29 F30 F31 F34 F40 F41 F42 F49 F52 F63 F69 F84 F85 F86 F89 F90 F94 F95 F95 F95 F98 F99 F112

002 008 002 003 007 007 005 006 011 011 007 003 008 009 008 011 011 011 010 010 008 004 011 011 002 011 009 004 004 004 011 011 003

10 10 6 17 5 10 11 8 16 18 15 10 16 12 2 8 7 2 9 2 3 17 6 11 3 1 2 12 15 16 12 10 15

Hauptsicherung Batterie Ersatzsicherung Sicherung Steckdose Sicherung Hubmagnet Motor Sicherung Zentralschmieranlage Sicherung Signalhorn Sicherung Ueberwachungsmodul Sicherung Magnetv. Fahren u. Bremse Sicherung Wischer u. Wascher vorne Sicherung Wischer u. Wascher hinten Sicherung Kompressor Sitzverstell.

Sicherung Heizung Fahrersitz Sicherung Kabinenluefter Sicherung Klimageraet Sicherung Kabinenheizung Sicherung Rundumkennleuchte Sicherung Kabineninnenleuchte Sicherung Spannungswandler Sicherung Schubschild Sicherung Lenkung Sicherung Streueinheit Sicherung Steuerung (Klemme 54) Sicherung, Scheinwerfer vorne Sicherung, Scheinwerfer hinten Sicherung, Zigarettenanzuender Sicherung, Ansteuerung Sicherung Schutzbelueftung Sicherung Motormanagement intern Sicherung Motormanagement intern Sicherung Motormanagement intern Sicherung Spiegelheizung Sicherung Motorraumbeleuchtung Sicherung Anzugswicklung

Fuse, main, battery Fuse, spare Fuse, socket Fuse, shut off solenoid, engine Fuse, central lubrication system Fuse, warning horn Fuse, monitoring module Fuse, sol. valve, travel and brake Fuse, windscr. wiper and washer, fr.

Fuse, windscr. wiper and washer, re.

Fuse, compr., seat height adjustm.

Fuse, heating, operator’s seat Fuse, cabin ventilator Fuse, air conditioning Fuse, heating unit cab Fuse, rotary beacon Fuse, inside light cab Fuse, voltage transformer Fuse, dozer blade Fuse, steering Fuse, scratter unit Fuse, controller (Pin 54) Fuse, head light front Fuse, head lights rear Fuse, cigarette lighter Fuse, actuation Fuse, protected ventilation syst.

Fuse, engine controller (internal) Fuse, engine controller (internal) Fuse, engine controller (internal) fuse,mirror heating fuse, illumination engine area Fuse, pull in coil

G01 G01 G02 G02

002 002 002 002

11 11 12 15

Batterie Batterie Generator Generator

Battery Battery Generator Generator

H04 H07

004 19 005 13

Meldeleuchte Betriebsstoerung Warnsummer Betriebsstoerung

Indicator light, breakdown Warning buzzer, breakdown

TYP

2A

2A

55W 55W

55W 55W 55W 55W 15W 15W max. 10A 70W

650W 55W 55W 250A 10A 30A 30A 10A 30A 30A 30A 10A 10A 10A 30A 30A 30A 25A 10A 10A 10A 30A 30A 5A 10A 20A 15A 30A 10A 30A 5A 5A 5A 10A 15A 20A

Name

31.08.2000 Werner 31.08.2000 Seis

Bauteilliste component listing 2 6 102

570 700 22

H14

Bl. Pf. Benennung 006 15 Warnsummer Rueckwaertsfahrt

Back−up alarm buzzer

K05 K11 K13 K22 K30 K32 K33 K35 K37 K37 K41 K46 K48 K56 K62 K115 K116

006 003 007 005 004 011 009 010 006 006 009 010 006 010 002 010 010

16 14 10 11 2 1 19 19 7 12 18 18 2 7 19 16 17

Relais Startstrom Relais Klemme 30 auf 15 Relais Signalhorn Relais Hubmagnet Motor Relais Ueberlastschutz Relais Kabine Relais Warnsummer Betriebsstoerung Relais Selbsthaltung Zeitrelais Zeitrelais Trennrelais Umschaltrelais Relais Fahrhebel 0−Stellung Relais Lenkung Relais D+ Relais Heben Relais Senken

