Volvo a partner to trust L350F is a wheel loader that never compromises. It s a completely new machine, where the lift arm system, and the attachment together make up a dynamic unit, solid combination of power and intelligence. It s fast, smooth, and able and lifts both high and heavy. A durable loader that handles the toughest jobs, around the clock And let s start from the beginning. Wheel Loader L350F General service course. Technical product information, system functions, power transmission, electrical system including some electronic functions, brake, steering and load-sensing hydraulic systems. Current service matters and updates. Target group: All technical personnel. Course Objectives: After completing the course the student should be able to: - To understand the sub system function and design. - To carry out inspection and adjustments according to the Service Manual. - To carry out troubleshooting in a safe manner. - To find the relevant methods in the service documentation. Prior knowledge: Knowledge corresponding to our basic courses in electrical systems and hydraulics. Duration: 5 days
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L350F Step1 • • • • • • • • • • • •
L350F Step1 · · · · · · · · · · · ·
Engine Transmission Axles Steering Frames Cab Styling Hydraulics Loader unit Attachments Options Productivity
Let's take a closer look at the L350F.
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Engine Transmission Axles Steering Frames Cab Styling Hydraulics Loader unit Attachments Options Productivity
Components and systems
Components and systems Components and systems included in this course: · Engine · Electrical and Electronic system · Transmission and Drive Line · Steering · Brakes · Hydraulics
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Frame There are four versions: • Bucket handler • Block handler, 25 ton • Block handler, 38 ton • Logger, 27 ton All four versions have the same frame.
Frame There are four versions of L350F: · Bucket handler · Block handler, 25 ton · Block handler, 38 ton · Logger, 27 ton All four versions have the same frame but different counter weights. Picture text:
Engine • VOLVO D16E LAE3 • 16,1 liter • V-ACT • I-EGR • EU stage IIIA, EPATier3
Engine V-act Tier III, 16 liter, 6-cylinder in-line turbo-charged, air-to-air intercooler diesel engine with double rockers and internal EGR. One piece cylinder head with four valves per cylinder and one over-head camshaft. The engine has wet replaceable cylinder liners and replaceable valve guides and valve seats. Mecanically actuated electronically controlled unit injectors. The throttleapplication is transmitted electrically from the throttle pedal. Air cleaning Three-stage Cyclone precleaner - primary filter -secondary filter Cooling system Hydrostatic, electronically controlled fan and intercooler of the air-to-air type. Engine D16ELAE3 Max power at 30,0 r/s (1800 rpm) SAE J1995 gross 397 kW ISO 9249, SAE J1349 394 kW Max torque at 23,3 r/s (1400 r/min) SAE J1995 gross 2550 Nm ISO 9249, SAE J1349 2532 Nm Displacement 16,1 dm3
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Transmission • HTE400 • Planetary gears • Lock-up • T-ECU
Transmission The machine has a new drivetrain, transmission with planetary gears, lock-up function, and T-ECU. The planetary transmission has 6 gears; 1, 2, 3, 4, F and R.
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Axles • AHW90 • Limited slip (Option) • Wet disc brake • Slack adjuster • Forcible brakecooling system. (Cooler is option)
Axles Differential brake or so-called Limited Slip. The differential brake works in such a way that when the difference between the forces, that press together two brake discs becomes too great, they slip. L350F have wet disc brakes (oil). Slack adjuster means that you always get the same pedal travel despite brake disc wear. Forcible brake cooling is a system to pump the axle oil via a filter and also a cooler if that option is selected.
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Steering • Electro-hydraulic Power Steering (EHPS) • Shift valve • Stop damping (CDC) • Angle sensor
Steering system L350F has an electro-hydraulic steering system, EHPS, Electro Hydraulic Power Steering . Like the L110F L220F, the L350F has a shift valve. Thanks to the angle sensor, located between the two frames, the L350F has stop damping on the CDCfunction. Oilflow is restricted in the steering valve and a smoother stop is obtained. The function can be calibrated with VCADS Pro.
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Loader unit • Z-bar linkage • Single tilt cylinder • End-stroke damping • Angle sensor for tilt and lift position • Return-to-dig
Loader unit The boom is called Z-bar linkage and consists of two lift arms joined by a The loader unit has one tilt cylinder. The bushings in the bucket mount are steel. The L350F has bucket and lift function for end-stroke damping. L350F has an angle sensor for tilt and lift position.
cross-over boom
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(The angle sensor for tilt and lift function is adjusted from inside the cab and is included in the software.)
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Lift • End-stroke damping • Angel sensor • Return to dig • Boom kick out
Lift There are two versions of Lift cylinders for L350F: Version 1: Standard, for short boom and bucket Cylinders 200/110 mm. Version 2: Long boom and bucket Block handler, HD, Timber handler Cylinders 230/120 mm.
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Tilt • End-stroke damping • Bucket kick out
Tilt Tilt cylinder · End-stroke damping · Bucket kick out
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Cab • ECC • I- ECU, Display • ROPS Structure
Cab · ECC · I-ECU, Display · ROP Structure The glass area is large, which gives very good visibility close-up. The climate control system is SW controlled. The cab mounts are new with viscous pads for vibration damping. The lower part of the door is angled to avoid sharp corners. Handles are shaped for safe entry. The cab has Roll Over Protection Structure, ROP-structure
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Electrical system • New display • New button panel • New ECU’s and electronic platform • New functions • Electric servo • New connectors
Electrical system The following is a brief description of new features in the electrical system. · New operator's display · New switches located on the A-pillar · New ECUs · New VCADS Pro functions · Electric servo Levers
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Complete machine
Complete machine Now we have become familiar with the new features of L350F and we are going to look closer at each function.
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General section, Study Guide
General section, study guide Topics: Description of the L350F machine main components and their product numbers. Objectives: After completing this section the student should be able to: · To describe what main components installed in the machines. Picture text:
Product number for L350F XXXXX (Machine) Wheel loader L350F has articulated frame steering and four-wheel drive. The engine is a six-cylinder, four-stroke, direct-injection (common rail), turbocharged diesel engine type D16E. There is a single-stage hydraulic torque converter between the engine and the transmission. Front and rear axles have fully floating drive shafts with planetary gears in the wheel hubs. The front axle is equipped with a differential break. The service brakes on these machines are wet type disc brakes. The service brakes are integrated in the respective wheel hubs and the parking brake is located on the output shaft in the transmission The hydraulic system is servo controlled, load sensing. Three variable piston pumps provide all hydraulics with oil. Picture text:
Summary
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50 ton class wheel loader
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4 versions
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D16E V-ACT, IEGR
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Planetary transmission HTE400, lock-up
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Wet disc-brake 11 disc/hub
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Axle oil circulation
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EHPS steering valve
Summary · · · · · · ·
50 ton class wheel loader 4 versions D16E V-ACT, IEGR Planetary transmission HTE400, lock-up Wet disc-brake 11 disc/hub Axle oil circulation EHPS steering valve
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Electrical principles
Electrical system, study guide Topics: Computer network, operator and service displays, location of components, how to read wiring diagrams, system main feeds, how to read software function descriptions, trouble-shooting procedure and tools. Objectives: After completing this section the student should be able to: · To collect the relevant information from the operator display. · To carry out inspection of circuits according to the Service Manual. · To read wiring diagrams and software descriptions in the Service Manual. · To find the relevant components on the machine. Exercises, See the symbol for practical exercise, the universal screw spanner: Exercice, Electrical principles, gear selector switch Exercice, Electrical principles, trouble shooting + sensor measuring Exercice, Electrical system, voltage feed ECU:s Exercise, Electrical system, data Diagram: Diagram 301 Voltage Supply Diagram 302 Voltage Feed Control Units Diagram 303 Start Circuit Diagram 306 Flashing Hazard Lights Diagram 310 Communication ECUs Diagram 603 Steering, lever Diagram 805 Air Conditioning Diagram 806 Air Conditioning Diagram 306 Flashing Hazard Lights Diagram 805 Air Conditioning Diagram 806 Air Conditioning Diagram 909 Working Hydraulics
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Technical Data
Technical data, electrical system Central warning system Contronic electrical system with central warning light and buzzer for following functions: - Serious engine fault - Low steering system pressure Over speed warning engine Interruption in communication (computer fault) Central warning light and buzzer with the gear engaged for the following functions. - Low engine oil pressure - High engine oil temperature - High charge air temperature - Low coolant level - High coolant temperature High crank case pressure - Low transmission oil pressure - High transmission oil temperature Low brake pressure - Engaged parking brake - Fault on brake charging - Low hydraulic oil level High hydraulic oil temperature - Overspeeding in engaged gear - High brake cooling oil temperature front and rear axles Voltage 24 Batteries 2x12 V Battery capacity 2x170 Ah Cold cranking capacity, approx 1000 A Reserve capacity, approx 330 min Alternator rating 2280 W 80 A Starter motor Output 7,0 kW Picture text:
Description
1. Fuse box 2. Batteries 3. Battery disconnector, fuse FU74 4. Electrical distribution box
Electrical system, description The machine has a 24 V electrical system with two 12 V batteries connected in series, located in a battery box inside of the steps on the left side of the machine. The battery disconnector is located under the battery box. Fuse FU74 is located inside of the battery box, and serves voltage converter for radio. Voltage feed for the voltage converter is disconnected with the battery disconnector. Relays and fuses are mainly located in the electrical distribution box behind the operator's seat and are accessed by removing the cover for the electrical distribution box. The cover's inside is provided with a decal that informs which power-consuming component is connected to each relay and fuse. There is a built -in terminal for fuse test in the electrical distribution box. The relays in the electrical distribution box are interchangeable. Components are marked according to which function group they belong. The first two digits indicate function group and the other digits are running numbers, e.g., SE2203. Note For working on the electrical system, follow the instructions in section 300. Picture text:
Batteries
Batteries Batteries 2x12 V Battery capacity 2x170 Ah
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Battery disconnector
Battery disconnector This shows the battery disconnector's position. On wiring diagram 301 marked SW3101. 3 stands for electrical system. 1 is sub-group, in our case battery, and 01 is the running number. The F-machines cut off power is on the plus side.
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Alternator
Alternator The machine is equipped with an 80A alternator. In wiring diagram AL3201.
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Starter motor
Starter motor The starter motor (overheat protection). Software controlled.
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Main fuses
Main fuses The main fuses, e.g., FU70 in wiring diagram 301, are located in the engine compartment.
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Cable installation cab wall
Quick connectors Quick connectors located outside and at the back of the cab under the window. All quick connectors, are sealed and classified. Quicker, safer and better control when dismantling and reassembling wire
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Electrical distribution box
Electrical distribution box Here we see the electrical distribution box. On the circuit board there are fuses, relays, and other electrical components. The F-models have a new circuit board. If possible show quick connector as loose component.
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Fuse Test
Fuse test There is a fuse test on the circuit board.
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V-ECU, V2-ECU, SWM
SWM
V-ECU V2-ECU
V-ECU, V2-ECU, SWM The machine electronics include seven control units that communicate with each other via three data buses. Each control unit processes values from sensors and controls which help to control components so that desired function is obtained. Machine electronics facilitate troubleshooting with a well-designed and expansive diagnostic system. In case of electrical malfunctions/errors, the operator receives a message on the information panel. For service personnel, the service tool VCADS Pro can be plugged into sockets located by the electrical distribution box behind the operator's seat. Control units included in the system are: Vehicle control units V-ECU and V2-ECU are located by the electrical distribution box behind the operator's seat and contains software for controlling components and handling information from sensors located outside the cab. The vehicle control unit is connected to the other control units via data bus. Steering wheel module SWM is located by the electrical distribution box behind the operator's seat, contains software for steering with steering wheel and CDC. The steering wheel module is connected to the other control units via data bus. Communication for programming, changing parameters, and reading out error codes, testing and checking components, etc. is done with VCADS Pro. In VCADS Pro, MID-designations (Message Identification Description) are used for the control units. Reading of input and output signals, setting certain functions, reading off machine information, etc. can be performed with the information panel. If a malfunction occurs in any system, information is sent via the data bus, which makes it possible to read off the information on the information panel or by using VCADS Pro.
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T-ECU
T-ECU Transmission control unit T-ECU is located under the operator's seat and includes software to control gearshifting. The transmission control unit is connected to the other control units via data bus.
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ECC-ECU
ECC-ECU Climate control units ECC are located inside the right side panel in the cab and contain software for controlling heating, cooling, and ventilation. The climate control unit is connected to the other control units via data bus.
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Engine control unit E-ECU
Engine control unit E-ECU Engine control unit E-ECU is located on the right side of the engine and contains software for controlling engine functions. The control unit receives information from the engine's own sensors as well as from a data bus. The control unit also sends information to the other control units via data bus
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W-ECU
CareTrack W-ECU CareTrack W-ECU is located by the electrical distribution box behind the operator's seat and contains software for information exchange via GSM/GPRS and satellite. The CareTrack-unit is connected to the other control units via data bus.
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Instrument panel
• Instrument control unit, I-ECU
Instrument panel Instrument control unit I-ECU is located in the instrument panel and includes software for presentation of operator information on the information panel with warning and control lights. Added and changed functionality in Instument ECU: New instrumentation and menu structure and key pad. New HVAC. Rear wiper function dependant of gear selector. Cycle setting for automatic greasing integrated in instrument. Operating time left with existing fuel (opt). Fuel consumption, average and total (opt). Cooling efficiency (opt). Excercise New Keypad: Show what you can see, and which information is possible to retrieve. Do an exercise where the student has to change language in the panel. Turn on keypad SW3801, then what happens? See to it that a few warning lights are on. Save the warnings by pressing ESC . Warnings can be read off at later time by pressing the Envelope .
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Switches in Cab
• Lock-up, On-Off
Switches in cab L350 F has a switch for transmission lockup-control. ON-OFF.
