L60F-L220F, Step 1 This course with instructor will give you a general overview of the products in question. Machines included: L60F, L70F, L90F, L110F, L120F, L150F, L180F, and L220F. Areas covered: machine's applications, configuration, design and function within: mechanics, hydraulics, and electrical system, description of electronic control systems and software functions as well as description and software functions for selected optional equipment. The course also includes a lot of practical exercises to increase understanding of systems. Target group: Mechanics. Learning objectives: After the course, the participant shall be able to : · Name the main components from which the machine models are built. · Explain the main components' design and function. · Explain the sub-systems' functions, if the systems affect each other, and if that is the case, how. · Explain where to find available current service information. · Perform correct methods for checking and adjusting according to instructions in the service literature. · Perform basic troubleshooting in a safe manner. Prior knowledge: Knowledge corresponding to certificates [Electrical Systems], [Hydraulic Systems] and [VCADS Pro Introduction]. Duration: 32 hours
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Purpose of walkaround If the machine is available start with a practical exercise which includes a number of questions. See the symbol for practical exercise, the adjustable wrench. The purpose is to let the students be familiar with the machine. After the questions, go through this Walkaround and point out the main components. If possible, do this by and around the machine.
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News in frame/steering joint L60F-L90F
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News in the centre hinge Level glass and oil filling point.
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Engine-ECU, position L60F-L90F
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Left side, engine compartment Show engine-ECU and air filter.
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Radiator position L60F-L90F
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Radiator placement Here we see the radiator's placement. And you see oil cooler, condenser, also the radiator for the engine and the intercooler.
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Right side L60F-L90F
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Right side Point out the major components such as alternator, starter motor, turbo, filters, etc.
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Components frame joint L60F-L90F
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Components, center hinge Brake accumulators, central block, hydraulic pumps, transmission, parking brake, centre hinge bearings, etc.
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Loader unit L60F-L90F
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Loader Unit Point out lift and tilt cylinders, and attachment bracket.
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Machine's front L60F-L90F
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Machine front Point out breather filter, solenoid valves, BSS accumulators, pressure check connections, etc. on the control valve.
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3rd/4th hydraulic function L60F-L90F
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3rd/4th hydraulic function Control valve 3rd/4th hydraulic function.
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Door Angled lower part on the door to avoid sharp corners. Handles for safe entry.
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Viscous pads Cab mounts viscous pads for damping of vibrations. safety mount ROPS/FOPS
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Cab L60F-L90F
Cab Tiltable seat bracket Switches, Instruments, Electrical distribution box Position of ECC-control unit
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Instrument ECU I-ECU, with gauges and LED control lights.
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Electrical distribution box Relays, fuses, diodes, and connectors.
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Components drivetrain
Model
Front axle
Transmission
Rear axle
Engine
L60F
AWB15
HTE 110
AWB 15
D6E LC E3
L70F
AWB 25
HTE 120
AWB 20
D6E LB E3
L90F
AWB 25
HTE 125
AWB 20
D6E LA E3
L110F
AWB 31
HTE 204
AWB 30
D7E LB E3
L120F
AWB 31
HTE 205
AWB 30
D7E LA E3
L150F
AWB 40B
HTE 210/HTE220
AWB 40C
D12D LD E3
L180F
AWB 40B
HTE 220
AWB 40B
D12D LA E3
L220F
AWB 50
HTE 305
AWB 41
D12D LB E3
Components drivetrain L60F-L220F The wheel loaders feature articulated frame steering and four-wheel drive. The engine is a six-cylinder, four-stroke, direct-injection (Common Rail), turbocharged diesel engine. The transmission is hydro-mechanical where all gears are in constant mesh. There is a single-stage hydraulic torque converter between the engine and the transmission. Front and rear axles have fully floating half shafts with planetary reduction gears in the hubs. The front axle is equipped with a differential lock. The service brakes on these machines are wet type disc brakes. The service brakes are built into each wheel hub. The parking brake is a disc brake positioned externally on the front output shaft of the transmission. The hydraulic system is servo controlled, load sensing.
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Daily service
Daily service Daily service is most often done by the machine operator. On today's modern machines, this service is mainly about checking that the brakes work and that control lights, lighting, and operating controls work as intended. A description of what is to be done during daily service is found in the Operator s Manual. Daily service is also performed in connection with the other service intervals, and are checked off in the service program.
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Service
Service The actions to be performed during service are found in the machine's Operator s Manual, in the section lubrication and service diagram. More detailed descriptions are found in the section service and maintenance, in the Operator's Manual. When the actions have been performed, this is recorded in the service program (can be ordered from Volvo CE). As a supplement to the information in the Operator's Manual, there is also a publication named "Service and maintenance", which describes a 2,000 hour service from start to finish.
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Lubrication diagram
Lubrication diagram Look in the Operator's Manual for each machine's lubrication diagram.
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Repairs Our machines need repairs from time to time. Information about how repairs are performed can be found in the Service Manual or in PROSIS. Methods described in the Service Manual give you information about how the job is done in a safe way. The described methods in the Service Manual also make up the basis for the times in the Time Guide.
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Safety when servicing
Safety when servicing Do not perform any work on a machine until you have the right knowledge and skills to do the job! Service not done correctly causes risks - to you, the machine, and to those around you. Many hours have been spent on designing and manufacturing a very safe and highly efficient machine. However, all this work may just be in vain if persons who are about to use or service the machine do not read through the safety instructions or do not bother to follow them. More information about safety is found in the section Service in each machine's Service Manual, as well as in the machine's Operator's Manual, in the section Safety when servicing. Before you start any service work, park the machine on a level surface and prepare as follows. 1. Let the attachment rest on the ground. Make sure to use supports when working under a raised boom. 2. Apply the parking brake, turn off the engine, and remove the start key (does not apply when checking the oil level in the transmission.) 3. Depressurize pressure lines and pressurized containers carefully so that the high pressure is released without risk. 4. Attach a yellow-black label on the steering wheel. 5. Connect the frame joint lock. 6. Block the wheels in a suitable way (e.g., wedges). 7. Turn off the battery disconnector. 8. Let the machine cool down. When service work is done, all protective plates shall be reinstalled and all engine covers shall be closed and locked. More information about actions during service can be found in the Operator s Manual and Service Manuals.
Environment
Environment Consider the environment during all service and maintenance. Find out about local legislation. Picture text:
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: · collect the relevant information from the operator display. · perform inspection of circuits according to the Service Manual. · To read wiring diagrams and software descriptions in the Service Manual. · find the relevant components on the machine. Picture text:
Electrical System Central warning system L60F-L220F Contronic electrical system with central warning light and buzzer for, e.g., the following functions: - Serious engine failure - Low steering system pressure - Over speed warning engine - Interruption in communication (computer failure) Central warning light and buzzer with engaged gear for the following functions. - Low engine oil pressure - High engine oil temperature - High charge-air temperature - Low coolant level - High coolant temperature - High crankcase pressure - Low transmission oil pressure - High transmission oil temperature - Low brake pressure - Applied parking brake - Brake charging failure - Low hydraulic oil level - High hydraulic oil temperature - Overspeeding in engaged gear - High brake cooling oil temperature front and rear axles
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Batteries
Batteries Here you see the batteries' position. It is a 24 V system with 2 series-connected batteries. The markings in the diagram are BA3102 and BA3101
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Battery disconnector E-machines: Cut off power on - side (ground) F-machines: Cut off power on %2b side
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 major change is that E-machines cut off power on the minus side, and the F-machines cut off power on the plus side. This change has been performed due to demands and requirements from insurance companies.
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Alternator 24V, 80 amp
Alternator The machine is equipped with an 80A alternator. In wiring diagram AL3201.
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Starter motor
Starter motor Starter motor, heat shield for starter motor. Software protected.