Relay, starting current Relay, terminal 30 to 15 Relay, warning horn Relay, shut off solenoid, engine Relay, overload protection Relay, cabin Relay, warning buzzer, failure indication Relay, holding contact Timing relay Timing relay Relay, separation Switching relay Relay, travel lever 0−position Relay, steering system Relay, D+ Relay, lifting Relay, let down

M01 M04 M05 M06 M07 M08 M09 M10 M17

003 011 011 011 011 007 008 007 008

2 14 17 16 18 4 19 15 12

Starter Scheibenwischermotor vorne Scheibenwischermotor hinten Scheibenwaschermotor vorne Scheibenwaschermotor hinten Zentralschmieranlage Kabinenluefter Kompressor Fahrersitzhoehenverstellung Zusatzluefter

Starter Windscreen wiper motor, front Windscreen wiper motor, rear Windscreen washer motor, front Windscreen washer motor, rear Central lubrication system Cabin ventilator Compr., operator’s seat height adjustm.

Additional blower

P00 P01 P02 P03 P12 P14

005 005 005 005 005 005

2 6 4 2 1 3

Betriebsstundenzaehler Tankanzeige Temperaturanzeige Hydraulikoel Drehzahlmesser Voltmeter Anzeige Kuehlmitteltemperatur

Operating hour meter Level gauge Temperature gauge, hydraulic oil Rpm meter Volt meter Temperature gauge, coolant

R02 R02 R03 R04 R06 R06 R22 R23 R24 R25 R26 R27 R28 R28 R29 R29 R30 R30 R31 R31 R77 R77

003 003 005 005 007 007 008 008 009 009 010 010 008 009 008 009 008 009 008 009 011 011

12 12 6 5 19 19 11 12 8 9 12 12 19 16 19 16 17 13 17 13 12 13

Gluehkerze Gluehkerze Geber Tankanzeige Geber Hydraulikoeltemperatur Heizung Fahrersitz Heizung Fahrersitz Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstand Widerstandsheizung Außenspiegel Widerstandsheizung Außenspiegel

Glow plug Glow plug Sender, level gauge Sender, hydraulic oil temp.

Heating, operator’s seat Heating, operator’s seat Resistor Resistor Resistor Resistor Resistor Resistor Resistor Resistor Resistor Resistor Resistor Resistor Resistor Resistor Resistor heating outside mirror Resistor heating outside mirror

S00 S01 S01 S02 S03 S04 S04 S16 S20 S21 S22 S25 S26 S27 S29 S30 S31 S38 S44 S45 S49 S58 S70 S71 S102 S102 S118 S119 S128 S129 S137

003 003 003 006 007 006 009 011 011 011 011 007 011 007 007 002 006 011 008 011 006 003 010 010 008 009 004 004 011 010 011

10 17 17 18 10 2 15 5 14 18 16 19 11 4 15 11 13 8 11 7 2 5 10 3 16 12 16 10 12 14 10

Startschalter Schalter NOT AUS Schalter NOT AUS Fahrstufenschalter Taster Signalhorn Bremsschalter Bremsschalter Schalter Arbeitsbeleuchtung vorne Schalter Scheibenwischer vorne Schalter Scheibenwischer hinten Schalter Scheibenwascher vorne Schalter Fahrersitzheizung Schalter Arbeitsbeleuchtung hinten Taster Zentralschmieranlage Schalter Fahrersitz Hoehenverstellung Batterietrennschalter Schalter Fahrtrichtung Schalter Kennleuchte Schalter Kabinenluefter Kabineninnenleuchte Schalter Bremse Schalter Aetherstartanlage Schalter Schubsschild Schalter Lenkung Schalter Klimaanlage Schalter Klimaanlage Schalter Fehlerdiagnose Elektronisches Fusspedal Schalter Spiegelheizung Schalter Schaufel Schalter Motorraumbeleuchtung