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Electronic Platform
Electronic platform Standard on L350F: VECU,IECU,EECU,V2ECU,ECC-ECU, TECU, and SMW If Telematic will be used an extra , WECU must be connected to the system. CDC and Lift/Tilt controlled by V2ECU.
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Error code and service mode Instrument-ECU, I-ECU. This is a brief introduction to the Error Code and Service mode. During this first part see Error code flap is white, down right in the presentation. Error code See the Error code Check Reduced gearshift function . You have two choices. ESC or SELECT If you press ESC you can read the message later. Press SELECT. See the Detail info. Press ESC. You are back. Press ESC again. You see another Error code Check ECC failure Press ESC and you see the envelope in the left corner in the display. Press 7, the envelope. You see Vehicle messages Reduced shift function Press SELECT. See Detail info. Press ESC. You are back. Press the down arrow. HVAC failure high lights. Press SELECT. You see the Detail info. Press ESC. You are back at the beginning.
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HVAC failure
Now the second part. Click at Service mode flap down right in the presentation. Service mode highlights. In this example you can only operate Engine, 1, at the Keyboard. Service mode Press Engine, 1. You see the Coolant temperature. Press ESC. You see 0 km/h
Electro hydraulic servo controls • • • • • •
Seat mounted lever console Ergonomic armrest More adjustment possibilities Electrical lever lock F/R switch Kick down switch integrated in lift lever Option: • 3rd hydraulic function
Electro hydraulic servo controls Electro hydraulic servo is standard in L350F and cannot be changed to hydraulic servo. Only 3rd function is possible for L350F. The control will be mounted in the right armrest. · · · · · ·
Seat mounted lever console Ergonomic armrest Many adjustment possibilities Electrical lever lock F/R switch Kick down switch integrated in lift lever
Option: · 3rd hydraulic function
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Angle Sensor for Tilt Function
Angle sensor for tilt function Tilt, lift, steering, same sensor but located in different places on the machine. Calibrated in VCADS Pro. Every time work is done on the sensor it has to be calibrated.
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Cable routing of plus-feed and ground connections
1. The machine has two batteries that are located under the left cab steps.
2. Plus-feed from the battery passes to the battery disconnector which is also located on the plus side
New cable routing of plus-feed and ground connections The machine has two batteries that are located under the left cab steps. 1. Plus-feed from the battery passes to the battery disconnector which is also located on the plus side.
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Cable routing of plus-feed and ground connections
3. From there, plus and ground cable are installed in parallel on the inside of the left
3. From there, plus and ground cable are installed in parallel on the inside of the left frame, to each distribution block for plus-feed and ground connections. 30B AND 31B
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Cable routing of plus-feed and ground connections
4. From these distribution blocks, each connection is distributed.
5. The plus-connection has a feed to the main fuse box and the starter motor. The ground connection branches to the starter motor and all ground connections will be connected to that ground point.
4. From these distribution blocks, each connection is distributed. 5. The plus-connection has a feed to the main fuse box and the starter motor. The ground connection branches to the starter motor and all ground connections will be connected to that ground point.
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Main fuse box
Main fuse box Circuit boards, preheating of induction air, and back-up control unit are supplied with voltage from the main fuse box via main fuses.
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Trouble-shooting procedure
Trouble shooting procedure · · · · ·
Service Manual VCADs Multi-meter Pressure Gauge Break out box
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Software function, description
Software description Software is stored in the control units. To determine which software is in the control units, the part number of the software (Main software) is read in the information panel or with the service tool VCADS Pro. Updating of the machine's software is handled through release of a new edition. The releases are designated with Year:edition, for example, R2006:5 and gets a new part number. Updating of software for control units takes place through downloading of new software from VOLVO with VCADS Pro.
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Reading Diagram
Cable and component marking explanations Principle diagram, wiring diagram 1. Voltage feed (30, 15, 15E, etc.) 2. Cable colour 3. Connector, connector pin 4. Component designation 5. Ground connection (31K, 31F, etc) 6. Reference to other diagram (WDxxx), same reference number is found in indicated diagram. The flag's point indicates the current's direction. 7. Reference to other diagram (WDxxx), more information is found in indicated diagram 8. Lead number, made up of function group (e.g., 3) and running number (e.g., 033) 9. A lead drawn with a thick line means that it is a printed circuit on circuit board
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Wiring Diagram 301
Wiring diagram 301 Voltage Supply Explain WD301 And why AL3201 BS is plus feed when 3101 open.
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Wiring Diagram 302
15EECU
Diagram 302, voltage feed control units 15EA Feed 30K Feed Time function I I-ECU when disconnected 30K feed. RE12, RE13, RE14.
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Wiring Diagram 303
Diagram 303, start circuit Conditions for activating MO3301. Effect relay RE16, RE17. Feed 15EA, Di11, R13, C01.
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Wiring Diagram 306
Diagram 306, flashing hazard lights 58A feed to light emitting diode in switch.
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Wiring Diagram 310
Diagram 310, communication ECUs · · · · ·
R3601 Twisted cables ECC only J1587/1708. VP only J1587/1708. Show which ECUs connected to CAN2 J1939.
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Wiring Diagram 603
Diagram 603, steering lever EMC, explain. SWM, explain. Picture text:
Wiring Diagram 805
Wiring diagram 805 WD306
Flag 7
Why?
SE8701, 8702, 8708, 8709
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Wiring Diagram 806
Diagram 806, air conditioning Explain WD302
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Wiring Diagram 306
Diagram 306, flashing hazard lights WD805
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Wiring Diagram 805
Diagram 805, air conditioning Explain: WD306
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Wiring Diagram 806
Diagram 806, air conditioning MO8703, 8707 Explain.
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Wiring Diagram 909
Diagram 909, working hydraulics The working hydraulics is controled by the V2ECU.
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Wiper Front
Torkare fram Intervallfunktion fram Matning från 15A och säkring FU34 till SW3602, RE15 och MO3602. SW3602 i läge J ger insignal till I-ECU IC5. Via CANbus till V-ECU erhålles utsignal från V-ECU VB60 till RE15 87. RE15 ger spänning via SW3602 till MO3602 5. Den programmerade intervalltiden styrs av V-ECUns signal till RE15. I-ECU-IC6 detekterar konstant torkare fram om IC5 saknas Hastighet 1 Matning från 15A och säkring FU34 till SW3602, RE15 och MO3602. SW3602 i läge 1 ger konstant torkare fram hastighet 1 insignal I-ECU IC6= konstant torkare fram. Stop I MO3602 finns en kamsxel som roterar med motorn. När kamen är I sitt höga läge sluter den mellan 3 och 2 på MO3602. Hastighet 2 Matning från 15A och säkring FU34 till SW3602, RE15 och MO3602. SW3602 i läge 2 ger konstant torkare fram hastighet 2 insignal I-ECU IC6= konstant torkare fram. Spolning Matning från 15A och säkring FU34 till SW3602, RE15 och MO3602. Aktiverad SW3608 ger insignal I-ECU IC4=spolare fram PÅ. Via CANbus till V-ECU erhålles utsignal på VECU VB60 som aktiverar RE15 som ger spänning till MO3602 läge1, hastighet 1. Villkor Intervall läge PÅ ger torkare PÅ i 0,5 s. Och funktionen är avstängd i X s. Möjlig intervalltid: 5-25 s Förinställt värde är X=7 s. Spolning PÅ ger intervall PÅ efter 1 s och spolning PÅ.
Wiper back
Torkare bak Intervallfunktion bak Intervallfunktionen bak är beroende av intervalltorkaren fram. Villkor När torkaren fram är aktiverad och torkare bak är aktiverad och backväxel läggs i då kommer torkaren bak att starta. När torkaren bak är aktiverad och intervalltorkaren fram är aktiverad då kommer torkaren bak också att vara i intervalläge. Spolningen bak startar om torkaren bak är aktiverad och spolningen fram är aktiverad.
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Summary
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New diagram reading
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4 digits in parts designation
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Function description at each function group
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New ECU’s added
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New connectors
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New electronical platform
Summary Repeat the most important features. · New diagram reading · 4 digit in parts designation · Function description at each function group · New ECU s added · New connectors · New electronical platform Picture text:
Engine
Engine, study guide Topics: Fuel systems, lubrication systems, cooling systems and Engine Management System (EMS) on the different engines, including service and trouble-shooting procedures and tools. Objectives: After completing this section the student should be able to: - To perform service procedures described in the Service Manuals. - To carry out inspection of systems according to the Service Manual. - To understand wiring diagrams and software descriptions in the Service Manual, related to the engines. - To find the relevant components on the machine. Exercises, See the symbol for practical exercise, the universal screw spanner: Exercise Engine, EMS-system, back up function engine speed indicator
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Introduction In order to meet the Tier 3 / Stage IIIA legislative demands concerning exhaust emissions, a new version of the Volvo D16 engine has been developed The D16E V-ACT engine is an in-line six cylinder direct injected turbo charged diesel engine with intercooler and mechanically actuated electronically controlled unit injectors, governed by the EMS system. It has a one piece cylinder head, four valves per cylinder, over-head camshaft and rear located timing gear train. V- ACT is the acronym for Volvo Advanced Combustion Technology and embodies the unique technology specifically developed by Volvo for its heavy duty and medium duty diesel engines powering Volvo construction equipment. V-ACT represents new achievements in the areas of combustion efficiency, emissions reduction and overall engine performance. Major V-ACT features include a new flexible high pressure fuel injection system, new air handling technology incorporating a unique internal exhaust gas recirculation system, and an enhanced electronic controller for precise control of the fuel and air handling systems.
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Emissions The D16E V-ACT engine meets EU non-road regulation stage IIIA, US EPA federal non-road regulation Tier 3 and California CARB non-road regulation Tier 3 emission standards. Step 1 was introduced on the USA market in 1996 and in Europe 1998 for off-road diesel engines in the power range of 130 kW to 560 kW. Tier 2 was introduced on the USA market in 2001 for engines in the power range of 225 kW to 450 kW and Stage II was introduced in Europe 2002 for engines in the power range of 130 kW to 560 kW. V-ACT is implemented on the D16E engines for the US and EU market as from January 2006. Stage IIIA Europe: Power kWFrom 1/1NOx+HCg/kWhPMg/kWhCOg/kWh130-56020064.00.23.575-13020074.00.35.0377520084.70.45.019-3720047.50.65.5 Tier 3 USA: Power kWFrom 1/1NOx+HCg/kWhPMg/kWhCOg/kWh130-56020064.00.23.575-13020074.00.35.0377520084.70.45.019-3720047.50.65.58-1920057.50.86.60-820057.50.88.0 Tier 4A and Stage IIIB comes into force in year 2011 for the high powered engine range.
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V-ACT hardware The IEGR rocker creates a small second exhaust valve lift. This extra lift feeds exhaust gases back into the cylinder during the inlet stroke. The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of electronic features and to enhance reliability. The proven new high-pressure dual solenoid diesel fuel injector, Delphi E3, introduced with the Volvo U.S. EPA 2002 highway engine, is an integral part of the V-ACT system. 1. Switch Able Internal EGR 2. Engine Management System Controller EMS2 3. High-pressure dual solenoid fuel injector Delphi E3
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Rocker arm mechanism continue The camshaft have four cam lobes per cylinder; one for the inlet rocker (1), one for the injector rocker (2), one for the exhaust rocker (3) and one for the IEGR rocker (4). 1. Inlet Rocker 2. Injector Rocker 3. Exhaust Rocker 4. IEGR Rocker
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Exhaust rocker assembly The picture shows the exhaust rocker assembly. 1. Non return valve 2. Trunk valve 3. Pin bushing 4. Bushing 5. Master piston 6. Slave piston
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IEGR & exhaust rocker function Lube oil from the rocker arm shaft is fed through a hole in the rocker arm bushing (1). When the IEGR is activated the oil pressure in the rocker arm shaft is increased by the IEGR control valve to approximately 4 bar, full oil pressure. When the oil pressure in the rocker arm shaft exceeds 1.8 bar it will overcome the spring force acting on the trunk piston (2) and the oil may then enter via the non return valve (3) through the drilled channel (4) to the volume below the master piston (5) forcing it toward its upper mechanical stop. When the cam lobe activates the IEGR rocker arm (6) it presses on the master piston (5). The master piston is forced downwards in a barrel (7) in the exhaust rocker. When the master piston (5) is pressed downwards in the barrel (7) the oil is forced through the red marked drillings (4) to a volume above the slave piston (8), which is situated right above the exhaust valve yoke (9). The slave piston is forced downwards, as the non return valve (3) is preventing the oil from being evacuated back to the rocker arm shaft, lifting the exhaust valves. The IEGR gases may now enter the combustion chamber during the inlet stroke.
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IEGR active & inactive A prerequisite for that the slave piston shall press down the yoke, for the IEGR lift to occur, is that the non return valve (3) is blocking the drain for oil, keeping the slave piston (4) against it s bottom mechanical stop. Thus, by controlling the non return valve (3) the IEGR function can be shut off and on. This is done by a trunk piston (2) which, depending on the oil pressure inside the rocker arm shaft (1), keeps the non return valve activated/deactivated. The oil pressure in the rocker arm shaft is set by the Engine ECU to either 1 bar or 4 bar (full oil pressure) by means of the IEGR control valve. IEGR Inactive: When the oil pressure in the rocker arm shaft is 1.5 bar or less it is to low to overcome the spring force acting on the trunk piston (2). The trunk piston blocks the inlet channel (7) and no oil can enter in to the master- and slave piston department. The non return valve (3) is kept disengaged by the trunk piston (2) and if there is any oil trapped in the volume above the slave piston (4) it will be evacuated via the inlet channel (7). No IEGR lift can occur. IEGR Active: When the oil pressure in the rocker arm shaft is 1.8 bar or higher it will overcome the spring force acting on the trunk piston (2). The trunk piston no longer blocks the inlet channel (7) and oil enters in to the master- and slave piston department. As the trunk piston is forced open the non return valve (3) is now preventing the oil in the volume above the slave piston (4) to be evacuated. When the cam lobe lifts the IEGR rocker forcing the master piston (5) downwards, the oil now transmits the force to the slave piston (4) holding it against its bottom mechanical stop and the IEGR lift can occur.