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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 leadthrough, cab wall
Cable leadthrough, cab wall Quick connectors located outside and at the rear left corner of the cab. All quick-connectors are sealed and classified. Faster, safer, and better control when unplugging and plugging in connectors.
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Connectors
Connectors Click on the PDF-link to read more about connectors. Picture text:
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. Machines in the F-series have a new circuit board, and here we see the VCADS Pro connection on the far right. Picture text:
Optional equipment Relay socket, part no. 8141996 Relay, part no. 20374662 Fuse holder, part no. 3986188 30A FU 61, 64, 65 15A FU 86, 87
Relay, optional equipment Relay socket, part no. 8141996 Relay, part no. 20374662 Fuse holder, part no. 3986188 30A FU 61, 64, 65 15A FU 86, 87 Picture text:
Fuse test
Fuse test There is a fuse test on the circuit board.
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Component position in cab
Component position in cab Here we see the machine's ECUs, located behind the operator's seat. 1 V-ECU, 2 V2-ECU, option (function, e.g. CDC) 3 SO3901, voltage converter 4 ECC
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Instrument panel
Instrument panel Instrument-ECU, I-ECU. Use the test panel: 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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Error Code and Service Mode Instrument-ECU, I-ECU. The animation in Edition B is updated with possibility to use the I/O-list. See instructions below. This is a brief introduction to the Error Code and Service mode. Practical Exercise Electrical principles, gear selector switch and Exercise Electrical principles, trouble shooting. See the symbol for practical exercise, the adjustable wrench. 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 of the display. Press 7, the envelope. You see Vehicle messages "Reduced shift function" and "HVAC failure" Press SELECT. See Detail info. Press ESC. You are back. Press arrow down. "HVAC failure" is highlighted. Press SELECT. You see the Detail info. Press ESC. You are back at the beginning. Now the second part. Click on Service mode flap down to the right in the presentation. Service mode is highlighted.
FMI-code sensor 5
4
3
2
1
0
Error codes acc. to SAE standard: FMI -Failure Mode Identifier (identification of failure type)
0. Data applies but over normal operating range (gives warning) 1. Data applies but under normal operating range (gives warning) 2. Intermittent or incorrect data 3. Abnormally high voltage or short-circuiting to higher voltage. Described in troubleshooting with "voltage too high". 4. Abnormally low voltage or short-circuiting to lower voltage. Described in troubleshooting with "voltage too low". 5. Abnormally low current or open circuit. Described in troubleshooting with "current too low". 6. Abnormally high current or short-circuiting to frame ground. Described in troubleshooting with "current too high". 7. Incorrect response from mechanical system. Described in troubleshooting with "mechanical failure". 8. Abnormal frequency. 9. Abnormal baud rate. 10. Abnormally high variations 11. Non-identifiable failure. Described in troubleshooting with "other failure". 12. Defective unit or component. 13. Calibration values outside limits 14. Special instructions 15. Reserved for future use 16. Incorrect input signal to the function 17. The function cannot perform its task 18. The function gives an unreasonable result
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Switches in cab
Switches in cab Location of switches on the A-pillar. There are also brackets for optional equipment. An exercise for the student: Find out what function the different switches has. (Operator's manual)
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Data buses Practical Exercise Electrical system, voltage feed ECUs and Exercise Electrical system, data. See the symbol for practical exercise, the adjustable wrench. If the machine has optional equipment, e.g., CDC, Lift/Tilt, ECC, Telematic etc., then additional ECUs must be connected to the system. The data communication has a connecting point, J1587. With VCADS Pro, we can retrieve data and also program the machine's ECUs. General In principle, the machine electronics are based on all communication between the control units in the system passing via two data buses. The machine's control units are connected to the buses to enable communication with each other. Communication between the different control units as well as reporting from control units to the service connections on the data buses CAN/J1939 and J1587/1708. The buses are of SAE-standard and consist of two pair-twisted leads. The purpose of the twisting is to protect the bus from electric interference. If a problem should occur in any system, a signal is sent out on the information bus, which makes it possible to read off the information, either on the operator's instruments or via service panel or VCADS Pro. The figure shows the principle for how control units and service connections are connected to the buses. CAN/J1939 control buss The system's control signals are sent via this bus. The control bus is very fast, which is a prerequisite for control of the whole system and to quickly adapt to varying conditions and requirements. Main communication alternative is the CAN/J1939-bus. However, for E ECU certain control data are only transmitted via the J1587/J1708-bus. J1587/1708 information bus The information bus is connected to the control units and service connections. Information and diagnostic signals are sent on the bus. Also, certain control data from the engine control unit are sent on this bus. The bus also functions as a "back-up" for the control bus if it should malfunction for some reason.
Volvo TechTool CE
Tests of... • electric power supply •
sensors
•
subsystems
Calibrations
Volvo Tech Tool CE Development of Volvo's service and diagnostics tools forges ahead and gives us new possibilities to facilitate our troubleshooting. Show the student: · Test of sensors · Test of feeds · Subsystem tests, and Calibrations for WLO F-series. Point out the importance of keeping the program updated. It is important that you as instructor stay updated and show the tool's new features. Picture text:
Wiring diagram, description
Wiring diagram, description Position the cursor over the highlighted objects on the diagram to see an image of the component.
Picture text: Position the cursor over the highlighted objects on the diagram to see an image of the component.
Service manual/PROSIS
Service manual/PROSIS Refer to Service manual or PROSIS if these are available. What is different from wiring diagram E-machine? They are divided by function group, 1st digit is function group, the rest are running How should I read the new diagram. Review how to read the new wiring diagrams. See diagram explanation. Select a few pictures of, e.g., the electrical distribution box, explanation fuses, PWM-valves, motors, sensors, connectors.
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Wiring Diagram 301
Wiring Diagram 301 Voltage Supply
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Wiring diagram 302
Wiring diagram 302 Voltage feed ECUs Describe how start-up and shutdown of ECUs takes place. 30K and 15EA feed.
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Wiring Diagram 303
Wiring Diagram 303 Start circuit and feeds 15A, 15B, 15EA.
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Wiring Diagram 310
Wiring Diagram 310 Communication ECUs
Position of CAN-buses. Terminating resistor. Repair of CAN-buses.
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Software function description
Input signals
Conditions for output functions
Output functions
- Engine oil pressure, SE2203 - Directional gear
- Low engine oil pressure Alarm limits for low engine oil pressure: lower than 50 kPa (0.5 bar) (7.3 psi) at engine speed 500 rpm lower than 100 kPa (1 bar) (14.5 psi) at engine speed 1,000 rpm lower than 150 kPa (1.5 bar) (21.8 psi) at engine speed 1,300 rpm
- Warning light - Red central warning - Warning - Engine oil pressure low - Reduction of engine torque (engine protection)
Acc. to the above as well as: Directional gear in Forward or Reverse
- Buzzer
System error, signal outside limit values %20 See Diagnostics
Amber central warning - Check - Engine failure
- Monitoring, SE2203
Software function description Describes the conditions for the control functions that the software performs in the control unit 1 Signals from sensors and functions 2 Conditions to obtain output signals 3 Output function: warnings, information displays
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Description and measuring Op no. 302-036 Tools: 9812519 Multimeter 9998699 Adapter 9990014 Adapter 9990062 Cable 9998534 Adapter
SE2501, description and measuring
Description Function
Measures temperature of induction air after the air cleaner. The sensor is combined with SE2502, air filter monitor.
Measurement Measuring point
Correct value
Condition
Test method
Condition
Test method
Resistance values acc. to table
Reference 370, Component list: Sensor 370, Wiring diagram 202 s VCADS 28407-3 Sensor values, check Pro test
Fig. 1 EB31, signal EB18, ground
SE2501 resistance values Air temp. (°F) Air temp. (°C)
Resistance Verification Measuring point
Correct value Resistance values acc. to table
Description and measuring 1 2 3 4 5 6 7 8 9
Component designation and description Simplified wiring diagram with signal description Measuring points Test conditions (active/passive measuring) Test method Testing of separate component Measuring control unit and/or cable harness Measuring/Verifying complete system Table of resistance values (component-dependent)
See service manual for correct values.