Starter switch Switch, emergency off Switch, emergency off Switch, speed range selector Push button, warning horn Switch, brake Switch, brake Switch, working head lights, front Switch, windscreen wiper, front Switch, windscreen wiper, rear Switch, windscreen washer, front Switch, heating, operator’s seat Switch, working head lights, rear Push botton, central lubrication system Switch, operator’s seat height adjustm.

Switch, battery disconnect Switch, travel direction Switch, warning light Switch, cabin ventilator Switch, cabin inside light Switch, brake Push button, ether starting unit Switch, dozer blade Switch, steering Switch air conditioning Switch air conditioning Switch, fault diagnosis Electronic foot pedal Switch, mirror heating Switch, shovel Switch, illumination engine area

U01

011 2

Spannungswandler

Voltage transformer

V09 V10 V11 V12 V13

006 006 006 006 006

Diode Diode Diode Diode Diode

Diode Diode Diode Diode Diode

7 8 14 19 11

title

TYP

BOSCHW BOSCHL BOSCHW BOSCHW BOSCHW BOSCHL BOSCHW BOSCHW

BOSCHW BOSCHW BOSCHW BOSCHW BOSCHW BOSCHW BOSCHW

190W 60W 60W

7,5A

1,5 OHM 1,5 OHM 6,8 Ohm 6,8 Ohm 390 Ohm 1.2 kOhm intern intern intern intern 3,9 OHM 3,9 Ohm 3,9 OHM 3,9 Ohm 40W 40W MERIT NOTAUSH

Stecker Stecker Stecker Stecker Stecker

Name

31.08.2000 Werner 31.08.2000 Seis

Bauteilliste component listing 3 6 103

570 700 22

Bl. 006 009 002 003 003 003 003 009 009 009

Pf. 12 17 9 3 4 10 18 9 15 14

Benennung

title

TYP

V14 V16 V24 V41 V42 V43 V44 V45 V47 V48

Diode Diode Load−Dump−Modul Diode (A1) Diode (A2) Diode (A3) Diode (A4) Diode (A5) Diode (A7) Diode (A8)

Diode Diode Load−dump−modul Diode (A1) Diode (A2) Diode (A3) Diode (A4) Diode (A5) Diode (A7) Diode (A8)

Stecker Wago, E−Kasten

X1:E X1:L X1:1A X1:1E X1:21 X1:22 X1:23 X1:23 X1:23 X1:25 X1:26 X1:27 X1:28 X1:29 X1:2A X1:2E X1:2E X1:30 X1:31 X1:32 X1:33 X1:37 X1:38 X1:39 X1:3A X1:3E X1:40 X1:41 X1:42 X1:43 X1:44 X1:45 X1:46 X1:47 X1:48 X1:49 X1:4A X1:4E X1:50 X1:51 X1:51 X1:52 X1:53 X1:54 X1:55 X1:56 X1:57 X1:59 X1:5A X1:5E X1:60 X1:60 X1:61 X1:62 X1:63 X1:64 X1:65 X1:66 X1:67 X1:68 X1:69 X1:6A X1:6E X1:71 X1:72 X1:73 X1:74 X1:75 X1:76 X1:77 X1:78 X1:78 X1:78 X1:78 X1:78 X1:78 X1:7A X1:7E X1:89 X1:8A X1:8E X1:90 X1:91 X1:91 X1:92 X1:92 X1:93 X1:94

005 005 003 003 011 011 008 009 010 011 011 008 008 011 011 003 011 011 008 008 003 003 003 002 011 011 002 005 005 005 005 005 005 005 006 006 003 003 006 005 006 006 005 005 005 005 007 003 002 002 003 003 003 010 010 010 010 010 010 005 005 002 002 006 006 006 005 006 005 011 005 006 010 010 010 010 009 009 005 009 009 003 002 002 002 002 003 003