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IEGR valve lift After the normal exhaust valve lift, the exhaust valves are once again opened for a short period of time (A) by the IEGR rocker arm at the beginning of the inlet stroke. This second lift allows high pressure gases from the exhaust manifold to flow in to the cylinder.
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Valve adjustment 1 You can view the film or the slides Valve adjustment. · Remove the leaf springs. · Rotate the cam shaft to the marking for the relevant cylinder. · The dash marking on the cam shaft must be positioned between the two dash marks on the bearing housing. · Adjust all rockers for that cylinder; inlet, exhaust and IEGR rocker. Also adjust the injector preload if necessary. Cylinder number one shown.
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Valve adjustment 2
Valve adjustment 2 Adjust the inlet valve clearance. Set the clearance between the rocker arm ball socket and the valve caliper to 0.3 mm using the adjusting screw on the rocker arm and a feeler gauge. Torque to tighten the nut: 38 Nm A. Inlet B. Injector C. Exhaust
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Valve adjustment 3
Valve adjustment 3 Preload the injector only if necessary. · Eliminate the clearance between the adjusting screw and the injector by turning the adjusting screw. · Turn the adjusting screw another 240º (4 hexagons). · Torque to tighten the nut: 52 Nm
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Valve adjustment 4
Valve adjustment 4 Adjust the exhaust valve clearance. · The valve caliper must be preset before adjusting the exhaust rocker arm clearance (see service manual). · Adjust the clearance between the exhaust rocker arm ball socket and the valve caliper to 0.60mm, using the adjusting screw on the rocker arm and a feeler gauge. · Torque to tighten the nut : 38 Nm
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Valve adjustment 5
Valve adjustment 5 Adjust the IEGR clearance: · Loosen the nut on the IEGR rocker arm. · Place a dial indicator on the feeler gauge, close to the ball socket, and set the dial indicator to zero. · Tighten the adjusting screw with a hexagon key until the dial indicator shows that the valve yoke has moved 0.20~0.30mm. · Correct clearance is then obtained by turning the adjusting screw 780º counter clockwise. (2 revolutions + 1 hexagon). · Tighten the nut 52 Nm. · The IEGR rocker arm clearance adjustment is now completed. The feeler gauge can be removed. REPEAT THE PROCEDURE (1 to 7) UNTIL ALL ROCKER ARMS ON ALL CYLINDERS HAVE BEEN ADJUSTED.
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Valve adjustment 6
Valve adjustment 6 Check the clearance between the camshaft and the IEGR rocker arm with a feeler gauge. Clearance : 4.1 ~ 4.3 mm A. IEGR rocker arm
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Valve adjustment 7 Reinstall the leaf springs: Hexagon screws are to be tightened to 25 Nm on all six cylinders.
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Principle 1. Overflow valve 2. Fuel return hose 3. Cylinder head lengthways channel 4. Cylinder head 5. Cooling circuit for the control unit 6. Pressure limiting valve 7. Feed pump 8. Tank 9. Non-return valve 10. Water trap 11. Drain valve 12. WIF (water in fuel) sensor 13. Fuel heater 14. Pre-filter 15. Valve 16. Non-return valve 17. Hand pump 18. Measuring point 19. Fuel pressure sensor 20. Main filter housing 21. Valve 22. Valve 23. Main filter 24. Distribution housing Principle The fuel is drawn by the feed pump (7) from the tank (8) through the pre-filter (14) with water trap (10), through the cooling circuit for the control unit (5) up to the distribution housing (24) and from there, together with the return fuel which passes through the overflow valve (1), to the feed pump suction side. The pump forces the fuel to the main filter housing (20) and through the main filter (23), to the cylinder head lengthways channel (3) , which has a circular groove round each unit injector. The overflow valve (1) maintains a constant fuel feed pressure for the injectors and opens at 3.5 to 4.5 bar.
Chassie mounted fuel filter The D16E engine fuel filter housing is chassie mounted. Both pre- and main fuel filter is mounted on this housing. The main components in the fuel filter housing are: · Die cast housing · Manual hand pump · Fuel pressure sensor · Valve units (valves located inside the filter nipples) The manual hand pump is only to be used when the fuel system has been completely drained, for example after maintenance or if the driver has run out of fuel. The fuel pressure sensor is located after the main filter and measures the fuel feed pressure to the unit injectors. When changing filters no deaeration is necessary. The fuel system together with the three valves in the fuel filter housing is designed to deal with the air in the new filters that are to be mounted dry. 1. Inlet from fuel tank to pre-filter 2. Outlet from pre-filter to fuel feed pump 3. Inlet from fuel feed pump to main filter 4. Outlet from main filter to unit injectors 5. Air ventilation duct
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Fuel filter housing, valves The filter housing is equipped with valves incorporated in the pre- and main filter nipples. The valves prevent spillage when changing filters and the valve in the main filter nipple also automatically deaerates the fuel system after filter change or total drainage of the system. Valve in the pre filter nipple: In the pre filter nipple is located a non return valve (A) that will, due to its weight, fall down and stop the fuel from draining through the filter nipple when the filter is removed or empty. When the fuel pump is running, pumping both fuel and air that may be in the system, the valve will be lift of its seat and fuel and air can pass. Valve in the main filter: In the main filter nipple is located a double function valve (B) that comprises of one non return valve (same as for the pre filter described above) and one sleeve for automatic deaeration. The valve and sleeve can assume three positions as shown on the picture: 1. Filter change, engine off; as the fuel pump is not running there is no fuel/air flowing through the system. The sleeve and valve are both, due to their own weight, in their lower position. This will prevent spillage when the main filter is removed. 2. Engine start-up; The fuel pump is running, pumping mainly air through the main filter nipple, the non return valve will by the air flow be lift of its seat opening the passage upwards to the air ventilation hose. As the sleeve is heavier it will not lift until the air is vented and fuel starts to flow through the system. 3. Fully primed; both the sleeve and non return valve are in their upper position. As the air is now fully vented the two valves are lifted by the homogeneous fuel flow through the nipple. With the sleeve in its upper position the fuel will now exit the main port while the non return valve will keep the air ventilation duct closed. The fuel system is now continuously deaerated through the deaeration valve located on the cylinder head. Deaeration procedure As the fuel filter housing has automatic air bleeding, no deaeration is necessary after changing filters. The manual hand pump is used only in case the fuel system has been completely drained from fuel. When changing fuel filters, the new filters are to be mounted dry. After mounting the new filters, start the engine. The engine will run on the fuel left in the system. After running the engine on idle for approximately 1 minute (the engine will misfire for approx. 30 seconds) the air from the new filters is deaerated. If the fuel system has been completely drained the hand pump on top of the fuel filter housing has to be used for bleeding the system. It takes between 200 and 300 strokes until the deaeration of the system is
Delphi E3 overview The Delphi E3 injector has a unique quality, to control the injection timing, fuel amount and injection pressure with two separate solenoid activated valves. The first valve, the Spill Valve (SV) (1) controls the injector internal pressure build up. The method used to control the injection pressure is to let the pressure build internally in the injector up to a desired level before opening the nozzle needle (14). To make the needle opening freely adjustable, a second valve is introduced, the Needle Control Valve (NCV) (6). It is a three port, two-position valve, located between the high pressure fuel line (9), the low pressure fuel line (7) and a needle-backing chamber (11). The valve controls the pressure in the backing chamber by either connecting the chamber to the high pressure fuel line or to the low pressure fuel line. The pressure in the chamber exerts force on the back of the nozzle needle (14) via the control piston (12). Also the needle closing spring (13) acts to keep the needle closed. 1. Spill Valve (SV) 2. SV armature 3. SV electrical coil 4. NCV electrical coil 5. NCV armature 6. Needle Control Valve (NCV) 7. Low pressure fuel line 8. Nozzle 9. High pressure fuel line 10. Return spring 11. Needle backing chamber 12. Needle control piston 13. Needle closing spring 14. Needle
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Phases - Neither the spill valve (SV) nor the needle control valve (NCV) solenoid is electrically activated. The return spring is forcing the SV to its upper position and the NCV to its lower position. In this position the SV is open and the fuel are routed from the pump chamber back into the low pressure fuel feed line and no internal pressure build-up occurs in the high pressure fuel line. In this position the NCV is closed connecting the needle backing chamber with the high pressure fuel line, but as the SV is open there is no pressure build up behind the needle. - The SV solenoid is electrically activated and the SV is pulled downwards closing the connection to the low pressure feed line. In this position the SV is closed and all fuel is forced from the pump chamber via the high pressure fuel line. The fuel pressure increases acting on the injection needle lift area. The NCV is still not activated (still closed) connecting the needle backing chamber with the high pressure fuel line, why the needle can not yet be lifted. - The SV is still closed and the fuel pressure is still increasing. When the desired pressure is achieved, the NCV is activated (opened), closing the high-pressure line connection to the backing chamber of the needle and at the same time connecting the chamber to the low pressure line. The pressure on the lift side, now higher than required to overcome the closing force from the needle closing spring, opens the needle and injection occurs until the NCV is closed or until the SV is opened. In this way the needle opening pressure can be varied between the preset NOP of the spring and the maximum pumping pressure. Practically the levels used are between 300 to 2000 bars, to be compared with a common nozzle, using 250 to 350 bar opening pressure. With this technology we have full electronically control of the injection timing. High NOP is used to reduce the formation of sot and particulates but is has a negative effect on the engines sound emissions.
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Delphi E3 trim code There are three sets of markings on the electrical connection of the injector; part number, trim code and manufacturing number. When replacing one or more injectors, the engine control unit must be programmed with the new injector code called the "trim code". The code consists of 9 characters. Valid characters are 0 to 9 and A to Z excluding I, O, Q and S (a set of 32 characters). The trim code is programmed using the parameter programming in VCADS Pro and needs only to be done for the cylinder in which the unit injector was replaced. Also marked on the electrical connector are a dot code (square shaped) used in production, containing part number, serial number, date, trim code type, supplier data and trim code.
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EMS2 The engine control unit is designed for mounting directly on the engine block; it s fitted by four M8 bolts. The unit has drainage holes located close to the corners of the longer sides to avoid water accumulation inside. The holes are also required for correct readings of the internal ambient air pressure sensor. An ECU-cooling raft is bolted to the outside of the EMS2 case, using six self-tapping M6 screws. The EMS2 has two individually coded 62 pin electrical connectors. The connectors are locked with a locking lever on the connector. The EECU (Engine Electronic Control Unit) is supplied with anti-vibration (AV) mounts to withstand the engine vibration. The AV mounts also provide thermal insulation from the engine block. The EMS2 comprises the latest electronic hard ware, enhanced functionality for further optimisation of combustion and also basis for Tier 4 and 5 technologies. The EMS2 is necessary for controlling the new Delphi E3 unit injector (pre- and post injection possible but not used on Volvo CE D9B V-ACT engine) and also for controlling the IEGR system.
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Sensor locations 1. Oil level & Temperature sensor 2. Crankcase pressure sensor 3. Coolant level sensor 4. Air pressure and temperature sensor 5. Oil pressure & temperature sensor 6. Boost pressure & temperature sensor 7. Coolant temperature sensor 8. Cam speed sensor 9. Crank speed sensor 10. Fuel pressure sensor 11. Water in fuel sensor
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Summary
Summary · · · · ·
D16E V-ACT I-EGR Step 3 EMS2
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D16E
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V-ACT
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I-EGR
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Step 3
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EMS2
Cooling Fan and Braking System
Cooling fan and braking system, study guide Topics: Cooling fan and brake systems on the different machines, including service and trouble-shooting procedures and tools. Objectives: After completing this section the student should be able to: · To perform service procedures described in the Service Manuals. · To carry out inspection of systems according to the Service Manual. · To understand wiring diagrams and software descriptions in the Service Manual, related to the cooling fan and brake systems. · To find the relevant components on the machine. Exercises, See the symbol for practical exercise, the universal screw spanner: · Exercise, Brakes · Exercise, Cooling Fan Picture text:
Technical Data
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Service brakes are dual circuit all-hydraulic multi disc brakes
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Parking brake Wet multidisc type in transmisson housing
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Secondary brake (Dead Engine) Dual circuit axle-by-axle system.