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Summary • New circuit board
Summary · New circuit board · Quick coupling · I-ECU · Control switches Picture text:
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Quick coupling
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I-ECU
•
Switches
Engine, Study Guide Topics: Basic engine design Objectives: After completing this section, the student should: · have basic knowledge of engine subsystems and components · have knowledge about the loaders' specific functionality · recognize relevant components on the machine Picture text:
Power and torque charts The following lists all applications for D6E V-ACT: D6EEBE3 D6EEAE3 D6EEDE3 D6EECE3 D6ELCE3 D6ELBE3 D6ELAE3
EC160C EC210C EW160C EW180C L60F L70F L90F
180C EU+US EU+US EU+US EU+US EU+US EU+US EU+US
The engine designation's code consists of: Engine type D6E Volvo CE Company A - Articulated Hauler L - Wheel Loader C - Compact equipment G - Grader E - Excavator Performance version A - First version B - Second version Etc. Emission level E0 - Non-regulated E1 - Emission Step 1 E2 - Emission Step 2 E3 - Emission Step 3
EMS-system, principles
Principles EMS system EMS Engine Management System The EMS system is used to control the fuel injection quantity and timing. The system is divided into three elements: - Injection pumps (unit injectors) with high-pressure tube and injectors. - Electronic system with sensors, switches and wiring harnesses. - Engine Electronic Control Unit E ECU.
Principles of the engine control system The sensors, which are essential for the engine control system, collect operational and environmental parameters so that the engine can function correctly. These parameters are converted into electrical analogue signals and sent to the control unit. The processor in the control unit contains data in the form of curves for all conceivable conditions regarding the regulation of fuel quantity and injection timing. In the A/D converter the incoming analogue signals are transformed into digital signals, (ones and zeros). When the control unit has compared the incoming data with the stored curves, high voltage signals are sent to the injection pumps according to the operating parameters. The solenoid valve in the unit injection pump is activated by these high voltage signals from the electronic control unit (E-ECU). The system has comprehensive emergency "limp-home" functions to permit reliable and safe termination of the driving or working functions in the event of sensor failure. SE2202, SE2203, SE2205, SE2301, SE2302,
Engine oil temperature Engine oil pressure Engine oil level Fuel pressure Water in fuel sensor
D6E The figure shows all sensors for engine D6E. Inside the ECU, there is also a sensor for ambient air pressure and ECU temperature. The sensors differing from the D6D step 2 engine are the combined oil level-temperature sensor, the fuel pressure sensor, the water in fuel sensor, and the rail pressure sensor. 1. Charge-air pressure/temperature SE 2507-2508, located in the inlet manifold. 2. Oil level/-temperature SE 2205-2202. This sensor is a combined engine oil level/-temperature sensor. It is mounted in the bottom of the oil sump and can be removed from the outside. 3. Crankshaft speed SE2701, located on the engine oil pump's cover. 4. Oil pressure SE 2203, located in the oil filter housing. 5. Inlet air pressure/-temperature SE 2501-2502, located between air filter-turbocharger. 6. Fuel pressure SE 2301. Mounted on the main fuel filter housing, measures fuel pressure after the main fuel filter. 7. Camshaft speed SE 2703, located in the timing gear casing. 8. Coolant temperature SE 2606, located in the cylinder head (flywheel side). 9. Coolant level SE 2603, located in the expansion tank. 10. Rail pressure SE 2309, located in the front end of the fuel rail. Measures the fuel pressure in the rail. 11. Water in fuel sensor SE 2302. Mounted in the bottom of the water separator bowl on the prefilter, measures the water level in the bowl.
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V-ACT Common Rail D6E, D7E, description A belt driven low pressure supply pump (1) takes the fuel from the fuel tank, via the pre-filter with thermostatic valve (2), and pumps it through the main fuel filter (3).The fuel then continues via a solenoid operated fuel control valve (5) which controls the amount of fuel delivered to the high pressure pumps (4). The two high pressure pumps are operated by the engine camshaft and deliver fuel with three pumping strokes each for revolution of the camshaft. A pressure sensor (6) installed in the fuel line, also called fuel rail or fuel pressure rail (7), monitors the fuel pressure. This fuel pressure data is used by the E-ECU (8) to control the rail pressure by regulating the fuel control valve (5) with excess fuel being returned to the fuel tank. The rail serves as a fuel accumulator. The fuel volume in the rail also dampens pressure oscillations caused by the high-pressure pumps and the injection process. From the fuel line, the fuel is routed to the injectors (9) through high-pressure pipes. The fuel line pressure for each injection can be controlled between 300 to 1,400 bar. The E-ECU generates current pulses which energize each injector solenoid valve in sequence and define the start and the end of each injection event per engine cycle. The common rail can generate more than one injection and gives more flexible control of the rate of injection compared to the conventional rotary pump injection systems. To avoid over pressure caused by malfunction, a pressure relief valve (10) is mounted in the rail. If the fuel rail pressure exceeds 1850 (+/- 50) bar, the valve opens and keeps the fuel rail pressure in the range 650-850 bar (depending on speed and load). The engine keeps running but with reduced performance (Limp-Home mode).
1 2 3 4 5 6
Fuel feed pump Pre-filter with thermostatic valve Main fuel filter with feed pressure sensor and heating (option) High pressure fuel pumps Fuel control valve Rail pressure sensor
V-ACT hardware D6E, D7E In order to meet the Tier 3 / Stage IIIA legislative demands, the following components has been changed or introduced when compared to the Tier 2 (step 2) engine: The unit pumps and injectors are changed to a common rail system with high pressure injectors and IEGR.
The control unit, E-ECU, is of a new type, used by Volvo Trucks for some time. This new control unit has higher processing capacity for the new Engine Management System, EMS2. The common rail system consists of high pressure pumps, rail, fuel control valve, injectors, pressure relief valve and a rail pressure sensor. The IEGR consists of IEGR unit, solenoid valve, control valve, master piston and slave piston. 1 High pressure pumps 2 Fuel control valve 3 Rail 4 Injectors 5 Pressure relief valve 6 Rail pressure sensor 7 IEGR unit 8 Solenoid valve 9 Control valve 10 Master piston 11 Slave piston
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IEGR D6E, D7E Included in the V-ACT system is the IEGR (Exhaust Gas Recirculation) system which efficiently reduces the formation of NOx. The IEGR can be switched on or off to maintain good performance throughout the performance cycle. It is a completely internal solution with no external channels or pipes and is controlled by Volvos latest Engine Management System, EMS 2. Function When IEGR is activated, then the solenoid valve (2) is activated by the E-ECU and supplies full lubrication system pressure to the IEGR-unit's (1) inner oil channel. The oil pressure acts under the control valve (3) and lifts the valve. This closes the high pressure circuit drain but the non-return valve (4) will allow filling of the high pressure circuit. During the inlet stroke, the inlet rocker (6) forces the master piston (7) upwards creating a high pressure in the high pressure circuit. This pressure is transferred to the slave piston (8) which forces the exhaust rocker to open the exhaust valve (5) for a short while. Exhaust gases from the exhaust manifold flow back into the cylinder due to pulses from the other cylinders. 1. 2. 3. 4. 5. 6. 7. 8.