8 9 10 10 3 3 19 16 15 11 11 5 5 20 6 12 6 19 12 13 9 5 5 6 6 6 6 1 2 6 4 5 3 6 13 13 17 17 13 17 16 18 16 16 5 3 10 11 6 6 10 10 10 8 7 6 6 7 7 13 13 3 3 13 13 6 18 18 17 11 17 13 2 9 13 14 12 12 17 2 2 2 12 15 13 16 17 17

Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik

e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box

Diodenmodul Diodenmodul Diodenmodul Diodenmodul Diodenmodul Wago, E−Kasten Wago, E−Kasten

Name

31.08.2000 Werner 31.08.2000 Seis

Bauteilliste component listing 4 6 104

570 700 22

X1:95 X1:96 X1:97 X1:98 X1:99 X1:9A X1:9E X1:100 X1:101 X1:102 X1:103 X1:104 X1:106 X1:107 X1:108 X1:109 X1:10A X1:10E X1:110 X1:111 X1:112 X1:113 X1:115 X1:116 X1:117 X1:118 X1:119 X1:11A X1:11E X1:120 X1:121 X1:122 X1:123 X1:124 X1:12A X1:12E X1:131 X1:132 X1:133 X1:134 X1:135 X1:136 X1:13A X1:13E X1:141 X1:142 X1:143 X1:143 X1:144 X1:145 X1:146 X1:14A X1:14E X1:152 X1:154 X1:155 X1:156 X1:157 X1:158 X1:159 X1:15A X1:15E X1:160 X1:161 X1:162 X1:163 X1:16A X1:16E X1:171 X1:171 X1:172 X1:173 X1:174 X1:175 X1:176 X1:177 X1:178 X1:179 X1:179 X1:17A X1:17E X1:180 X1:180 X1:181 X1:181 X1:182 X1:182 X1:183 X1:184 X1:185 X1:186 X1:187 X1:188 X1:189 X1:18A X1:18E X1:190 X1:191 X1:192

Bl. 003 003 003 003 003 003 003 003 003 004 004 005 009 004 004 005 003 003 005 005 005 005 005 005 005 011 005 007 007 005 009 009 004 004 007 007 008 008 005 005 006 006 008 008 007 007 005 007 007 003 003 011 011 010 010 010 010 010 007 007 010 010 007 010 010 010 007 007 004 007 007 003 003 006 006 006 006 008 009 006 006 008 009 008 009 008 009 009 007 007 002 009 004 004 005 005 008 008 008

Pf. 11 15 11 12 12 15 15 12 10 2 9 8 8 6 6 16 17 17 15 15 19 10 16 5 9 10 8 5 5 7 18 18 17 16 10 10 5 5 6 6 2 2 16 16 5 5 17 4 4 5 5 1 1 4 3 4 4 4 15 19 2 2 17 10 10 11 15 15 19 4 4 17 17 6 6 2 2 16 12 8 8 16 13 16 13 16 13 18 19 19 3 14 16 16 11 11 12 11 12

Benennung

title

Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik

e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box

TYP

Name

31.08.2000 Werner 31.08.2000 Seis

Bauteilliste component listing 5 6 105

570 700 22

X1:193 X1:194 X1:195 X1:196 X1:197 X1:198 X1:19A X1:19E X1:201 X1:202 X1:203 X1:204 X1:205 X1:206 X1:207 X1:208 X1:209 X1:20A X1:20E X1:210 X1:211 X1:212 X1:213 X1:214 X1:215 X1:216 X1:217 X1:218 X1:219 X1:220 X1:221 X1:222 X1:223 X1:224 X1:225 X1:226 X1:227 X1:228 X1:229 X1:230 X1:237 X1:238 X1:239 X1:240 X1:241 X1:241 X1:242 X1:242 X2:1 X2:2 X2:3 X2:4 X2:5 X2:6 X2:7 X2:8 X2:9 X2:10 X2:11 X2:11 X2:12 X2:12 X2:13 X2:14 X2:19 X2:19 X2:19 X2:19 X2:19 X2:19 X3:1 X3:2 X3:3 X3:4 X3:5 X3:6 X3:7 X3:8 X4:− X4:+ X5:B X5:C X5:C X5:D X5:E X5:F X5:G X5:H X5:J X6:A X6:B X6:C X6:D X6:E X6:F X6:G X6:H X6:J X7:1