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Number of brake discs per wheel front 11
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Number of brake discs per wheel rear 11
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Accumulators 7 x 1,0 l
Technical data, cooling fan and brakes Service brake Service brakes are dual circuit all-hydraulic multi disc brakes with nitrogen charged accumulators and automatic slack adjusters. Outboard mounted oil-cooled, wet disc brakes at each wheel. Filtered and cooled oil circulated through each brake when engine is running. Transmission declutch during braking can be preselected by a switch on the instrument panel. Parking brake Wet multidisc type in transmisson housing. Spring applied, electro hydraulically released via a swich on dash board. Applies automatically when the key is turned off. Secondary brake Dual circuit axle-by-axle system. Actuated by service brake pedal. Low pressure alarm. Dead engine braking capability provided by seven nitrogen-charged accumulators. Standard The brake system complies with the requirements of SAE J / ISO 3450:1996. Number of brake discs per wheel front 11 Number of brake discs per wheel rear 11 Accumulators 7 x 1,0 l
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Cooling Fan and Braking System
Cooling fan and braking system Brakes, principle illustration 1 Accumulator block 2 Foot brake valve 3 Hydraulic oil tank 4 Cooling fan 5 Hydraulic pumps P1,P2,P3 6 Central block 7 Axles with wet disc brakes Picture text:
Braking system
Braking system 1 2 3 4
Pumps P1,P2,P3 Central block Accumulator block Foot brake valve
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Braking System, description
Fig.1 1. Central block 2. Accumulator block 1 brake 3. Accumulator block 2 brake 4. Slack adjuster
Braking system, description The machine has a hydraulic brake system, divided into two circuits, one for the front axle and one for the rear axle. The hydraulic brake system consists of a foot brake valve and two accumulator blocks with a total of seven accumulators. The accumulators are precharged with nitrogen gas and their purpose is to store pressure and to make sure that the braking capacity is safeguarded. The brake system is supplied via the central valve with hydraulic oil from Pump 3 (P3) or Pump 2 (P2). P3 supplies the radiator fan and ensures that the brakes are charged during transport operation. P2 supplies the brake system passively when the working hydraulics is used and when P2 is not supplying the steering system with oil. If the brake pressure becomes too low, information about this is shown on the operator display unit. The axles have built-in brake disc wear indicators. The axles are also provided with slack adjuster that compensate for brake disc wear so that the brake pedal angle remains the same, regardless of brake disc wear.
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LS-pressure pump animation 1 1 Load 2 Control valve 3 Servo valve 4 Control piston 5 Swash plate 6 Displacement spring 7 Drive shaft 8 Cylinder block 9 Spool, pressure compensator 10 Spool, flow compensator 11 Adjustment standby pressure 12 Adjustment maximum pressure
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Central valve
Central valve 1 1 Pressure reducing valve: adjustment for max. brake pressure 2 Pressure reducing valve: max. servo pressure 3 Shock valve for activated shift valve 4 Priority valve: prioritizes steering for P2 5 Shuttle valve: selects the highest LS-pressure form steering or working hydraulics and directs it to the flow compensators on P1 and P2 6 Shuttle valve: Selects highest pressure from either P3 or P1, P2 P3 gives electric brake charging P1 and P2 gives passive brake charging 7 Restriction: Gives restricted flow to PWM2601 (create press. diff. between PF - LSF 9 PWM2601 Proportional valve for cooling fan speed and brake charging (P3) controlled by V-ECU 10 MA5502 Brake charging valve: restricts flow to the fan to ensure brake charging. Controlled by V-ECU
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Foot Brake Valve
Foot brake valve The foot brake valve is of proportional type, which means that the output brake pressure is proportional to the angle of the brake pedal. The valve has two circuits: one for the front axle brakes and one for the rear axle brakes. The maximum output brake pressure is limited to approx. 8 MPa (80 bar) 10Mpa, for exact values see Specification in Service manual. This reduced brake pressure can be adjusted on the underside of the valve by increasing or reducing the travel of the pedal.
1 Piston 2 Adjusting screw for circuit pressure 3 Security seal 4 Adjusting screw for pedal clearance 5 Pressure check connection SE5205 Sensor, brake lights, output brake pressure
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Foot brake valve, overview T. BR1. BR2. SP1. SP2.
Tank connection Outgoing brake pressure to brakes Outgoing brake pressure to brakes Incoming brake pressure from brake accumulator block Incoming brake pressure from brake accumulator block
1 Spool, rear circuit (L60F-L120F) front circuit (L150F-L220F) 2 Spool, front circuit (L60F-L120F) rear circuit (L150F-L220F) 3 Return spring, rear circuit (L60F-L120F) front circuit (L150F-L220F) 4 Return spring, front circuit (L60F-L120F), rear circuit (L150F-L220F) 5 Piston, actuated by foot brake pedal 6 Return spring, foot brake pedal
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Foot brake valve, details 1, Brake not applied When the foot brake valve is not activated, the return springs (3 and 4), push up the spools (1 and 2). The connection between the pressure channels (SP1 and SP2) and the outgoing brake pressure channels (BR1 and BR2) are closed. The outgoing pressure channels (BR1 and BR2) are therefore connected to tank via connection T. 2, Partial brake If the brake pedal is depressed slightly, the piston (5) will act on the spring (6). The spring will push down the spools (1 and 2), closing the tank connection for the brakes. Oil from the pressure channels (SP1 and SP2) can now flow to the brakes through the outgoing brake pressure channels BR1 and BR2. The brakes are applied and the pressure increases in the channels BR1 and BR2. When this pressure corresponds to the force that the brake pedal exerts on the spring (5), it helps the return spring (3) to push up the spool (1) and the return spring (4) to push up the spool (2). Now, the oil flow to the brakes is closed and a brake pressure, corresponding to the brake pedal depression (spring force) is obtained. 3, Full brake The downward movement of the brake pedal is limited by the adjustable stop for the foot brake pedal. This is used to limit the maximum outgoing brake pressure to 80-100 bar (8-10 MPa). For correct value, see Service Manual. When the brake pedal is fully applied, the force from spring (6) will be higher and forces the spools (1 and 2) down. This opens the ports from the supply pressure channels (SP1 and SP2) and oil flow is led to the brakes via the outgoing brake pressure channels BR1 and BR2. The pressure in the brake channels increases, and when the pressure corresponds to maximum outgoing brake pressure, the pressure (together with the return springs (3 and 4) will push up the spools (1 and 2). Once again, the oil flow to the brakes is closed and maximum outgoing brake pressure (restricted by the adjustable stop) is obtained.
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Hydraulic Diagram, Complete
Hydraulic diagram, complete Axle oil cooler one cooler each axle. Only as option. Explain the slack-adjuster function.
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Component Position
Component position Double accumulator blocks.
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Output Brake Circuits
Output brake circuits Each brake circuit has two output hoses from the brake valve.
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Hydraulic Motor and Pump, axle oil circulation
Hydraulic Motor and Pump, axle oil circulation P = Secondary pump axle oil circulation M = Hydraulic motor axle oil circulation
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Axle Oil Cooler (option)
Axle oil cooler One cooler each axle. Only as option.
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Wheel Brakes • Dual circuit all hydraulic wheel speed wet disc brakes. • 11 brake discs per hub. • Slack adjusters. • Mechanical brake wear indicator on each hub. • Filtered and cooled oil circulated through each brake when engine is running. Options • Heat exchanger front/rear as option.
Wheel brakes · · · · ·
Dual circuit all hydraulic wheel speed wet disc brakes. 11 brake discs per hub. Slack adjusters. Mechanical brake wear indicator on each hub. Filtered and cooled oil circulated through each brake when engine is running.
Options Heat exchanger front/rear as option.
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Wheel brakes The brake-force is transmitted from the wheels to the brake disc via planetary carrier . (Green) The brake force is acting on the wheel speed, not the axle speed. Do an exercise and study the axle.
Picture text: GREY= Driveshaft with sungear RED=Planetgears GREEN=Planetary carrier BLUE= Ringear BROWN = Ringear holder
Hydraulic Diagram, Braking system
Hydraulic diagram, braking system Axle oil heat exchanger one heat exchanger each axle. Only as option. Explain the slack-adjuster function.
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Slack Adjuster, function
Slack adjuster, function Pressure from the brake valve act on the pistons in the slack adjuster. When the piston reach end position the brake discs clearance is reduced to zero.
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Exercise, Slack Adjuster 9
1
5
6 7
Exercise, slack adjuster Dismount slackadjuster and show: 1. 2. 3. 4. 5. 6. 7. 8. 9.
Valvehouse Spring Piston Cylinder Pressure valve Pressure valve spring Breather Rubber cover Bleeding nipple
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3
4
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6 7 8
Parking Brake, description
Parking brake, description · · · · ·
Wet, multi-disc type in transmission housing 7 brake discs Stops output shaft Automatically applied by spring load when engine is off Electro hydraulically released via switch in cab
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Parking Brake
Parking brake Remove the two plugs #2. Remove the two bolts #1 and inset them in Place for plug #2. When tainting the bolts the springs in the parking brake will be compressed and the brake will be reliced.
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Cooling Fan
Cooling fan Hydrostatic variable-speed cooling fan. Fixed radiator with suction fan. Volvo coolant system (VCS). Options: Reversible fan. High cooling performance outside EU (maximum fan speed).
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Cooling Fan, description
Cooling fan, description 1 Pump 3 SE2602 Cooling circuit temperature, radiator outlet - Requests cooling 2 Central valve SE4903 Transmission oil temperature - Requests cooling if the engine has reached working temperature 3 MA5502 Brake pressure charging SE5201 Axle oil temperature, front axle - Requests cooling 4 PWM2601 Control, cooling fan SE5202 Axle oil temperature, rear axle - Requests cooling 5 Pressure reducing valve, brake SE9102 Temperature, hydraulic oil tank - Requests cooling if the engine has reached working temperature 6 Brake accumulator block SE2601 Cooling fan speed 7 Cooling fan motor SE2704 Engine speed 8 Hydraulic oil cooler SE2606 Coolant temperature, engine 9 Filter SE2507 Charge air temperature - Requests cooling SW3801 Keyboard SE2501 Temperature, induction air SW5501 Parking brake SE2701 Engine speed SW9143 Attachment locking SE8702 Temperature, evaporator * Atmospheric pressure sensor
Cooling Fan and Service
Cooling fan and service
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Cooling fan system, details animation For further information read the text in the animation. Practical Exercise Cooling Fan. See the symbol for practical exercise, the universal screw spanner.
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Hydralulic Diagram, Brake and Cooling fan
Hydralulic Diagram, Brake and Cooling fan
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Summary
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2 accumulator blocks
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7 accumulators
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SE5218
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Slack adjuster
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Number of brake discs per wheel: 11
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Braking at wheel speed
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Parking brake: electro hydraulically
Summary · · · · · · ·
2 accumulator blocks 7 accumulators SE5218 Slack adjuster Number of brake discs per wheel: 11 Braking at wheel speed Parking brake: electro hydraulically
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Steering system
Steering system, study guide Topics: Steering systems on the different machines, including service and trouble-shooting procedures and tools. Objectives: After completing this section the student should be able to: · To perform service procedures described in the Service Manuals. · To carry out inspection of systems according to the Service Manual. · To understand wiring diagrams and software descriptions in the Service Manual, related to the steering systems. · To find the relevant components on the machine. Exercises, See the symbol for practical exercise, the universal screw spanner.
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Technical data
• Electro hydraulic power steering system with closed center hydrostatic back-up • Pilot-operated hydraulic valves and non pressurized tank • Speed dependent CDC funktion
Steering system, technical data Steering system electro hydraulic power steering system with closed center hydrostatic back-up. Pilot-operated hydraulic valves and non pressurized tank. Speed dependent CDC funktion System supply The steering system has priority feed from a load-sensing axial piston pump with variable displacement. P2 Steering cylinders Two double-acting cylinders. Cylinder bore 110 mm Piston rod diameter 70 mm Stroke 586 mm Maximum articulation ± 37°
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Steering description
Steering description The steering system consists of hydraulic pump (P2) and the components given below, see figure. P2 provides the steering system with oil. If all oil is not required, P2 provides oil to other systems 1 Steering cylinder 2 Steering valve 3 PVED with EMC-protection 4 EHPS-valve 5 SWM (gateway) 6 V2-ECU 7 Comfort Drive Control, arm rest 8 Steering accumulators, engagement 9 Shift valve 10 Angle sensor SE6401
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Steering, function description
Steering, function description Communication between CU6401 (positioned in PVED) and the other control units, for example V2-ECU takes place via a gateway (SWM). 1 2 3 4 5
Central valve Steering valve EHPS-valve with PVED Shift valve Steering cylinders
SW4216 Activation of Comfort Drive Control SE4218 Position monitor, arm rest SE6401 Angle sensor, frame joint SE6601 Sensor, steering lever (joystick) CU6401 Control unit PVED CU6402 EMC-protection Picture text:
Steering system, components
Steering system, components · · · ·
Pilot steering valve Main steering valve Shift valve Steering cylinders
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Electro hydraulic power steering (EHPS)
Angle sensor
PVED
EHPS
Electro hydraulic power steering (EHPS) components · · · ·
PVED EHPS Angel sensor Pilot valve
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PILOTVALVE
Steering valve, neutral When the steering valve is stationary, the steering valve is in neutral position, which means closed center. The pump is angled down and only supplies stand-by pressure. Steering valve, steering Turning of the steering wheel in any direction results in a relative turning of the inner slide and outer slide. When this turning reaches 1.5° the channels to the metering unit and the LS-port begin to open. The pressure from the steering pump is directed directly to the load-sensing port, which means that the pump angle increases and starts to deliver a flow. Via the metering unit oil is delivered to the steering cylinders proportional to the steering wheel movement. When the steering wheel is released, the inner and outer slides spring back to the closed position and the pump only supplies stand-by pressure.
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EHPS components
EHPS, components 1. Tank 2. LS-pressure 3. Working hydraulic 4. Pump pressure (P2) 5. Pilotvalve (PS) 6. Pilotvalve (TS) 7. Pilotvalve (L) 8. Chock anticavitation(L) 9. Steering cylinder (L) 10.Steering cylinder (R) 11.Chock anticavitation(R) 12.Pilotvalve(R) 13.Pressure setting, (LS-pressure) 14.Nonreturn valve 15.Directional spool 16.Pressure reducing valve 17.Back-up pressure valve 18.Priorety valve 19.Sleeve 20.Shuttle valve 21.PVED, position (proportional valve electrical actuator Digital) 22.Nonreturn valves Picture text:
EHPS components and diagram
EHPS, components 2 1 2 3 4 5 6 7 8
Tank LS-pressure Workinghydraulic Pump-pressure(P2) Pilotvalv (PS) Pilotvalve (TS) Pilotvalve (L) Chock- anticavitation (, L)
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Hydraulic diagram EHPS
Hydraulic diagram, EHPS Show parts in the system and their placement. Also show EHPS-valve as loose component.