IEGR unit Solenoid valve (on/off) Control valve Non-return valve Exhaust rocker Inlet rocker Master piston Slave piston
A. High-pressure circuit B. Low-pressure circuit Picture text:
Valve adjustment D7E
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V-ACT hardware D12D Volvo D12D Engine meets the Tier III/ Stage IIIA legislative demands. The IEGR (Internal Exhaust Gas Recirculation) double rocker (1) has an additional arm, the follower arm. This additional arm is used to enable the exhaust valve to open for a short period during the induction stroke and feed exhaust gases back into the cylinder to help reduce the formation of NOx. Engine Management System EMS2 is controlled by the engine (E-ECU) The unit injectors (3) are, for Volvo CE, Delphi E3. They have a variable opening pressure and a high injection pressure. The IEGR control valve (4), controls the oil pressure to the rocker shaft oil channel. This oil pressure is used to activate the IEGR double rocker function, (active-/inactive IEGR).
Picture text: 1 IEGR double rocker arm 2 E-ECU, incl. Engine management system EMS2 (Engine Management System, EMS2) 3 High-pressure, double-solenoid fuel injector, Delphi E3 4 IEGR control valve
EMS2 EMS Engine Management System Practical Exercise Engine, EMS-system, back up function engine speed indicator. See the symbol for practical exercise, the adjustable wrench. The EMS system is used to control the fuel injection quantity and timing. The system is divided into three elements: - Fuel injection system, (injectors or unit injectors). - Electronic system with sensors, switches and wiring harnesses. - Engine Electronic Control Unit E ECU. The EMS2 comprises the latest electronic hard ware, enhanced functionality for further optimisation of combustion and is also capable of development for future 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 D12D), the new common rail system (D6E,D7E) and also for controlling the Internal Exhaust Gas Recirculation, (IEGR), system. The EMS2 has two individually coded 62 pin electrical connectors. The connectors are locked with a locking lever on the connector.
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IEGR, (Internal Exhaust Gas Recirculation) The exhaust valve double rocker activates and de-activates the IEGR-function. IEGR inactive Oil pressure, reduced by the IEGR control valve, plus a spring and double-acting piston in the rocker arm, prevents the follower arm from contacting the cam lobe. Therefore the follower arm can t open the exhaust valve. IEGR active After the normal exhaust valve lift, full lubricating oil pressure controlled by the IEGR control valve, together with the double-acting piston, will cause the follower arm to contact the cam lobe and force the exhaust valve to open for a short period of time. This second lift allows high pressure gases from the exhaust manifold to flow into the cylinder during the beginning of the inlet stroke. This mixture results in a lower combustion temperature and reduces the NOx formation.
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Control valve, IEGR The IEGR control valve (1) is used to activate the IEGR double rocker arm. This valve is located on the cylinder head under the valve cover. It regulates the oil pressure to the rocker arm shaft and consequently to the IEGR double rocker. The control valve oil inlet (2) is fed with full engine lubrication system pressure via a drilled channel through the cylinder head and engine block. The outlet (3) is connected to the rocker arm shaft's oil channel (4) via a connecting pipe. IEGR is activated by the solenoid valve (5). A. IEGR function inactive: The outgoing oil pressure is reduced to approximately 1 bar as the valve spool assumes a balanced position relevant to the spring force on the left side of the spool and the oil pressure on the right side. Oil pressure of 1 bar is sufficient to lubricate the camshaft bearings and rocker arm mechanism, but not enough to activate the IEGR double rocker. B. IEGR-function active: When the solenoid valve is activated, a drain channel opens and the oil pressure acting on the slide's right side is evacuated. The spring force takes over and the valve slide is forced to the right. Now the oil outlet area opens completely, full lubrication oil pressure is supplied to the rocker arm shaft, and the IEGR-function is activated. C. Release of oil pressure when deactivating the IEGR: In order to quickly de-activate the IEGR, the valve has a `dump function´ for lowering the oil pressure in the rocker arm shaft. Initially, when the solenoid closes, full system pressure will act on the right side of the spool via the channel in the spool centre. This will force the spool fully to the left and open a duct in the valve bottom to rapidly evacuate the oil pressure from the rockers and shaft. This action takes fractions of a second and then the piston returns to position A.
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IEGR control valve Oil inlet
Tools Machines equipped with V-ACT engines have an extra service requirement. The clearance for the double rocker must be checked, and adjusted if necessary, after the first 1000 hours use. Subsequent checks are carried out according to normal valve adjustment intervals. This check requires a new tool. This tool number, for the D12D V-ACT engine, is 88820003 and is actually a kit comprising TWO tools checking tool and a setting tool. Breakout cable for engine ECU, tool number is 9990014 and is used in conjunction with the existing 62pin break-out box, tool number 9998699.
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a
Engine sensors The figure shows sensors for engine D12D. Inside the ECU, there is also a sensor for ambient air pressure and ECU temperature. 1 SE2509, Crankcase pressure sensor 2 SE2603, Coolant level sensor 3 SE2703, Camshaft speed sensor 4 SE2203, Oil pressure sensor 5 SE2507/SE2508, Charge-air temperature and pressure sensor 6 SE2501/SE2502 Inlet air temperature and pressure sensor 7 SE2606, Coolant temperature sensor 8 SE2701, Crank shaft speed sensor 9 SE2301, Fuel pressure sensor 10 SE2302, Water in fuel sensor 11 SE2202/SE2205, Oil temperature and level sensor
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Fuel system, principle The fuel is drawn by the feed pump (1) through the strainer in the tank fixture (2) through the pre-filter (4) with water separator (5), through the cooling circuit for the control unit (6) up to the double banjo connection and from there, together with the return fuel which passes through the overflow valve (7), to the feed pump suction side. The pump forces the fuel to the main filter housing (3) and through the main filter (9), to the cylinder head lengthways channel (8), which has a circular groove round each unit injector (10). The overflow valve (7) maintains a constant fuel feed pressure for the injectors and opens at 3.5 to 4.5 bar. There are two valves located in the feed pump. The pressure limiting valve (11) allows the fuel flow back to the suction side when the pressure becomes too high e.g. when the fuel filter is clogged. The non-return valve (12) opens when the hand pump (13) is used. If air has entered the system, automatic deaeration occurs when the engine is started via valve (14) on the cylinder head back to tank through the fuel return hose (15). Deaeration of the system after changing the filters is automatically controlled by the valves (19), (25) and (23) in the filter housing. The valves also prevent fuel spillage while changing fuel filters. The filters are to be mounted dry. The manual hand pump (13) in the filter housing is used to pump fuel (non-running engine), in case the fuel system has been completely drained. The non-return valve (24) for the hand pump is located in the fuel filter housing. A WIF (water in fuel) sensor (16) is located in the se through bowl (5) under the pre-filter (4). The sensor indicates when it is necessary to manually drain the bowl (5) using the drain valve (18). The fuel pressure sensor (21) is located on the fuel filter housing, where also the measuring point (20) for manually checking the fuel pressure is located. A fuel heater (22), located in the see-though bowl under the pre-filter, is available as option.
Fuel filter housing The D12D engine has a new type of fuel filter housing which is chassis mounted. The pre-filter and main fuel filter are both 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 from fuel, 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 bleeding 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 which should therefore be mounted dry to reduce the risk of contamination.
Picture text: 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
Oil-bath air cleaner
Oil-bath air cleaner Oil-bath air cleaner is recommended for certain environments.
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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: · perform service methods described in the Service Manuals. · perform inspection of systems according to the Service Manual. · understand wiring diagrams and software descriptions in the Service Manual, related to the cooling fan and brake systems. · find the relevant components on the machine. Picture text:
Cooling Fan and Brake System L60F-L120F Brakes, principle illustration 1. Foot brake valve 2. Accumulators (3 pcs) 3. Hydraulic pumps (P1 and P2) * 4. Hydraulic oil tank 5. Hydraulic pump (P3) 6. Hydraulic oil cooler 7. Central block 8. Axles with wet disc brakes *Note: L60F, L70F and L90F do not have pump P1. Picture text:
Brake System L150F-220F 1.
Accumulators (3 pcs)
2.
Foot brake valve
3.
Hydraulic pump P1
4.
Hydraulic pumps (P2 and P3)
5.
Central valve
6.
Hydraulic fan
7.