Bl. 008 002 009 009 010 010 010 010 005 005 005 005 005 005 005 005 005 004 004 005 005 005 005 005 005 005 005 005 005 005 005 005 005 005 005 005 005 005 005 005 010 010 010 010 010 010 010 010 006 006 006 005 006 005 005 011 010 010 010 010 010 010 010 010 005 006 010 010 010 010 010 010 010 010 010 010 010 010 004 004 004 004 004 004 004 004 004 004 004 004 004 004 004 004 004 004 004 004 005

Pf. 13 6 16 15 2 2 9 9 11 12 13 12 11 11 10 10 9 17 17 8 7 7 14 13 13 14 13 15 15 16 16 17 17 18 19 19 16 16 15 15 14 15 2 4 9 12 9 13 11 13 6 18 18 17 17 11 2 2 9 12 9 13 15 14 17 13 2 9 13 14 16 18 15 16 14 17 16 13 6 6 9 8 13 8 8 16 17 14 13 11 11 12 10 10 9 11 6 6 1

Benennung

title

Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Sika − Klemme Sika − Klemme Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Zentralelektrik Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Rose − Kasten Zentralelektrik PS3 Zentralelektrik PS3 Zentralelektrik PS3 Zentralelektrik PS3 Zentralelektrik PS3 Zentralelektrik PS3 Zentralelektrik PS3 Zentralelektrik PS3 Schnittstelle Motor Schnittstelle Motor Motorstecker OEM C5 Motorstecker OEM C5 Motorstecker OEM C5 Motorstecker OEM C5 Motorstecker OEM C5 Motorstecker OEM C5 Motorstecker OEM C5 Motorstecker OEM C5 Motorstecker OEM C5 Motorstecker OEM C6 Motorstecker OEM C6 Motorstecker OEM C6 Motorstecker OEM C6 Motorstecker OEM C6 Motorstecker OEM C6 Motorstecker OEM C6 Motorstecker OEM C6 Motorstecker OEM C6 Stecker EUROIT

e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box fuse terminal fuse terminal e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box e−box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box ROSE − box e−box PS3 e−box PS3 e−box PS3 e−box PS3 e−box PS3 e−box PS3 e−box PS3 e−box PS3 interface engine interface engine engine connector OEM C5 engine connector OEM C5 engine connector OEM C5 engine connector OEM C5 engine connector OEM C5 engine connector OEM C5 engine connector OEM C5 engine connector OEM C5 engine connector OEM C5 engine connector OEM C6 engine connector OEM C6 engine connector OEM C6 engine connector OEM C6 engine connector OEM C6 engine connector OEM C6 engine connector OEM C6 engine connector OEM C6 engine connector OEM C6 connector EUROIT

TYP

Name

31.08.2000 Werner 31.08.2000 Seis

Bauteilliste component listing 6 6 106

570 700 22

Bl. 005 005 005 005 005 005 005 005 003 003 007 003 004 004 002 002 004 004 004 004 004 004 007 007 007 010 010 010 010 010 010 008 008 005 003 002 002 002 002 005 003 003 005 003 003 009 003 003 003 003 004 002 002 002 002 003 005 005 003 003 005 003 009 003 003 004 003 003 003 007 007 007 007 007 007 007