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PVED
PVED Electric activation unit (PVED) (An electric actuation module, PVED,) Mechanic Connection from EHPS to PVED, see the arrow. Show the mechanil connection between EHPS och PVED. PVED (Proportional Valve Electrical actuator Digital) works as an electrical pilot control valve. PVED is mounted on the EHPS-valve and contains: CU6401 Solenoid valves Strainer Adjusting screw for adjusting spool position in EHPS Position sensor for spool positon in EHPS
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Steering commponents
Component location All steering components' placement under the cab and on hydraulic diagram.
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Steering commponents
Steering components on hydraulic diagram In addition to pump P2, the steering system also includes the central block, the main control valve, pilot control valve, shift valve, and steering cylinders. Components that are included in the secondary steering system also belong to the system. The system also includes steering wheel sensor and steering angle sensor.
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Central block
Central block The central block has no port to the steering. The pressure reducer for the steering function works like a shock valve for the cylinder's minus side when the shift valve is activated.
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Flow through C-block
Flow through C-block Here we see the oil's flow through the central block. LS-pressure and P2-pressure.
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Flow from central block to shift valve
Flow from central block to shift valve
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Flow through shift valve
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Flow from shift valve to EHPS-valve
Flow from shift valve to EHPS-valve
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Flow from shift valve to EHPS-valve
Flow from shift valve to EHPS-valve Here flow is shown again, but with another illustration.
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Steering in neutral
EHPS-valve steering in neutral F. Supply oil from LS line 16 bar (=12+4) (yellow 1, purple = LS-pressure) F. Back up pressure 12 bar (Color = back-up pressure, ) D. Supply oil to pilot steering valve 34 bar) (=30+4) (yellow 3, color = delivered pressure)
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Steering right
Steering (to the right) Favourable conditions When the steering wheel is turned, the pressure from steering valve (4) will cause spool (C) in EHPS to move so that the oil may pass to the plus side of the left cylinder. Picture text:
Steering right, heavy conditions
Severe conditions The oil also affects the right spool (G) in the shift valve and moves it upwards. If steering is heavy, the LSpressure increases. When the LS-pressure becomes high enough to open valve (H) in the shift valve, oil from pump P2 can pass through the shift valve and out to the minus side of the right steering cylinder. When the steering is used, the LS-pressure rises. The LS-pressure acts on the spring side on the respective priority spools (A), (B) in EHPS and the central valve. The priority spools gives priority to the steering depending on pressure and flow. As spool (C) changes position, the connection between the LSpressure and PVED is closed. In stead the return pressure from the cylinders feeds PVED. Picture text:
Chock with inactive shift valve
EHPS-valve Chock with inactive shift valve Pressure on piston side: 349 bar (345 + 4) at low flow. Pressure on rod side: 4 bar at low flow.
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Chock with active shift valve
EHPS-valve Chock with active shift valve Pressure on piston side: 349 bar (345 + 4) at low flow. Pressure on rod side: 270 bar at low flow. The shift valve will be inactive after a while and open to the return line. This depends on high pressure in supply line and internal leakage on the LS-side in the shift valve.
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Working hydraulic
EHPS-valve working hydraulic Regulated pressure for pump 190 cc: 27 bar (pump 190 cc)
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Steering with CDC
EHPS-ventilen steering with CDC The CDC lever controls the electrical pilot unit.
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Max steering pressure
EHPS-valve max steering pressure 239 bar on piston side 1.The priority valve give max 239 bar (223+4+12) at low steering flow 2.LS relief valve opening pressure 227 bar (223+4) bar at low steering flow
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Flow to working hydraulic
EHPS-valve flow to working hydraulic from pump 190 cc when stalling steering Needed pump pressure to open priority valve in EHPS to working hyd: 239 bar = 223 (opening LS relief valve)+ 4 (back up drain) + 12 (spring priority valve) Needed pump pressure to open priority valve in central block to working hyd: 246 bar = 223 (opening LS relief valve)+ 4 (back up drain) + 19 (spring priority valve) Max supplay pressure from pump 190 cc: 250 bar at max flow (260 bar at low flow). Tolerance The values above are only nominal.
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Flow from EHPS-valve to shift valve
Flow from EHPS-valve to shift valve
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Flow through shift valve
Flow through shift valve LS and P2-pressure through the shift valve and L3's engagement at 200 bar.
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Shift valve 1, 3, 5, 6, 7, 8, 9,
2, 10, Non return valves 4, Restrictions Damping piston Piston Control spool Anticavitation valves Directional spool
1. Neutral position: Connection P1 is connected to the pump and connection P2 with the steering valve. The steering valve is in the neutral position and only stand-by pressure builds up in the shift valve to the control spools (7) and in damping pistons (5) via the non-return valves (2) and restrictions (3) an (4). Via the control spools (7), the steering cylinders´ minus side are connected to tank. Oil at the steering cylinders´ respective plus sides is trapped by the steering valve. The same trapped oil affects the directional spool (9). Oil in the LS-channel is trapped because of the non-return valve (10). 2. Light conditions, pump pressure below 20.0 MPa (2900 psi). LS-pressure below 17.5 MPa (2538 psi) Oil from the steering valve enters at connection R1, passes on to the left steering cylinder´s plus side from connection R2 and affects the directional spool (9). It re-positions so that oil from the LS-line reaches the piston (6). The LS-pressure is too low to displace the control spool (7). The right steering cylinder s minus side is filled with oil from the return side via the control spool (7). The right steering cylinder´s minus side is filled with oil from the return side via the control spool (7) and one of the anti-cavitation valves (8). The machine is only steered with oil to the left steering cylinder´s plus side. When steering left, the sequence of events is opposite of the above. 3. Heavy conditions, pump pressure above 20.0 MPa (2900 psi). LS-pressure above 17.5 MPa (2538 psi) The initial position is identical to steering under light conditions. The LS pressure affecting the piston (6) will, due to the area difference between the piston and control spool (7), begin to displace the control spool which presses on the damping piston (5). First, the oil in the piston is drained through restrictions (3) and (4). Before the control spool (7) opens, the restriction (4) closes and the oil can then only drain through restriction (3), which provides a smooth pressure build-up out to the right steering cylinder´s minus side. The non-return valve (10) ensures connection even if the LS-pressure drops below 17.5 MPa (2538 psi) for a short period. Consequently, the machine is steered with oil to the left steering cylinder´s
Shift valve
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Shift valve, reconditioning (removed)
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Exercise
Shift valve, reconditioning (removed) Exercise Picture text:
From shift valve to steering cylinders
From shift valve to steering cylinders
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Angle sensor
Angle sensor The angle sensor give continuous signal via V-ECU-2 to the PVED-unit.
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Comfort Drive Control (CDC), description
SW4220 Switch, kick-down, Comfort Drive Control (CDC) (lever steering) SW4217 Switch, forward/reverse, Comfort Drive Control (CDC) (lever steering) SW4216 Switch, activation of Comfort Drive Control (CDC) (lever steering) SE6601
Comfort drive control (CDC), description By moving the steering lever to the right and left respectively the operator steers the machine. The steering speed (i.e. the flow to the steering cylinders) increases the closer to the end position the lever is moved. When the machine is nearing full steering lock, the flow to the steering cylinders reduces, which will cause the steering movement to slow down before the steering cylinders reach their end positions, so called endof-stroke damping. The steering speed reduces as the travelling speed of the machine increases at the same time as the sensitivity increases. Parameters in the software of the machine controls the sensitivity of the steering lever (joystick) as well as end-of-stroke damping. The parameters can be set with VCADS Pro. Arm rest, Comfort Drive Control (CDC) (lever steering) SW4220 Switch, kick-down, Comfort Drive Control (CDC) (lever steering) SW4217 Switch, forward/reverse, Comfort Drive Control (CDC) (lever steering) SW4216 Switch, activation of Comfort Drive Control (CDC) (lever steering) SE6601 Steering lever, Comfort Drive Control (CDC) (lever steering) SE4218 Position sensor for arm rest, Comfort Drive Control (CDC) (lever steering)
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EMC CU6402
EMC CU6402 On PVED there is an EMC filter (protection) (CU6402) mounted, in a shielded box. Note To ensure the function of the steering system, it is very important that the EMC filter is intact. If damage is suspected, the filter should be replaced. The parts in PVED cannot be replaced. For adjusting sideways VCADS-Pro must be used.
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CU6402 open
CU6402 open The control unit is mounted in the cover.
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CU6402 shield
CU6402 shield You can see the shield at the control unit.
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End position damping function for CDC lever Demand speed signal from CDC (mA)
Cylinder speed (m/s)
Time The end stop function will start at a certain angle position
Mechanical stop
End position damping Start and stop ramps. Parameter settings for start and stop ramps. Separat parameter settings for fast direction change. Steering wheel priority. The steering wheel (steering wheel sensor) overides the CDC lever. The hydraulic pilot (hydraulic back up) in steering wheel can overide the electrical unit (steering wheel sensor and CDC lever) Hydraulic back up. Possibility for the operator to continue the work in an acceptable way at failure in the electrical steering. The angle is recorded by the angle sensor. The end stop function will start at a certain angle position. The steering speed is reduced to a certain level. The hydraulic backup for the steering wheel (hydraulic pilot from orbitrol) can overide the speed level if the operator is steering to fast. The end damping is not active when steering out from the end stop.
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Secondary pump Opening pressure relief valve: 160 bar Max system pressure: 164 bar
Activation sec. pump Will be activated if the machine speed is above a certain level and if the differential pressure between the main pump pressure and the LS signal is too low.
Test sec. pump Automatic activation of the sec. pump. At every start up.Disabled when a certain pressure level is reached.
EHPS-valve Secondary pump Opening pressure relief valve: 160 bar Max system pressure: 164 bar Activation sec. pump Will be activated if the machine speed is above a certain level and if the differential pressure between the main pump pressure and the LS signal is too low. Test sec. pump Automatic activation of the sec. pump. At every start up. Disabled when a certain pressure level is reached.
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Secondary steering components
Secondary steering components Secondary Steering Components are located under the cab.
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Secondary steering hydraulic diagram
Engagement of secondary steering For secondary steering to engage, speed must exceed 3 km/h (2 mph) for 5 seconds at the same time as the steering wheel is turned or lever steering is used. When the steering wheel is turned, an LS-pressure is created that, via the central block, acts on the hydraulic pump P2, which is to deliver the desired flow. At the same time the LS-pressure actuates SE6403. If P2 does not deliver sufficient flow, SE6403 closes and give signal to the V-ECU that the steering pressure is low. On the operator display unit is shown red central warning and the message WarningStop vehicle followed by WarningLow steer pressure. At the same time, the V-ECU sends ,via RE6401, signal to MO6401, which starts and drives the secondary steering pump which supplies oil to the steering system so that the machine can be steered. Show the pressure connection regarding SE6403 and the function. Picture text:
Secondary steering, function principle When the starter motor runs, a test of the secondary steering system is performed. 1. V-ECU sends out a signal via RE6401 to the electric motor for the secondary steering pump (4), the pump is (5). The pump delivers pressure to the steering valve (2) by SE6407 and 6403. When SE6407 senses sufficient pressure, signal is sent to V-ECU. When V-ECU receives the signal, the signal out to relay 6401 is cut off. And the pump (5) stops. Then checking of the system has been completed. If the V-ECU has not received correct signal within 5 seconds, then the warning Check Sec. Steering pump.failure on the operator's display. 2. When the engine has started, the pump P2 delivers stand-by pressure. (see animation) When steering, LSsignal is sent from the steering valve to P2 and SE6403 (differential pressure valve). 3. (See animation LS-signal and P2 pressure) P2 begins to deliver flow and higher pressure to steering valve and steering cylinders. As well as signal to SE6403 via port P2 on the steering valve. (See animation steering valve and LS-pressure) 4. If P2 stops or does not deliver sufficient pressure, SE6403 will send signal to V-ECU to start the secondary steering system. At the same time, the warning Stop the Vehicle Low Pressure will be shown on the operator's display. 5. V-ECU will send signal to RE64012 that closes and sends voltage to the secondary steering motor. The secondary steering pump will deliver sufficient flow so that the operator can steer the vehicle. The secondary steering pump can deliver max. 74 bar. The test pressure is set to 45 bar, a level that means that there is enough steering pressure so that the operator can steer. If the input signal/parameter is incorrect, the test pressure is set to 99 bar, which the pump will never be able to deliver. Therefore, the test will run for the full period of time and the operator will get a check figure that the secondary steering pump is not working. If the V-ECU has not received correct signal within 5 seconds, the warning is shown on the operator's display.
Secondary steering, description
Secondary steering, description The purpose of the secondary steering system is to be able to steer the machine even if the primary steering pump (P2) does not supply sufficient flow to achieve steering pressure. Every time the engine is started (and engine speed exceeds 600 rpm), an automatic test of the secondary steering pump starts. The test lasts until SE6407 provides a signal indicating that test steering pressure has been reached, which usually takes place within one second. If test steering pressure is not reached within five seconds, the message CheckSec. steer pump failure is shown on the operator display unit. Picture text:
Summary
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Pilot steering valve EHPS, PVED EMC Comfort Drive Control (CDC) End position damping function
Summary · · · · ·
Pilot steering valve EHPS, PVED EMC Comfort Drive Control (CDC) End position damping function
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Frame
Frame, study guide Topics: The principle for the frame and the different counterweights for the L350F versions. Objectives: After completing this section the student should be able to: - Recognize the Frame sections and functions
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Frame • • • • • •
Frame There are four versions: · · · ·
Bucket handler Block handler, 25 ton Block handler, 38 ton Logger, 27 ton
All four versions have the same frame but different counterweight.