Hydraulic oil tank
8.
Axles with wet disc brakes
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1 3
2
5
4
6
12
7
11
8 9
LS-pressure Pump Animation 1 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
Cylinder Control valve Servo valve Control piston Swash plate Displacement spring Drive shaft Cylinder block Spool, pressure compensator Spool, flow compensator Adjustment, standby pressure Adjustment, max. pressure
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Central valve 1 1. Pressure reducing valve: adjustment for max. brake pressure 2. Pressure reducing valve: max. servo pressure 3. Pressure limiting valve: max. steering pressure 4. Priority valve: gives priority to steering for P2 over work hydraulics 5. Shuttle valve: selects the highest LS-pressure from steering or work hydraulics and leads it to flow compensators on P2 6. Shuttle valve: selects the highest pressure from either P3, P1, or P2. P3 gives electric brake charging. P1 and P2 give passive brake charging. 7. Restriction: gives limited flow to PWM2601 (creates pressure difference between PF - LSF) 8. Restriction: removed on L150F-L220F Step III 9. PWM2601 Proportional valve for cooling fan rpm and brake charging (P3) is controlled by V-ECU 10. MA5502 Brake charging valve: limits the flow to the fan to safeguard brake charging. Controlled by V -ECU
Picture text: Click on the yellow symbols in the diagram to show the component.
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. 2. 3. 4. 5.
Piston Adjusting screw for circuit pressure Security seal Adjusting screw for pedal clearance Pressure check connection
SE5205 Sensor, brake lights, output brake pressure.
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New position output brake pressure sensor L150F-L220F
New position output brake pressure sensor L150F-L220F 1. SE5205 Output brake pressure
For affected machines, see SB 520 WLO 12.
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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. 2. 3. 4. 5. 6.
Slide, rear circuit (L60F-L120F) front circuit (L150F-L220F) Slide, front circuit (L60F-L120F) rear circuit (L150F-L220F) Return spring, rear circuit (L60F-L120F) front circuit (L150F-L220F) Return spring, front circuit (L60F-L120F) rear circuit (L150F-L220F) Piston, actuated by foot brake pedal 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 adjusting screw 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 pressed down all the way, the force from the spring (6) is higher and forces down the slides (1 and 2). This opens connections from the pressure channels (SP1 and SP2) and the oil flow is routed to the brakes via channels for output brake pressure BR1 and BR2. The pressure in the brake channels increases and when the pressure matches max. output brake pressure, the pressure (together with the return springs (3 and 4)) will push up the slides (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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HUB 1. 2. 3. 4. 5. 6. 7. 8. 9.
Planetary carrier Planetary Gear Brake piston Sun gear Drive shaft Adjustment brake piston Brake wear indicator pin Brake pressure connection Return springs
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Brake Wear indicator The wear indicator consists of a pin pressed into a spring pin for each individually adapted hub reduction length. The wear indicator is permanently mounted in the axle housing and should be used for checking individual brake disc wear.
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Updated AWB axles
Updated AWB axles The AWB-axles have been updated during the F-series. For relevant serial numbers when the change was introduced, see SB 460 WLO 33 and 460 WLO 34. The following figures of axles show the updated axles. 1. Earlier impeller design 2. New soft brake disc 3. Automatic brake adjuster
Model
Soft brakes, front axle Soft brakes, rear axle
Automatically adjusted brake clearance
L60F No No Yes L70F-L90F Yes No Yes L110F-L120F Yes Yes Yes L150F-L220F Yes Yes Yes
Instructor's guide Goal: The student should be able to describe what the difference is between the new and old axles in the F -series.
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New brake discs
New brake discs The new brake discs have a cork layer between the steel plates. This means that the brakes are applied smoother and that the spring accumulators can be removed. Brake discs with cork are not used on L60F and the rear axle on L70F-L90F. The design of the brake discs has been changed so that the brake disc's impellers can be removed.
For more information, see SB 460 WLO 33, SB 460 WLO 34.
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Wear compensator
Wear compensator A. Brake disc B. Cork layer C. Wear compensator Wear compensator for AWB15 - AWB40. Every brake piston has 8 wear compensators. The wear compensator's clamping spring (green) is in solid contact with the brake piston. The wear compensator's sleeve (blue) with built-in spring decides the piston's permitted return. The wear compensator's bolt head rests against the axle's material, as counterhold for the wear compensator's return spring. When the brake is applied, the brake piston will compress the spring in the sleeve (blue). The friction between the clamping spring (green) and the brake piston is overcome and the brake piston assumes a new position on the clamping spring (green). When the brake pressure is reduced, the brake piston is moved back by the return spring (blue), the clamping spring (green) is fixed in the brake piston due to the friction. Then the brake piston assumes a new starting position, considering the wear of the brake disc. The wear compensator may not be dismantled. When changing brake disc, adjust the wear compensators to basic setting according to instructions in PROSIS.
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Wear compensator AWB50
Wear compensator AWB50 This type of wear compensator is only found in axle AWB50, installed on the front on the L220F. Every hub has 4 wear compensators. The figure shows the wear compensator's position in the hub and a dismantled wear compensator. When changing brake discs, adjust the wear compensator to basic setting according to instructions in PROSIS.
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Brake diagram, principle
Principle illustration, brake system 1. 2. 3. 4.
Central block Fan Accumulator block Parking brake
Show the function for SE5205: · brake lights · transmission disengagement · output brake pressure
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Brake system, details, animation For more information, read the text in the animation.
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Parking brake
L60F-L90F
L110F-L220F
Parking brake Parking brake L60 - L90F The parking brake is a disc brake located externally on the hydraulic transmission's front output shaft. Parking brake L110 - L220F The parking brake is a disc brake located on the front output shaft in the transmission. For forced release (mechanical release) of the parking brake, see instructions in PROSIS FGI 176 Action in emergency situation as well as SB 551 WLO 9.
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Function description, parking brake
Function description, parking brake 1. Central block 2. Accumulator block 3. Parking brake Application When SW5501 is pressed in (upper position) or the engine is turned off, MA5501 has no voltage supply. The oil from the hydraulic pumps (via central block and brake accumulator block) cannot pass through the parking brake valve to the parking brake, which means that the parking brake is applied due to the spring force. SE5503 becomes pressureless and gives signal to the V-ECU about this, and the control light for parking brake is activated (if the ignition is on). Release When SW5501 is released, MA5501 is supplied with voltage. The oil from the hydraulic pumps (via central block and brake accumulator block) can pass the parking brake valve, and the parking brake is pressurized. The hydraulic oil pressure overcomes the spring force, and the parking brake is released. SE5503 is also pressurized and gives signal about this to V-ECU, and the control light for parking brake goes off. A warning will be shown on the operator's panel if the operator selects directional gear forward or reverse even if the parking brake is applied. If the warning is ignored, the parking brake will be released automatically when the engine speed exceeds 1,600 rpm. Picture text:
Wiring diagram 501
Wiring diagram 501 ECU-controlled parking brake. With applied parking brake, MA5501 has no voltage.