Pf. 2 6 4 5 3 6 5 3 11 10 10 10 5 4 6 7 11 10 10 11 12 11 15 19 17 8 7 6 6 7 7 4 4 8 11 13 16 12 15 7 17 9 8 11 12 8 2 12 12 15 2 12 15 13 16 11 8 8 9 17 7 2 8 12 11 2 15 12 12 5 5 5 5 4 4 5

Benennung

title

X7:2 X7:3 X7:4 X7:5 X7:6 X7:7 X7:8 X7:9 X8:1 X8:7 X8:8 X8:10 X9:A X9:B XS XS X10:1 X10:2 X10:3 X10:4 X10:5 X10:6 X11:1 X11:2 X11:3 X12:1 X12:2 X12:3 X12:4 X12:5 X12:6 X13:1 X13:2 X17−1:1 X17−1:2 X17−1:3 X17−1:3 X17−1:4 X17−1:4 X17−1:5 X17−1:6 X17−1:7 X17−1:8 X17−2:1 X17−2:2 X17−2:3 X17−2:4 X17−2:5 X17−2:6 X17−2:7 X17−2:8 X18−1:1 X18−1:1 X18−1:2 X18−1:2 X18−1:3 X18−1:4 X18−1:5 X18−1:6 X18−1:7 X18−1:8 X18−2:1 X18−2:2 X18−2:3 X18−2:4 X18−2:5 X18−2:6 X18−2:7 X18−2:8 X33:1 X33:2 X34:1 X34:2 X34:3 X34:4 X34:5

Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Stecker EUROIT Schnittstelle Motor Schnittstelle Motor Steckdose Steckdose AMP Stecker Gaspedal AMP Stecker Gaspedal AMP Stecker Gaspedal AMP Stecker Gaspedal AMP Stecker Gaspedal AMP Stecker Gaspedal Schnittstelle Sitz Schnittstelle Sitz Schnittstelle Sitz Stecker Lenkgeber Stecker Lenkgeber Stecker Lenkgeber Stecker Lenkgeber Stecker Lenkgeber Stecker Lenkgeber Stecker Kraftstoffpum Stecker Kraftstoffpum Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Motor Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Motorstecker Maschine Schmieranlage Schmieranlage Schmieranlage Schmieranlage Schmieranlage Schmieranlage Schmieranlage

connector EUROIT connector EUROIT connector EUROIT connector EUROIT connector EUROIT connector EUROIT connector EUROIT connector EUROIT connector EUROIT connector EUROIT connector EUROIT connector EUROIT interface engine interface engine Socket Socket AMP connector throttle AMP connector throttle AMP connector throttle AMP connector throttle AMP connector throttle AMP connector throttle connector drivers seat connector drivers seat connector drivers seat connector sender steering connector sender steering connector sender steering connector sender steering connector sender steering connector sender steering connector fuel pump connector fuel pump engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, engine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side engine plug, machine side lubrication system lubrication system lubrication system lubrication system lubrication system lubrication system lubrication system

Y02 Y03 Y04 Y13 Y14 Y15 Y16 Y16 Y17 Y17 Y58 Y58 Y59 Y63 Y63 Y64 Y101 Y106 Y107

003 006 006 003 008 009 006 006 006 006 003 004 003 010 010 010 010 004 004

11 18 6 16 5 8 9 10 13 13 19 17 5 9 12 2 14 8 7

Magnetventil Flammgluehanlage Magnetventil Fahrstufenumschaltung Magnetventil Bremse Hubmagnet Motor Kraftstoffpumpe Heizgeraet Magnetkupplung Klimakompressor Magnetventil Fahrtrichtung vorwaerts Magnetventil Fahrtrichtung vorwaerts Magnetventil Fahrtrichtung rueckwaerts Magnetventil Fahrtrichtung rueckwaerts Magnetventil Kraftstoffabschaltung Magnetventil Kraftstoffabschaltung Magnetventil Aetherstartanlage Magnetventil Schubschild Magnetventil Schubschild Magnetventil Lenkung Magnetventil Schaufel kippen Kraftstoffregelventil EFC STC Einheit

Solenoid valve, glow plug system Solenoid valve, speed range selector Solenoid valve, brake Shut off solenoid, engine Fuel pump, heating unit Magnetic clutch, air conditioning compr.