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Same frame for all versions Bucket 30T Extra counterweights Block handler 25T Block handler 38T Logger 27T
Block handler Standard block handler • Block weight up to 25 tons (55115 lb) • Side counterweights 2426 kg (5348 lb) • Cylinders Ø 230/120mm (Ø 200/110mm) • Heavy duty rims • Tires, RL-5K** (High stability)
Standard block handler Block weight up to 25 tons (55115 lb) Side counterweights 2426 kg (5348 lb) Cylinders 230/120mm ( 200/110mm) Heavy duty rims Tires, RL-5K** (High stability)
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Block handler Heavy Duty (HD) block handler • Block weight up to 38 tons (83776 lb) • Side counterweights 5680 kg (12522 lb) • Belly counterweight 1168 kg (2575 lb) • Rear counterweight 921 kg (2030 lb) • Cylinders Ø 230/120mm (Ø 200/110mm) • Heavy duty rims • Tires, RL-5K** (High stability)
Heavy duty (HD) block handler Block weight up to 38 tons (83776 lb) Side counterweights 5680 kg (12522 lb) Belly counterweight 1168 kg (2575 lb) Rear counterweight 921 kg (2030 lb) Cylinders 230/120mm ( 200/110mm) Heavy duty rims Tires, RL-5K** (High stability)
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Logger Logger version • Grapple area: 5,5-6,3 m2 (6.6-7.5 yd2) • SAE load: 27 tons (59525 lb) • Side counterweights 5680 kg (12522 lb) • Belly counterweight 1168 kg (2575 lb) • Rear counterweight 921 kg (2030 lb) • Cylinders Ø 230/120mm (Ø 200/110mm) • Reversed bell crank • Heavy duty rims • Tires
Logger version Grapple area: 5,5-6,3 m2 (6.6-7.5 yd2) SAE load: 27 tons (59525 lb) Side counterweights 5680 kg (12522 lb) Belly counterweight 1168 kg (2575 lb) Rear counterweight 921 kg (2030 lb) Cylinders 230/120mm ( 200/110mm) Reversed bell crank Heavy duty rims Tires
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Lift arm system
Lift arm system Z-bar linkage system with high break-out forces. The lift arms are single plate construction with a highstrength steel cast cross-tube. The single-bell crank and bucket-link are nodular iron castings. Cylinder lift 2 Cylinder bore 200 mm Piston rod diameter 110 mm Stroke 1264 mm Cylinder tilt 1 Cylinder bore 260 mm Piston rod diameter 120 mm Stroke 728 mm
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Summary • • • • •
New Z-bar linkage system Singel tilt cylinder End position damping Ramp functions Angle sensors
Summary · · · · ·
New Z-bar linkage system Singel tilt cylinder End position damping Ramp functions Angle sensors
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Hydraulic system
Hydraulic system, study guide Topics: Hydraulic systems on the machine, including service and trouble-shooting procedures and tools. Objectives: After completing this section the student should be able to: · To perform service procedures described in the Service Manuals. · To carry out inspection of systems according to the Service Manual. · To understand wiring diagrams and software descriptions in the Service Manual, related to the hydraulic systems. · To find the relevant components on the machine. Exercises, See the symbol for practical exercise, the universal screw spanner: · Exercise hydraulic, check control stand-by and working pressure P1 and P2.
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Technical specification
• Two load-sensing axial piston pumps with variable displacement • The steering function always has priority from one of the pumps • Lift The valve has raise, hold, and lower • Tilt The valve has rollback, hold and dump • Bucket positioner can be switched on and off • Air cooled oil cooler mounted on radiator
Hydraulic system System supply Two load-sensing axial piston pumps with variable displacement. The steering function always has priority from one of the pumps. Valves Double-acting 2-spool valve. The main valve is controlled by an electric pilot. Lift function The valve has three positions; raise, hold, and lower. Inductive/magnetic automatic boom kickout can be switched on and off and is adjustable to any position between maximum reach and full liftning height. Tilt function The valve has three functions; rollback, hold and dump. Inductive/magnetic automatic bucket positioner can be switched on and off. Cylinders Double-acting cylinders for all functions. Filter Full flow filtration through 20 micron (absolute) filter cartridge. Hydraulic oil cooler Air cooled oil cooler mounted on radiator. Servo system Servo system 3,3-3,8 MPa Cycle times Raise 8,0 sec Tilt 1,9 sec Lower 4,7 sec Total cycle time 14,6 sec
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Hydraulic system, Description
Hydraulic system, description The hydraulic system consists of several different systems, which together make up a complete hydraulic system. The hydraulic system is usually described by dividing it into its various functions, e.g. brake system, steering system and working hydraulics. The sub systems have the hydraulic oil tank, the central valve and the hydraulic pumps in common. The machine has three hydraulic pumps that supplies oil to the hydraulic system. Pump 2 and pump 3 supply oil to the central block where it is distributed out to the various function. Pump 2 primarily supplies oil to the steering system but also the working hydraulic system and servo hydraulic system. Pump 3 primarily provides the hydraulic cooling fan with oil. The brakes can be charged via both pump 2 and pump 3. Pump 1 supplies oil to the working hydraulic system. If the hydraulic system is to function in a correct way the hydraulic system must, among other things, be free from air and the hydraulic oil must be at the correct working temperature. There are two sensors in the hydraulic oil tank that monitor the hydraulic oil level (SE9101) and the hydraulic oil temperature (SE9102). If the level is too low or the temperature too high, information about this will be shown on the information display unit. When the ambient temperature is low, the machine's software makes sure that warm-up of the hydraulic oil takes place by requesting brake pressure charging even though there is no problem with the brake pressure. This causes the hydraulic oil to be forced through a restriction in the central valve, which will result in a rise in temperature.
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Function Description Working hydraulics Central valve Control valve Control valve for 3rd function
Function description P1 Pump 1, working hydraulics and brakes and servo hydraulics. V-ECU Vehicle control unit P2 Pump 2, gives priority to steering. V2-ECU Vehicle control unit, electric lever control PWM9101 Solenoid valve (proportional) lifting SW9145 Switch control lever lock-out PWM9102 Solenoid valve (proportional) lowering SW9170 Switch, bucket positioner PWM9103 Solenoid valve (proportion) tilting in SW9171 Switch, boom kick-out PWM9104 Solenoid valve (proportional), tilting out SE9145 Lever, lifting/lowering PWM9105 Solenoid valve (proportional), 3rd function, positive direction SE9146 Lever, tilting PWM9106 Solenoid valve (proportional), 3rd function, negative direction SE9147 Lever, 3rd function
Hydraulic pump location
Hydraulik pump location P1= Pump 1 P2= Pump 2 P3= Pump 3 A= Primary pump axle oilcirculation rear axle B= Primary pump axle oilcirculation front axle T= Transmission pump Picture text:
Control Valve
Control valve psl = Servotryck, tilt in pss = Servotryck, tilt out ps = Servotryck, low pl = Servotryck, lift Four PWM valves placeed on the servo pressure block. PWM valves receive signal from the electrical lever via V-ECU 2.
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Valve block 3:rd hydraul function
Valve block 3:rd hydraul function PWM controlled via V-ECU 2. Opening pressure chockvalve: 27-28 MPa (270-280 bar) (3916-4061 psi) Feeding pressure max: 26+/- 0,4 MPa (260 +/- 4 bar) (3771 +/- 58 psi)
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Servo system
Servo system The servo control, which is completely electronic, controls lift/lower, tilt as well as 3rd function. The servo pressure goes from the C-block to the control valve and is controlled by PWM-valves, which is controlled by electric levers via V-ECU 2.
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Electro Servo Lever
Electro server lever Electro hydraulic servo controls Electro hydraulic servo is standard in L350F and cannot be changed to hydraulic servo. Only 3rd function is possible for L350F. The control will be mounted in the right armrest. Kick down function is integrated in lifting lowering lever. Signal from the lever go to V2-ECU and out to PWM-valves on the main control valve. Picture text:
Electro Servo Lever
Electro servo lever dismounted The lever is one unit and parts can not be order separately. 1. 2. 3.
Double acting return spring Locking devise. Double acting holding magnet.
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Control Valve
Control valve 4 PWM valves controlling the servo pressure with signals from the V2ECU and electric levers.
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Wiring Diagram Electrical Servo Lever
Wiring diagram electrical servo lever Wiring Diagram Electrical Servo Lever SE9145 LIFT SE9146 TILT SE9147 3rd FUNCTION PWM9101 LIFTING PWM9102 LOWER PWM9103 IN PWM9104 OUT PWM9105 3rd + PWM9106 3rdMA9142 BOOM KICK-OUT MA9141 BUCKET POSITIONER
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Lift section, lowering animation The servo pressure act on the left side of the spool (1) and on the pilot spool (2) and on the float position spool (11). (The float position spool (11) is not moved until the lowering lever´s sensing position has been passed.) The servo pressure passes the float position spool (11) and pressurized the float position piston (12) which in turn limits the movement of the spool to the right, i.e. ensures that the float position does not engage. The oil from the hydraulic pumps opens the right load-holding valve (3b) and is directed on to the minus side of the lift cylinder. The non-return valve (4b) open and runs LS-pressure back to the pump flow compensators (normally very low LS-pressure when lowering as the force of gravity assists lowering). The oil from the plus side of the lift cylinder opens the left load-holding valve (3a) and is directed via the spool (1) to the back-up valve (9) and then to the tank. Picture text: Red: Pressure oil Green: Non-pressurized return oil, tank connection Orange: Stand-by pressure Blue: Increased return pressure
Lift section, lowering The servo pressure act on the left side of the spool (1) and on the pilot spool (2) and on the float position spool (11). (The float position spool (11) is not moved until the lowering lever´s sensing position has been passed.) The servo pressure passes the float position spool (11) and pressurized the float position piston (12) which in turn limits the movement of the spool to the right, i.e. ensures that the float position does not engage. The oil from the hydraulic pumps opens the right load-holding valve (3b) and is directed on to the minus side of the lift cylinder. The non-return valve (4b) open and runs LS-pressure back to the pump flow compensators (normally very low LS-pressure when lowering as the force of gravity assists lowering). The oil from the plus side of the lift cylinder opens the left load-holding valve (3a) and is directed via the spool (1) to the back-up valve (9) and then to the tank.
Picture text: Red: Pressure oil Green: Non-pressurized return oil, tank connection Orange: Stand-by pressure Blue: Increased return pressure (Back up press.)
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Lift section, float position animation Servo pressure acts on the left side of the spool (1) and the left pilot spool (2a) and the float position spool (11). When the sensing position on the lowering lever is passed the servo pressure increases and presses down the float position spool (11). When this takes place, the spring side on the float position piston (12) is drained and the spool (1) can now move maximally to the right to assume float position. The servo pressure is directed from the float position spool (11) to the right pilot spool (2b) The spring side on the load-holding valves (3) is drained to the tank. When the spring sides of both loadholding valves are now drained to the tank they can open for overflow in both directions. The spool (1) which now holds float position allows the oil to run freely between the sides of the cylinders. The back up valve (9) ensures that cavitation is avoided when the height of the lifting arms is changed rapidly. Picture text: Red: Pressure oil Green: Non-pressurized return oil, tank connection Orange: Stand-by pressure Blue: Increased return pressure (back up press.)
Lift section, float position Servo pressure acts on the left side of the spool (1) and the left pilot spool (2a) and the float position spool (11). When the sensing position on the lowering lever is passed the servo pressure increases and presses down the float position spool (11). When this takes place, the spring side on the float position piston (12) is drained and the spool (1) can now move maximally to the right to assume float position. The servo pressure is directed from the float position spool (11) to the right pilot spool (2b) The spring side on the load-holding valves (3) is drained to the tank. When the spring sides of both loadholding valves are now drained to the tank they can open for overflow in both directions. The spool (1) which now holds float position allows the oil to run freely between the sides of the cylinders. The back up valve (9) ensures that cavitation is avoided when the height of the lifting arms is changed rapidly. Picture text: Red: Pressure oil Green: Non-pressurized return oil, tank connection Orange: Stand-by pressure Blue: Increased return pressure (back up press.)
Lift section, lowering and tilt in In order to have the hydraulic pump build up pressure so that it is possible to tilt in and lower the bucket at the same time the servo pressure is run from the tilt in section past the non-return valve (9). The servo pressure from tilt-in passes the right pilot slide (3), (the restriction (12) safeguards the pressure) the servo pressure is then directed to the spring side on the right load-holding valve (2). The load-holding valve (2) starts to close and thus the LS-pressure increases, which is directed via the right non-return valve (4) to the hydraulic pumps flow compensators. The pressure level increases in this way to enable tilt in and lowering of the bucket at the same time.
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Lift section, lowering and tilt in 2 In order to have the hydraulic pumps build up pressure so that it is possible to tilt in and lower the bucket at the same time, the servo pressure is run from the tilt in section past the non-return valve (1). The servo pressure form tilt-in passes the right pilot spool (2). The servo pressure is then directed to the spring side on the right load-holding valve (3). The load-holding valve (3) starts to close and thus the LSpressure increases, which is directed to the hydraulic pumps´ flow compensators. The pressure level increases in this way to enable tilt in and lowering of the bucket at the same time. Picture text:
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Tilt section, tilt in animation Servo pressure act on the right side of the spool (1) and on the pilot spool (2b). By moving the pilot spool (2b) the oil on the spring spool of the right load-holding valve (3b) is drained to the tank. The oil from the hydraulic pumps opens the left load-holding valve (3a) and continues to the tilt cylinder´s plus side. The non-return valve (4a) opens and runs LS-pressure back to the hydraulic pumps´flow compensators. LS-pressure drainage is checked via the bleed of valve (5) to the tank. The oil from the tilt cylinder´s minus side opens the right load holding valve and is directed via the spool (1) to the back-up valve (9) opens, oil is directed to the tank.