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Wiring diagram 501 SW5501 OFF – Parking brake applied
Wiring diagram 501 Parking brake according to ISO15998. ECU cannot affect MA5501 directly. With applied parking brake, MA5501 has no voltage. See the animation for conditions that must be fulfilled before the parking brake can be released. Reference: SB 300 WLO 31. Animation, step 1: SW5501 OFF Brake applied The parking brake is applied when the engine is turned off. Parking brake switch SW5501 is in position OFF. When the engine is started again, the parking brake will still be applied. Animation, step 2: SW5501 from OFF to ON To release the parking brake you have to move switch SW5501 from OFF to ON, only then is it possible to obtain feed from the V-ECU to solenoid valve MA5501. Animation, step 3: SW5501 ON Parking brake applied When switch SW5501 is changed to position ON, feed comes from the V-ECU via VB53 and SW5501 pos. 1 -2. A self-holding function is generated for RE5502 (pos. 86). RE5502 switches to pos. 30-87. Animation, step 4: SW5501 from ON to OFF RE5502 is still activated. SW5501 from ON to OFF Animation, step 5:
Cooling system, principle
Cooling system 1 Radiator and intercooler 2 Diesel engine 3 Cab heating 4 Hydraulic oil tank 5 Hydraulic oil tank and transmission oil cooler 10 To brake system Fan depending sensors: SE2602, coolant temperature, outlet radiator SE2601, Fan speed SE2501, Inlet air temperature SE2507, Charge air temperature SE2606, Coolant temperature. engine SE4903, Transmission oil temperature SE5201, Axle temperature, front (option) SE5202, Axle temperature, rear (option) SE8709, Air condition pressure (option) SE9102, Hydraulic oil temperature When the engine is running but cold, the fan will rotate at base speed of approximately 400 rpm. From the various temperature sensors, the V-ECU receives information if any system requires cooling. Depending on how the machine is equipped, some parameters must be set by the tool VCADS Pro. For example; - ECC - Axle oil cooling - Reversible fan (installed/not installed, intervals) - Fan mode (sound mode, can also be set by Display) With ACC installed, the fan's basic speed is approx. 500 rpm. With axle oil cooling installed, base speed will drop approx. 100 rpm.
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Cooling fan system, details Animation For more information, read the text in the animation. Practical Exercise Cooling Fan. See the symbol for practical exercise, the adjustable wrench.
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Cooling Fan and Brake System, L60F-L70F A P2 Brake, servo hydraulics, working hydraulics and steering B P3 Cooling fan and brake charging C Hydraulic oil filter D Central valve G Fan motor L Footbrake valve M Accumulator block, brake N Parking brake O Hydraulic oil cooler
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Cooling Fan and Brake System, L90F 2 Hydraulic oil cooler 6 Central valve 7 Footbrake valve 10 Fan motor 11 Hydraulic oil filter 12 P2 Brake, servo hydraulics, working hydraulics, and steering with PWM 9133 12 P3 Cooling fan and brake charging 15 Accumulator block, brake 16 SE9107 17 Parking brake
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Cooling and Brake System, L110F-L120F P1: Prioritised to working hydraulics. P2: Prioritised to steering. P3: Cooling fan and electric brake charging. C: Hydraulic oil filter D: Central valve G: Fan motor L: Footbrake valve M: Accumulator block, brakes N: Parking brake O: Hydraulic oil cooler Z: Pressure check connection P1 and P2, located under steps on left side Q: PWM 9133 valve, hydraulic power control Spring accumulators for brakes are only found on machines according to SB 460 WLO 33, machines after this serial number do not have these accumulators. Brake discs with cork layer replace.
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Cooling and Brake System, L150F-L220F 1: Spring accumulators for brakes, NOT L220F and not machines according to SB 460 WL0 34 2: P1: Prioritised to working hydraulics. 6: Central valve 7: Footbrake valve 10: Fan motor 11: Hydraulic oil filter 12: P2: Prioritised to steering. 12: P3: Cooling fan and electric brake charging. 13: Hydraulic oil cooler 15: Accumulator block, brakes 17: Parking brake 21: Valve block reversible fan (optional equipment) 23: Connection block 25: Pressure check connection P1 and P2, located under steps on left side. Only certain machines, see SB 913 WLO 40. 27: Hydraulic power control PWM9132 std. L220F, option on L150F-L180F
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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: · perform service methods described in the Service Manuals. · perform inspection of systems according to the Service Manual. · - To understand wiring diagrams and software descriptions in the Service Manual, related to the steering systems. · find the relevant components on the machine. Picture text:
Steering System, principle The steering system is hydrostatic load-sensing (LS) and consists of a hydraulic pump (P2), steering valve, shift valve L110F-L220F, two accumulators, and two steering cylinders. Pump 2 (P2) is a variable axial piston pump which is located on the transmission's power take-off. P2 supplies the central block with oil. The central block distributes oil and pressure to the brakes, steering (priority for P2), servo and working hydraulics. The function of the shift valve is to connect the steering cylinder's minus side to increase the steering force when high pressure is needed, approx. 20 MPa (200 bar), (2,900 psi). Which cylinder's minus side is connected depends on in which direction the machine is being steered. The accumulators give smooth steering by damping pressure peaks.
1. 2. 3. 4. 5. 6.
Steering valve Hydraulic tank Steering cylinder (2 pcs.) Accumulator (2 pcs.) Central valve Central block Hydraulic pump
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Steering valve To Pump P2 Shift valve Differential block
To Differential block
From Pump P2
Steering valve Steering valve connection P2 is connected to secondary steering differential block. LS is connected to P2, Shift valve, and the secondary steering's differential block
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Steering valve, neutral
1035614
Steering valve, neutral When the steering valve is stationary it is in neutral position, which means closed center. The pump angles down and only delivers 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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Steering System, Overview Animation For more information, read the text in the animation. Picture text:
Pump 2 L60F-L70F 1 Neutral - stand-by pressure and minimal flow 2 Steering working pressure and flow 3 End-position max. pressure and minimal flow
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Pump 2 L90F 1 Neutral - stand-by pressure and minimal flow 2 Steering working pressure and flow 3 End-position max. pressure and minimal flow
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Pump 2 L110F-L120F 1 Neutral - stand-by pressure and minimal flow. 2 Steering working pressure and flow. 3 End-position max. pressure and minimal flow. Picture text:
Steering System 2, Details Animation L150F-L220F For more information, read the text in the animation Picture text:
Central valve 1 1 Pressure reducing valve: adjustment max. brake pressure 2 Pressure reducing valve: max. servo pressure 3 Pressure limiting valve: max. steering pressure 4 Priority valve: gives priority to steering for P2 over work hydraulics 5 Shuttle valve: selects the highest LS-pressure from steering or work hydraulics and leads it to flow compensators on P1 and P2 6 Shuttle valve: selects the highest pressure from either P3 or P1, P2 P3 give electric brake charging P1 and P2 give passive brake charging. 7 Restriction: gives limited flow to MA5502 (creates pressure difference between PF LSF) 8 Restriction: Only L60F-L120F 9 PWM2601 Proportional valve for cooling fan rpm and brake charging (P3) is controlled by V-ECU 10 MA 5502 Brake charging valve: limits flow to the fan to safeguard brake charging. Controlled by V-ECU (from SE5218). Practical Exercise Steering. See the symbol for practical exercise, the adjustable wrench.
Picture text: Click on the yellow symbols in the diagram to show the component.
Central block, cut-away view L60F-L120F
C-block, cut-away view L60F-L120F This central block is found on machines according to SB WLO 912 117K. 1. Max brake pressure 2. Max servo pressure 3. Max steering pressure 4. Spring for priority valve 5. Shuttle valve 6. Chamber where PS acts against the spring force. 7. Channel from PS to pos. 6. 8. Restriction for LS pressure from steering 9. Priority slide 10. Drain hole to LSS. 11. Connection to chamber (6) 12. Non-return valve P. Working pressure from Pump 2 PS. Output pressure steering. PW. Output pressure working hydraulics. LSP. LS-pressure to pump 2. LSS. LS pressure from steering.
Step 1 Hydraulic diagram of central block. Step 2 Central block cut-away view, main components marked. Step 3 Start position. The priority slide provides connection between P and PS using the spring force (4).
Central block, cut-away view L150F-L220F
C-block, cut-away view L150F-L220F 1. Max brake pressure 2. Max servo pressure 3. Max steering pressure 4. Spring for priority valve 5. Shuttle valve 6. Chamber where PS acts against the spring force. 7. Channel from PS to pos. 6. 8. Restriction for LS pressure from steering 9. Priority slide P. Working pressure from Pump 2 PS. Output pressure steering. PW. Output pressure working hydraulics. LSP. LS-pressure to pump 2. LSS. LS pressure from steering.