Solenoid valve, travel direction forw.

Solenoid valve, travel direction forw.

Solenoid valve, travel direction backw.

Solenoid valve, travel direction backw.

Solenoid valve, fuel switch off Solenoid valve, fuel switch off Solenoid valve, ether starting unit Solenoid valve, dozer blade Solenoid valve, dozer blade Solenoid valve, steering So.valve, tipping shovel electronic fuel control valve step timing control

TYP

4,00A 1,29A 1,29A

1,75A 1,08A 1.08A 1,08A 1,08A 0,7A 0.7A 17A 0,33A 0,33A 0,33A 0,33A

057 543 12

Rose − Kasten Rose − box

Klemmleiste X3:1−10 (Option PS3−Schaufel) terminal X3:1−10 (option PS3 shovel)

057 573 08

nur bei KHD−Motor 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

1

only acc. to KHD engine

K05

K22

K33

K13

K41

K48

K62 K30

2 3 4 5 6 7 8 9 10

057 116 87 X3

K11

K56

K46

K35

A22

057 268 42

Bremse

K37

057 664 34

4s abfallverzögert

057 664 33 057 664 32

057 564 17 057 564 36 057 564 23

057 564 29 057 564 22

057 565 20 057 565 19 057 565 01

057 564 24 057 564 21

Klemmleiste X2:1−19 terminal X2:1−19 X0

X2

057 664 34

1s anzugverzögert

X10

X28

V46

1

1 1

V45 V47

1

2 2 2

2

5 4 3 2 1 1 1 1 1

V44

6

2

V43

7

2

V42

V48

2

2

193 194 L E

236 237 238 239 240

177 178 179 180 181 188 189 190 191 192

241 242 243 244 245

171 172 173 174 175 176 182 183 184 185 186 187

213 214 215 216 217 218 219 220 221

151 152 153 154 155 156 157 158 159 160 161 162 163 164

222 223 224 225 226 227 228 229 230

141 142 143 144 145 146

201 202 203 204 205 206

131 132 133 134 135 136 137 138

207 208 209 210 211 212

101 102 103 104 105 106 107 118 119 120 121 122 123 124

195 196

100 108 109 110 111 112 113 114 115 116 117

91 92 93 94 95 96 97 98 99

03.08.2000 Werner 03.08.2000 Seis

053_2

Übersicht Elektrokasten und Rose − Kasten; Schildversion overview e−box and Rose − box; blade version

057 666 59

2

R31

3,9_O

1

057 666 59

1 R30 2

6,8_O

3,9_O

057 665 64

R24 2

057 513 10

R25

nur bei CUMMINS Motor only acc. to CUMMINS engine

H07

2

6,8_O

nur bei Option PS3 Schaufel only acc. to option PS3 shovel

1

1

197 198

K116 K115

057 665 64

81 82 83 84 85 86 87 88 89

90

65 66 67

2 2

R23 10_O

Klemmleiste X1:62−245 terminal X1:62−245

V41

8

1

057 564 37

057 564 19

R22 22_O

057 564 35

057 665 62

057 564 25 057 564 30

1

057 665 61

057 664 03

Klemmleiste X1:1−61 terminal X1:1−61

62 63 64 68 69 71 72 73 74 75 76 77 78 79 80

X32

057 662 25

A38

057 662 24

V15 V16

61

60

59

23

21

20

19 F52

28 29 30 33 34 39 40 48 49 50 51 52 53 54 57 58

F84

17

16

18 F24

F25

15 F63

F29

14

13 F15

F90

12

11 F16

F23

9

10 F14

Reserve

7

6

8 F94

F34

5 F05

F89

3

4

1 F13

A23

057 664 36

2

Fahren

K37

25 26 27 31 32 37 38 41 42 43 44 45 46 47 55 56

1

1

570 700 22 201