Picture text: Red: Pressure oil Green: Non-pressurized return oil, tank connection Orange: Servo pressure Blue: Increased return pressure
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Tilt section, shock animation In this example, shock pressure is reached on the tilt cylinder´s plus side if, for example, a large rock falls onto the bucket´s front edge. The shock pressure opens the left shock valve (2a). The oil is run to the back-up valve (4) which ensures that cavitation is avoided by ensuring that the pressure in the control valve does not fall too low. The anti-cavitation function in the right shock valve (2b) opens and leads oil to the tilt cylinder´s minus side. Excess oil from the tilt cylinder´s plus side (the piston rod volume) is directed to the tank.
Picture text: Red: Pressure oil Green: Non-pressurized return oil, tank connection Orange: Stand-by pressure Blue: Increased return pressure
Lift section, neutral 1 Spool which is acted on by servo pressure and is centred in neutral by a double-acting spring (4) 2 Load-holding valve which prevents the load lowering tank, the load-holding valve is controlled by the pilot spool (3) which is acted on by the servo pressure which controls the spool (1). 3 Pilot spool which drains the load-holding valve´s (2) spring side to the tank when the load-holding valve opens for return oil. 4 Double-acting spring which centres spool 1 in neutral position.
Picture text: Red: Pressure oil Green: Non-pressurized return oil, than connection Violet : Trapped oil Blue: Increased return pressure
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Shock and anticavitation valves Animation 1. Shock/Anticavitation valves 2. Channel to loadholding valves 3. Return channel Picture text:
Pressure and return routing in main control valve
Pressure and return routing in main control valve.
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Lowering and tilt in The servo pressure is conducted from the tilting in section past non-return valve (9) in order to build up pressure to the flow compensators on the pumps, so that is possible to simultaneously tilt the bucket in and lower it. The servo pressure from tilting in passes the right pilot spool (3) and restriction (12), thus ensuring the pressure. The servo pressure is then conducted to the spring side on the right load-holding valve (2). Load-holding valve (2) begins to close and thereby increasing the LS-pressure (load-sensing pressure) which is conducted via the right non-return valve (4) to the flow compensators on the hydraulic pumps.
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Control valve 1 Control valve, seen from the machine s right side 1Spool, lift/lower function 2Pressure check connection, shock pressure on the lift cylinder´s plus side 3Spool, tilt function 4Pressure check connection, shock pressure on the tilt cylinder´s plus side 5Load-holding valve, tilt function 6Back-up valve, return pressure 7Load-holding valve, tilt function 8Shock valve, tilt out 9Anti cavitation valve, lower function 10 Shock valve, tilt in 11 Shock valve, lift function 12A LS non-return valve (upper) tilt in 12B LS non-return valve (lower) lift function 13A LS non-return valve (upper) tilt out 13B LS non-return valve (lower) lower function 14 Pressure check connection, shock pressure, tilt cylinder minus side
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Control valve 2 1 Pilot spool, tilt out 2 Pilot spool, lower
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Control valve 3 1 2 3 4
Load-holding valve, lift Load holding valve, lower Bleed of valve (LS) LS-connection (LSW)
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Control valve 4 1 2 3 4 5 6 7 8 9
Centring springs for valve spool, lift/lower function Centring springs for valve spool, tilt function Pilot spool, tilt in Float position piston Pilot spool, lift function Non-return valve connecting tilt in servo pressure to Float position sequencing spool Float position spring Restriction for tilt and lower
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lowering
function
Summary
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Electro servo lever
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PWM controlled servo pressure
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Programming mode
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Two priority valves
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Angle sensors
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Calibrations
Summary · · · · · ·
Electro servo lever PWM controlled servo pressure Programerbara funktioner Two priority valves Angle sensors Calibrations
Repeat the main functions and the most important components. Picture text:
Drive Line
Drive line, study guide Topics: Basic design of the transmission, wiring diagrams related to the transmission including service and trouble -shooting procedures and tools. Objectives: After completing this section the student should be able to: · Understand the basic design of the transmission in L350F · To perform service procedures described in the Service Manuals. · To carry out inspection of systems according to the Service Manual. · To understand wiring diagrams and software descriptions in the Service Manual, related to the transmission. · To find the relevant components on the machine. Exercise, See the symbol for practical exercise, the universal screw spanner: · Exercise HTE transmission
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Technical data
Technical data Torque converter 3 element ,1 stage 1 phase torque converter with lock-up function and free wheel stator. Transmission Planetary power shift transmission with full modulated electronically controlled shifting of 4 gears forward and reverse. Transmission Volvo Automatic Power Shift (APS) gear shifting system with fully automatic shifting 1-4 (lock-up in 3-4) and mode selector with 4 different gear shifting programs, including AUTO mode Axles Fully floating axle shafts with planetary-type heavy duty hub reductions. Fixed front axle and oscillating rear axle. Optional: Limited-slip differentials in front and rear axle Transmission HTE 400 Torque multiplication, stall ratio 2,65 Maximum speed, forward/reverse 1 6,8/7,5 km/h 2 12,1/13,2 km/h 3 21,0/22,9 km/h 4 35,7/38,2 km/h Measured with tires 35/65R33 L4 Front axle Volvo AHW90 Rear axle Volvo AHW90 Rear axle oscillation ± 12° Ground clearance at 12° oscillation 550 mm
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Description 1 Dropbox 2 Transmission 3 Torque converter 4 Transmission pump 5 Transfer gear 6 Vibration damper 7 Engine 8 Rear axle 9 Parking brake 10 Front axle
Description The power from the engine to the wheels is transferred hydraulically and mechanically through the transmission, via a torque converter, which adapts its output torque to the torque requirement and on to the axles. The torque converter has a free-wheeling stator and direct-drive clutch (lockup). HTE400 is a fully automatically shifted transmission with planetary gears and with oil-filled disc clutches, which are controlled by gear shifting solenoids. The transmission has four forward gears and four reverse gears. How the clutches work is controlled by the V-ECU via the CAN-bus to the T-ECU and these control the oil flow and the filling times for the disc clutches. The drive axles have floating half shafts and hub reduction gears of the planetary gear type with oil-cooled multi-disc brakes. Each axle has a common oil space for the hub reduction gears, the brakes and the differential carrier assembly.
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Torque Converter, principle
Torque converter, principle The red vanes designate the impeller, which is driven by the engine. The red arrow shows the direction of rotation. The green vanes designate the turbine, which is connected to the transmission. The blue vanes designate the stator, while the black arrows indicate oil flow. The impeller and turbine can rotate freely and individually. If we imagine that the torque converter is filled with oil and the impeller is rotating, oil will flow as indicated by the thicker arrows. If the turbine is stationary, almost all of the kinetic energy the oil receives from the impeller remains. When the oil returns to the impeller, it receives approximately a 3-fold increase in kinetic energy. At maximum oil speed, the turbine torque will be three times greater than the torque supplied by the impeller. When the turbine speed equals that of the impeller, the torque increase is almost nil (smaller arrows). When the impeller speed is high and the turbine is stationary or rotates slowly, the eddy current, and thereby the torque increase, is greatest. When the impeller and turbine speeds are almost identical, the eddy current and subsequent torque increase is least.
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Power Train • Engine, D16E • Transmission, HTE 400 • Front axle, AHW 90 • Rear axle, AHW 90
New power train · Power Train components: · Engine, D16E · Transmission, HTE 400 · Front axle, AHW 90 · Rear axle, AHW 90
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Component Position
Component position · Axles · Drop-box · Gearbox · Pump-PTO · Vibration damper · Engine · Parkingbrake · Converter · Drop-gear Picture text:
Power Path • From Engine through the flywheel to the damper • The damper output shaft connected to converterpump via transmission-inputshaft and dropgear • The torque converter turbine is connected to transmission input shaft
Power path Power path from engine to transmission. Power from engine is transmitted through the flywheel to the damper. The damper output shaft is connected to converterpump via transmission-inputshaft and a dropgear. The torque converter turbine is connected to transmission input shaft.
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Damper • Reduce torsion vibration due to torque fluctuation in the engine • Rubber cushion absorb torsion vibrations
Damper Reduce torsion vibration due to torque fluctuation in the engine. Rubber cushion absorb torsion vibrations.
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HTE 400 • • • • •
Dropgear Lock-up clutch Torque converter 6 Planetary gears 4 Speed gears, forward and reverse • Drop-box • Parkingbrake • Pump PTO
HTE 400 Included parts in transmission: Dropgear Lock-up clutch Torque converter 6 Planetary gears 4 Speed gears, forward and reverse Dropbox Parkingbrake Pump PTO (Power Take Off) Picture text:
Planetary gear
Input
Output
Stationary
Sun(S)
Planet Carrier
Ring(R)
Planet carrier
Ring(R)
Sun(S)
Sun(S)
Ring(R)
Planet Carrier
Calculation:
Planet växel
Välj önskad drivning genom att klicka på önskad rad. Utväxlings förhållandet ses i formeln under tabellen. Vid omvänd rotationsriktning blir utväxlingen den omvända. Exempel: Vi tar ett exempel då ringhjulet har 72 kuggar och solhjulet 30 kuggar. In Ut Stilla-stående Formel Utväxling A Sol-hjul (S) Planet hållare (C) Ring-hjul (R) 1 + R/S 3.4:1 B Planet hållare (C) Ring-hjul (R) Sol-hjul (S) 1 / (1 + S/R) 0.71:1 C Solhjul (S) Ring-hjul (R) Planet hållare (C) -R/S -2.4:1
Picture text: Välj önskad drivning genom att klicka på önskad rad. Utväxlings förhållandet ses i formeln under tabellen. Vid omvänd rotationsriktning blir utväxlingen den omvända
1+R/S
Transfer Gear
Transfer gear Power path to converter: · Input shaft with gear 54 teeth · Input gear torque converter 43 teeth · Input shaft torque converter · Torque converter pump
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Torque Converter
Torque converter Type: Single-stage Torque amplification, at stall 2,65:1 Safety valve opening pressure: 0,86 MPa (8,6 bar) (125 psi) Torque converter pressure output, high idling in neutral: 0,51 ±0,1 MPa (5,1 ±1 bar) (74 ±14,5 psi)
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Lock-up clutch, Disengaged
Lock-up clutch, disengaged Power path through converter with non-activated Lock-up : · Pump and turbine are separated from each other. · Enables the torque converter to carry out the normal function.
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Lock-up clutch, engaged
Lock-up clutch, engaged Power path with activated Lock-up . · Pump and turbine are connected. · Enables the torque converter to carry out the lockup function. · Power is transmitted from converter-pump directly to transmission
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input shaft.
Planetary gears R
F
4
2
3
Planetary gears Gear placement and number of clutch discs. Number of discs: R=6 F=6 1=3 2=8 3=3 4=3
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1
Drop-box Transmission output shaft Transmission output gear
Transfer idler gear
Transfer output gear
Output shaft
Drop-box
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Pump PTO
PTO output
PTO gear
Input gear
Converter input shaft
Pump PTO Power take-off for hydraulic oil pumps. Converter input shaft. Input gear. PTO gear. PTO output.
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Hydraulic diagram Transmission Main pressure relief valve 3.5 Mpa
Back-pressure valve torque converter 0,57 Mpa
“Last chance”-filter control system Fill switch
PWM-valve Torque converter relief valve 1,0Mpa
Transmission filter with by-pass valve Transmission pump 148 cc
Hydraulic diagram, transmission Main pressure relief valve 3.5 Mpa Back-pressure valve torque converter 0.57Mpa Torque converter relief valve 1,0Mpa Transmission filter with by-pass valve Transmission pump 148 cc Last chance -filter control system Fill switch PWM-valve
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Parkingbrake solinoid
Gear solenoides and measuring nipples
Main relief valve
T.C relief valve
Gear solenoides and measuring nipples Position PWM-valvesr RF4231 Main relief valve and TorqueConverter relief valve Lock-up
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Lock-up
Lub.pressure
Wiring Diagram, transmission
Wiring diagram, transmission
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Main relief valve and torque converter relief valve
Main relief valve and torque converter relief valve A: Drain (Torque converter relief) B: Drain C: From pump D: Drain E: To torque converter P1: Main relief oil pressure pickup port P2: Torque converter relief pressure pickup port
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Operation of main relief valve
Torque converter relief valve The torque converter relief valve regulates the torque converter inlet circuit pressure below the set pressure to protect the torque converter from abnormally high pressure. Set pressure: 1.02 MPa (10.4 kg/cm2) Cracking pressure. Operation of torque converter relief valve, see picture (1) The oil relieved through the main relief valve flows through port (E) into the torque converter relief valve (3) into chamber (G). As the oil pressure to the torque converter rises beyond the set pressure, the oilo conducted to chamber (G) pushes piston (4) and the resulting reaction force pushes torque converter relief valve (3) rightward, opening ports (E) and (A). As the result, the oil in port (E) is drained to the oil tank through port (A). Main relief valve The main relief valve regulates the pressure in the transmission and brake hydraulic circuits below the set pressure. Set pressure: 3.64 MPa (37.1 kg/cm2) (At rated engine speed) Operation of main relief valve, see picture (2) The oil from the hydraulic pump flows to chamber (F) through the filter, port (C) of the relief valve and orifice (a) of main relief valve (1). See picture 3: As the oil pressure in the circuit goes beyond the set pressure, the oil conducted to chamber (F) pushes piston (2) and the resulting reaction force pushes spool (1) leftward, opening ports (C) and (E). Above operation conducts the oil from port (E) to the torque converter.