Step 1 Hydraulic diagram of central block. Step 2 Central block cut-away view, main components marked. Step 3 Start position. The priority slide provides connection between P and PS using the spring force (4). Step 4 The stand-by pressure builds up on PS when the steering valve is in neutral position. The pressure propagates from PS via the restriction (7) through the slide to the chamber (6). The pressure in the chamber (6) acts on the slide's left surface, the right surface is acted on by the spring force (4). When the pressure in the chamber (6) becomes grater than the spring force, the slide moves to the right in the figure and restricts the connection P to PS to instead open the connection between P and PW.
Shift valve 1, 3, 5, 6, 7, 8, 9,
2, 10, Non return valves 4, Restrictions Damping piston Piston Control spool Anti-cavitation 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 neutral position and only stand-by pressure builds up in the shift valve up to the control slides (7) and in damping pistons (5) via non-return valves (2) and restrictions (3) and (4). Via the control slides (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 slide (9). Oil in the LS-channel is trapped due to the non-return valve (10). 2. Light conditions, pump pressure below 20.0 MPa (2,900 psi). LS-pressure below 17.5 MPa (2,538 psi) Oil from the steering valve enters at connection R1, passes to the left steering cylinder's plus-side from connection R2 and affects the directional slide (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 slide (7). The right steering cylinder s minus - side is filled with oil from the return side via the control slide (7). The right steering cylinder's minus-side is filled with oil from the return side via the control slide (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 to the left, the sequence of events is opposite to that described above. 3. Heavy conditions, pump pressure above 20.0 MPa (2,900 psi). LS-pressure above 17.5 MPa (2,538 psi) The starting position is the same as for steering under light conditions. The LS-pressure affecting the piston (6) will, due to the area difference between the piston and control slide (7), begin to displace the control slide which presses on the damping piston (5). First, the oil in the piston is drained through restrictions (3) and (4). Before the control slide (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 (2,538 psi) for a short period. Consequently, the machine is steered with oil to the left steering
Steering L60F-L70F B Hydraulic oil pump, P2, steering, brake, servo and working hydraulics E Hydraulic oil filter D/6 Central block F Valve block H/18. Steering valve Picture text:
Steering L90F
6: Central valve 11: Hydraulic oil filter 12: Hydraulic oil pump, P2, steering, brake, servo and working hydraulics 16: LS collection block SE9107 18: Steering valve F: Valve block
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Steering L110F-L120F 6 Central valve 11 Hydraulic oil filter 12 Hydraulic pumps 16 Shift valve 18 Steering valve 22 Pressure sensor, LS-pressure 23 Collection block, LS-pressure 25 Pressure check connection P1 and P2, located under steps on left side. Only early machines.
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Steering L150F-L220F 2Hydraulic oil pump, P1, working hydraulics, servo and (passive) brake charging 6 Central valve 11 Hydraulic oil filter 12 Hydraulic oil pump, P2, steering, working hydraulics, servo, and (passive) brake charging (priority for steering) 12 Hydraulic oil pump, P3, cooling fan, (electrically controlled) brake charging 16 Shift valve 18 Steering valve 23 Collection block, LS-pressure 25 Pressure check connection for P1 and P2, located under steps on right side. Only early machines. 27 PWM9132, Power control. Only L220F
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Steering
to Pump 2 Shift valve Differential block
Secondary steering The secondary steering is equipment used to generate steering pressure when the ordinary steering pump does not deliver enough flow. Every time that the starter motor is activated, an automatic test of the secondary steering pump is initiated. The test continues until SE6407 gives a signal indicating that the test's steering pressure has been reached, which usually takes place within one second. If the test's steering pressure is not reached within five seconds, the message 'Check secondary steering pump' will be shown on the operator's display. When the steering wheel is turned, an LS-pressure is generated from the steering valve that, via the central block, activates hydraulic pump P2 which is to deliver the requested flow. At the same time, the LS -pressure activates SE6403. If P2 does not deliver enough flow, SE6403 closes and signal is sent to the VECU that the steering pressure is low. On the operator's display, a red central warning is shown as well as the message 'Warning Stop the Vehicle', followed by 'Warning Low Steering Pressure'. At the same time, the V-ECU sends signal via RE6401 to MO6401, which starts and drives the secondary steering pump, which in turn supplies the steering valve with oil so that the machine can be steered. See also 370, wiring diagram 604 and 990, hydraulic diagram, complete. 3
Picture text: 1 Secondary steering pump 2 SE6407 3 Non-return valve 4 SE6403
Secondary steering, function principle
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" is shown on the operator's display. 2. When the engine has started, pump P2 delivers stand-by pressure, see the animation. When steering, an LS-signal 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 RE6401 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.
Software Input signals
Conditions for output functions
- VCADS Pro parameter HKW "0, 1, 2, 3" (a) - VCADS Pro parameter HKV: 0–9900 kPa (b) - VCADS Pro parameter HKU: 0–5 seconds (c) - Secondary steering pressure, SE6407 - Differential pressure steering, SE6403 - Engine On/Off - Speed, SE4307
Overall conditions for the function - VCADS Pro parameter HKW = 1
- Monitoring, SE6403 and
Start of secondary steering pump for secondary steering: - Speed higher than 3 km/h (2 mph) for more than 5 seconds - Differential pressure steering low for more than 0.5 seconds
- RE6401, start secondary steering pump MO6401 - Red central warning - Warning "Low steering pressure"
Automatic function test of secondary steering at engine start:
- Secondary steering pressure does not reach the value of parameter HKV within the value for parameter HKU
- RE6401, start secondary steering pump MO6401 Secondary steering pump runs until the secondary steering pressure is higher than the value for HKV or reaches the value for HKU - Check "Secondary steering pump not working"
- System failure, open circuit or short-circuit See Diagnostics
Amber central warning - Check "Secondary steering failure"
- Engine On - Secondary steering pressure reaches the value of parameter HKV within the value for parameter HKU
a) Parameter HKW activates secondary steering. "0, 2, and 3"=Not applicable, "1"=Installed with automatic test b) Parameter HKV set to min. test pressure c) Parameter HKU is the test time
Software, Secondary steering Conditions for function of secondary steering. Picture text:
Output functions
The following applies in case of incorrect input signals: Input signal Assumed value in case of failure VCADS Pro parameter HKW “1” VCADS Pro parameter HKV "9900" which is a value that can never be reached in reality since the secondary steering pump can't do it. VCADS Pro parameter HKU “5” Secondary steering pressure, SE6407 0 MPa Differential pressure steering, SE6403 low Speed, SE4307 4 km/h (2.5 mph) oEngine On/Off Off
Hydraulic System, Study guide Topics: Hydraulic systems on the different machines, including service and trouble-shooting procedures and tools. Objectives: After completing this section, the student should be able to: · perform service methods described in the Service Manuals. · perform inspection of systems according to the Service Manual. · understand wiring diagrams and software descriptions in the Service Manual, related to the hydraulic systems. · find the relevant components on the machine. Picture text:
Hydraulic System Principle L60F-L120F 1. 2. 3. 4. 5. 6. 7. 8.
Hydraulic tank Pump 1 and Pump 2 Pump 3 Central valve Servo valve Main control valve Cooling Fan Accumulator, servo pressure
Note: L60F-L90F do not have pump P1 Picture text:
Hydraulic system L60F-L70F
Hydraulic system L60F-L70F 1. 2. 3. 4. 5. 6. 7. 8.
Central valve Fan motor Accumulator block, service brakes Parking brake Control valve Servo valve Steering valve Steering cylinders
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Hydraulic System L90F 1. 2. 3. 4. 5. 6. 7. 8.