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Torque converter regulator valve
Torque converter regulator valve A: From torque converter B: To oil cooler C: Drain This valve is provided at the torque converter outlet circuit in order to secure an optimum performance of the torque converter by adjusting its set oil pressure. Set pressure: 0.57 +/- 0.05 MPa (5.8 +/- 0.5 kg/cm2)
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Operation, Torque converter regulator valve
Operation, torque converter regulator valve Picture 1: The oil from the torque converter is conducted to chamber (D) through port (A) and orfice (a). When the oil pressure force generated in chamber (D) is smaller than the tension of spring (1), spool (2) is pressed leftward, closing port (A) and port (B). Picture 2: If the oil pressure force generated in chamber (D) becomes larger than the tension of spring (1), spool (2) is pressed rightward, opening port (A) and port (B).
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Gear control, PVM valve
Gear control, PVM valve For F, R, 1st, 2nd, 3rd and 4th clutch Don t try to disassemble it since adjustment for maintaining the performance will be needed. A: To clutch P: From pump T: Drain Dr: Drain P1: Clutch oil pressure pickup port 1. 2. 3. 4. 5. 6.
Fill switch connector Proportional solenoid connector Flow rate pick up valve Fill switch Proportional solenoid Pressure control valve
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Gear control, PVM valve, operation
Range A: Before shifting gear (When draining) Range B: During filling Range C: Pressure regulation Range D: During filling(During triggering) Range E: Start of filling Range F: Finish of filling
Gear control, PVM valve, operation PVM valve is controlled with the command current sent from the ECU to the proportional solenoid and the fill switch output signal. The relationship between the proportional solenoid command current of PVM valve, clutch input pressure, and fill switch output signal is shown. The logic is so made that the ECU will not recognize completion of filling even if the fill switch is turned ON during triggering (Range D) Before shifting gear (when draining) (Range A in chart) While no current is flowing in proportional solenoid (1), pressure control valve (3) drains the oil from clutch port (A) through drain port (T). At this time, since no oil pressure is applied to flow rate pickup valve (4), fill switch (5) is turned OFF .
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PWM Valve, During filling (Range B in chart)
Range A: Before shifting gear (When draining) Range B: During filling Range C: Pressure regulation Range D: During filling(During triggering) Range E: Start of filling Range F: Finish of filling
PWM Valve, during filling (range B in chart) During filling (Range B in chart) If a current is given to proportional solenoid (1) while there is no oil in the clutch, a hydraulic force balanced with the solenoid force is applied to chamber (B) and it pushes pressure control valve (3) to the left. This conducts oil through pump port (P) and orifice (a) of flow rate pickup valve (4) to start filling the oil to the clutch chamber. At this time, differential pressure is generated between the upper stream and down stream the orifice (a) of flow rate pick up valve (4). This differential pressure pushes flow rate pickup valve (4) leftward. As the clutch chamber is filled up with oil and oil flow from pump port (P) to clutch port (A) is stopped, differential pressure before and after orifice (a) of flow rate pickup valve (4) disappears. As the result, flow rate pickup valve (4) is pushed rightward, turning ON fill switch (5).
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PWM Valve, Pressure regulation (Range C in chart)
Range A: Before shifting gear (When draining) Range B: During filling Range C: Pressure regulation Range D: During filling(During triggering) Range E: Start of filling Range F: Finish of filling
PWM Valve, pressure regulation (range C in chart) Pressure regulation (Range C in chart) If a current flows in proportional solenoid (1), the solenoid generates thrust in proportion to the current. This thrust of the solenoid is balanced with the sum of the thrust generated by the oil pressure in clutch port and the tension of pressure control valve spring (2), and then the pressure is settled.
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PVM valve for lockup Don
t try to disassemble it since adjustment for maintaining the performance will be needed.
A: To clutch P: From pump T: Drain Dr: Drain P1: Clutch oil pressure pickup port 1. 2. 3. 4. 5.
Proportional solenoid connector Sleeve Proportional solenoid Pressure control valve Nameplate
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Operation when clutch is
disengaged
(released)
While no current is flowing in to proportional solenoid (1), pressure control valve (3) drains the oil from clutch port (A) through drain port (T). When clutch is
engaged
(fixed)
As curent is conducted to proportional solenoid (1), the oil pressure being balanced with the solenoid force is applied to chamber (B), pushing pressure control valve (3) leftward. Above opens pump port (P) and clutch port (A) to start filling oil to the clutch. As the clutch is filled with oil, the solenoid thrust is balanced with the sum of the thrust generated from oil pressure of the clutch port and the tension of the pressure control valve spring (2), and then the pressure is settled.
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PVM Valve for lock up clutch, gear shifting
PVM valve for lockup clutch This valve is used to switch the clutch in order to regulate the clutch oil pressure to the set pressure. Since the modulation waveform is used for the pressure application characteristics to the clutch, PVM valve is capable of connecting the lockup clutch smoothly, thereby reducing shocks resulting from gear shift. Above also prevents generation of peak torque in the power train. These arrangements make the machine comfortable to operator and enhance durability of the power train.
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Lubrication relief valve Function The lubrication relief valve is installed to the transmission valve and used for maintaining the pressure of the lubrication circuit below the set pressure. Set pressure: 0.26 MPa (2.7 kg/cm2) (Cracking pressure) 1 Clearance between spool and valve body 2 Valve spring 3 Valve body 4 Spool A: From oil cooler B: Drain C: Lubrication pressure pickup port
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Parking brake solenoid valve
Parking brake solenoid valve 1 2 3 4 5 6 7
Movable core Coil Push pin Spring Spool Block Check valve
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Operation
Parking brake operation When parking brake is applied (when solenoid is de-energized) If the parking brake switch is turned ON the solenoid is turned OFF . As the result, spool (1) is pushed back in the left direction by the tension of spring (2). Accordingly, pump port (P) is disconnected from parking brake port (A), stopping flow of the pressurized oil from the pump to the parking brake. At the same time, the oil from the parking brake is drained through ports (A) and (T). As a result, the disc in the parking brake is pressed by the spring and the parking brake is applied. When parking brake is released (when solenoid is energized) If the parking brake switch is turned OFF the solenoid is turned ON and spool (1) is moved rightward. Accordingly, the pressurized oil from the pump flows to the parking brake through port (P), inside of spool (1) and port (A). At the same time, port (T) is closed and the oil is not drained. As a result, the spring in the parking brake is pushed back by the oil pressure and the parking brake is released.
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Mode selector, APS (Automatic Power Shift), SW4212 In order to protect the transmission, the function controls the gearshifting based on the current operating conditions and selects a suitable gear and when shifting should take place. With the mode selector the operator can select different gear-shifting programmes depending on operating conditions. (1) L The machine shifts automatically at low engine speed and at low travelling speed. M The machine shifts automatically at higher engine speed than in position (mode) L. H The machine shifts automatically at higher engine and travelling speed than in position (mode) M. AUT The machine shifts automatically and selects gearshifting programme in order to achieve best comfort and economy. Spanner symbol SERVICE position. The gears are shifted manually.
Rear Axle AHW90 • Less maintenance and longer service life • Rear bridge with two preloaded tapered roller bearings grease lubricated for life • Front bridge with synthetic bushings in oil bath • Oil container (expansion tank) located in engine compartment
Rear axle AHW90 Less maintenance and longer service life Rear bridge with two preloaded tapered roller bearings grease lubricated for life Front bridge with synthetic bushings in oil bath Oil container (expansion tank) located in engine compartment
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Front bridge with synthetic bushings in oil bath
Front bridge with synthetic bushings in oil bath Shows the syntetich bushings and entrance for the oil.
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Rear bridge
Rear bridge Rear bridge with two preloaded tapered roller bearings grease lubricated for life.
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Tyres
Tyres Only Goodyear is allowed for Block handler and Logger.
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Summary
•
Transfer gear
•
Lock up
•
PWM with fill-switch
•
External pump
•
Rear axle bearings
•
Tyres
Summary · · · · · · ·
Transfer gear Lock up Planetary Gears PWM with fill-switch External pump Rear axle bearings Tyres
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Cab
Cab, study guide Topics: · The new generation Volvo Cab · Design · ROPS · Viscous-element and ROPS- anchor · Seat console · A-post covered · Electrical system · Cab climate control · Air control · Control switches · Exercise, VCADs tests to do if time schedule permits that.
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The new generation Volvo Cab
The new generation Volvo cab on L350F Instrumentation All important information is centrally located in the operator's field of vision. Display for Contronic monitoring system. Heater and defroster Heater coil with filtered fresh air, fan with auto function and manually 11 steps, defroster vents for all window areas. Operator's seat Operator's seat with adjustable suspension and retractable seatbelt. The seat is mounted on a bracket on the rear wall and floor. The forces from the retractable seatbelt are absorbed by the seat belts. Standard The cab is tested and approved according to ROPS (ISO 3471, SAE J1040), FOPS (ISO 3449). The cab meets with requirements according to ISO 6055 (Operator overhead protection - Industrial trucks) and SAE J386 ("Operator Restraint System"). Emergency exits 1 Sound level in cab According to ISO 6396/SAE J2105 at fan speed pos 3 72 dB(A) External sound level According to ISO 6395/SAE J2104 111 dB(A) Ventilation 9 m3/min Heating capacity 13 kW Air conditioning 8 kW
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Design
Design The front windshield is 22% larger. The sides of the windshield are extended down for improved visibility to the front wheels. Front windshield wiper area is improved especially in the lower area of the glass. The new dash board design contributes to better visibility. Sliding window is standard on right hand side. Handle bar is connected between A and B-post - right hand side.
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ROPS
ROPS The Cab is approved pattern to FOPS- and ROPS-standards. See Operators Manual. FOPS Falling Object Protective Structure (roof) and ROPS Roll Over Protective Structure. Never change anything without discussing the change first with Volvo CE.
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ROPS
New safety mount, ROP-structure The lower ROP-structure mount is designed in such a way that there is physical contact only when the cab is exposed to stress. The design meets requirements for ROPS- certification and the solution provides better visibility compared to L330E since the B-pillar has a new dimension.
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Viscous-element and ROPS-ancher
Safety mount, ROP-structure The lower ROP-structure mount is designed in such a way that there is physical contact only when the cab is exposed to stress. The design meets requirements for ROPS- certification. Picture text:
ROPS-anchor rear
Safety mount, ROP-structure rear The rear ROP-structure mount is designed in such a way that there is physical contact only when the cab is exposed to stress. The design meets requirements for ROPS- certification and the solution provides good visibility since the B-pillar has a small dimension.
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Seat console • Seat console with bolt holes for optimal positioning of the seat at the console. • Factory installation is at the second rearmost bolt hole. • Electric servo control levers.
New seat console New seat console with additional bolt holes for optimal positioning of the seat at the console. Factory installation is at the second rearmost bolt hole. Electric servo control levers
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A-posts covered • A- and B posts are all covered. A -posts with aluminum and the B -posts with plastic. • Three assigned fastening devices for heavier optional equipment. • Aluminum profiles are equipped with notches on both sides for light weight equipment.
A- posts covered A- and B posts are all covered. A-posts with aluminum and the B-posts with plastic. Assigned fastening devices for heavier optional equipment. Aluminum profiles are equipped with notches on both sides for light weight equipment.
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Electrical system • Partly carry over from the E-series with added space for additional components ( e.g. extra relays, fuses, control units etc). • Improved quality of connectors (gold-plated) for CDC and Electro -servo controls. • All printed circuit boards have integrated fuse test. • Hour meter located in the rear panel.
Electrical system · Partly carry over from the E-series with added space for additional components ( e.g. extra relays, fuses, control units etc .) · Improved quality of connectors (gold-plated) for CDC and Electro-servo controls. · All printed circuit boards have integrated fuse test. · Hour meter located in the rear panel.
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Cab Climate Control • Cab filters are carry over from the E-series. • ACC (Automatic Climate Control) • Easy to retrofit ACC. Component commonality with AHC.
Cab climate control · Cab filters are carry over from the E-series. · ACC (Automatic Climate Control) · Easy to retrofit ACC. Component commonality with AHC.
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Air Control 1. Cab Pre Heating switch. - Cab ventilation function as standard. (Cooling to ambient temperature at engine shut down) - Cab Pre Heating as option. (An electric water pump) Automatic selection between the two functions depending of chosen temperature on the display. (Indicator lights when activated). 2. AC function. (Indicator lights when activated). 3. Fan. (Auto or manual). 4. Temperature control. 5. Fresh - and recirculation air control. (Auto or manual) plus defroster mode.
Air control 1) Cab Pre Heating switch. - Cab ventilation function as standard. (Cooling to ambient temperature at engine shut down) - Cab Pre Heating as option. (An electric water pump) Automatic selection between the two functions depending of chosen temperature on the display. (Indicator lights when activated). 2) AC function. (Indicator lights when activated). 3) Fan. (Auto or manual). 4) Temperature control. 5) Fresh - and recirculation air control. (Auto or manual) plus defroster mode.
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Control switches and dashboard • Ignition key, control switches and controls for heating and ventilation are located on the right hand A -post. • The most frequent used controls at the lower region of the A-post. • The head lining has two interior lights. • New dashboard design in grey dual-colors.
Control switches and dashboard · Ignition key, control switches and controls for heating and ventilation post. · The most frequent used controls at the lower region of the A-post. · The head lining has two interior lights. · New dashboard design in grey dual-colors.
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are located on the right hand A-
VCADs tests Trainer Instructions: Do some VCADs tests regarding: · ECC · Electro Servo Lever · Accelerator Pedal · Error code · Machine test
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Summary
•
ECC is standard
•
Pre-heating
•
Larger front windshield
•
More silent
•
More VCADs functions
Summary: Repeat main functions.
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Thank you and good luck Volvo L350F A machine to trust
or something to hold on to when the going gets tough…
Thank you and good luck Volvo L350F A machine to trust, or something to hold on to when the going gets tough
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