Central valve Fan motor Accumulator block, service brakes Parking brake Control valve Servo valve Steering valve Steering cylinders
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Input signals power control
n
Input signals Input signals and PWM9133. (Principle illustration). SW4205 Gear selector steering column, determines directional gear SE2702 Measures accelerator pedal's position SE2701 Measures engine rpm on crankshaft SE2508 Senses pressure of charge-air. The sensor is combined with SE2507, charge-air temperature. PWM9133 Controls the LS-pressure for the electrically controlled hydraulic pump. For more specifications and functions see Service Manual.
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Power control PWM 9133, L90F P2 pump L90F with the PWM9133 valve, used for the electrical control of the hydraulic LS signal.(prevent engine stalling)
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Electrically controlled pump L90F LS pressure sensor
Electrically controlled hydraulic pump P2 pump L90F with the PWM9133 valve, used for the electrical control of the hydraulic LS signal.(prevent engine stalling) Pump and LS-sensor SE9107 installation. Picture text:
Power-controlle
Power-controlled pump 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
Load Control valve Servo valve Control piston Swash plate Displacement spring Drive shaft Cylinder block Spool, pressure compensator Spool, flow compensator Adjustment, standby pressure Adjustment, max. pressure
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Hydraulic System 1. 2. 3. 4. 5. 6. 7. 8. 9.
Central valve Fan motor Accumulator block, service brakes Parking brake Shift valve Control valve Servo valve SE9107 PWM9133
NOTE! On L110F and L120F, PWM9133 is installed on P1. Picture text:
L110-120F, LS Cut off PWM 9133
PWM9133 Out-put control pump 1 (P1) PWM9133 is controlled by V-ECU and the in-put signal from sensors on the engine and LS pressure.
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LS sensor L110 - 120F, SE 9107
LS sensor L110 - 120F, SE 9107 LS connection block is placed between the central block and the main block with SE9107 SE 9107 LS pressure sensor
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Hydraulic System 1. 2. 3. 4. 5. 6. 7.
Central valve Fan motor Accumulator block, service brakes Parking brake Shift valve Control valve Servo valve
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Hydraulic System 1. 2. 3. 4. 5. 6. 7. 8.
Central valve Fan motor Accumulator block, service brakes Parking brake Shift valve Control valve Servo valve PWM9132
Power control via PWM9132 at engine speeds below approx. 1,000 rpm. There is no sensor that measures LS-pressure on L220F.
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LS-control L220F, PWM 9132
Tank
LS-control L220F, PWM9132 The function controls hydraulic power use when there isn't enough torque from the engine. Control takes place by reducing the current to proportional valve PWM9132. When this takes place the LSpressure is drained to tank. P1 receives a weaker signal and controls the flow to the working hydraulics, with reduced power use as a result. Power control takes into consideration atmospheric pressure, boost pressure, gas pedal position, and directional gear to make sure that the engine does not stop when the load increases in the hydraulic system. SE9107 which is used for power control on smaller machines is not installed on L220F. The symbol in the hydraulic diagram is drawn when the valve is not controlled, that is, the PWM-valve is fed with max. current.
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Servo Lever, adjustment MA9141 MA9142 MA9143 MA9144 A.
Hold Hold Hold Hold
solenoid, Automatic tilt (bucket position) solenoids, Automatic lift (boom kick out) solenoid float mode solenoid, 3rd hydraulic function
Adjust the distance between the levers' adjusting screw and thrust pin
B. Adjustment of sensing position is performed with adjusting screws (1). The sensing position is the position before the hold solenoid is activated. The force required to pass sensing position is adjusted with thrust pin (2). C. The sensing position should be obtained at a distance of 2-3 mm between the solenoid and stop washer (3). Adjust with spacers behind the hold solenoid.
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Quick coupling for servo levers
Quick-couplings for servo levers Quick-coupling for servo lines make it easy to remove the servo valve. Picture text:
Servo valve Animation In principle, the servo valve functions as a pressure reducing valve. In the neutral position, the valve spool closes off the servo pressure supply while the connection to the control valve is connected to the tank. When the actuation pin (3) is acted on by the lever (function activated), the servo spool (4) is pressed down by the spring (5) and first closes the tank connection. As the movement continues, the valve spool connects the servo pressure supply to the control valve. The output servo pressure also acts on the valve spool which is pressed up against the spring. When the output pressure reaches a value corresponding to the lever stroke and thus the spring force, the valve closes. This results in a controlled oil pressure acting on the spool in the control valve. As the valve spool in the servo valve opens, an immediate, start pressure, is obtained, which is the pressure that is able to move the spool to the start position. The start pressure results in the movement of the respective spool in the control valve to a position just before the connection to the hydraulic cylinder is opened. Between the start position and the mechanical sensing position of the servo lever, output pressure is regulated proportionally by lever movement. The servo valve is in the sensing position when extra resistance is felt in the lever. Output servo pressure in the sensing position is the pressure needed to press the spool in the control valve to its end position. When the sensing position is passed, a so-called forced opening is obtained and the output servo pressure increases to the same level as the input servo pressure. Sensing position is available for functions with hold (detent) solenoid, that is, lower (float position), lift and tilt back.
Picture text: 1. Pump 2. Servo lever. 3. Actuation pin. 4. Servo spool. 5. Spring for balancing Spool 3 against the outgoing Servo
L60F-L90F Tilt in
Control valve L60F - L90F Components in the System: 1 Tilt Spool 2a Load holding valve. Tilt out. 2b Load holding valve. Tilt in. 3a Pilot valve. Tilt out. 3b Pilot valve. Tilt in. 4a/b Combined shock and anti-cavitation valve. A) Tilt in and B) Tilt out 5 Back-up Valve. 6 LS channel. 7 Spool spring. 8 Shuttle valve (LS pressure). 9 Cylinder. 10 Variable Pump. The servo pressure acts on the slide (1) and the pilot valve (3b). The pilot valve (3b) moves upwards, the slide (1) moves to the left and creates a connection to the load holding valve (2a). When the slide (1) moves to the left, an LS-connection is created through the LS-channel to the shuttle valve (8) and continues via the central block to the pump's flow compensator (10). The pump (10) reacts and starts to deliver a higher flow to load holding valve (2a). Load holding valve (2a) opens and the flow continues to the tilt cylinder's plus-side (9). The cylinder (9) starts to move out and a return flow lifts load holding valve (2b), which means that the oil can continue to the back-up valve (5). The back-up valve (5) opens but keeps enough pressure in the valve house for afterfilling, if necessary. Picture text:
L60F-L90F Tilt-shock
Control valve L60F - L90F 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 (4a). Oil is directed to the back-up valve (5) that prevents cavitation by restricting the return flow to tank, that way sending the oil to anti-cavitation valve 4b. The anti-cavitation function in the right shock valve (4b) 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: Atmospheric pressure or lower pressure Blue:Return oil Orange: Stand-by pressure
L60F-L90F Lower
Control valve L60F - L90F Servo pressure act on the left side of the spool (1) and on the pilot spool (3a) as well as on the float position spool (8). The float position spool is not moved until the servo pressure is above approx. 2 MPa (20 bar) (290 psi). The oil from the hydraulic oil pump opens the right load holding valve (2b) and is directed on to the lift cylinder's minus side. At the same time, oil is delivered thorough the LS- channel (11) to the LS-port's lift section, lower and then continues to the shuttle valve (10) that is moved to the left. The oil then continues to the pump's flow compensator. The oil from the plus side of the lift cylinder opens the left load-holding valve (2a) and is directed via the spool (1) to the back-up valve (6) and then to the tank. Picture text: Red: Pressure oil Green: Atmospheric pressure or lower pressure Orange: Servo pressure Blue:Return oil
L60F-L90F Float mode
Control valve L60F - L90F Servo pressure act on the left side of the spool (1) and on the pilot spool (3a) as well as on the float position spool (8). When the lowering lever's sensing position is passed, the servo pressure increases to higher than approx. 2 MPa (20 bar) (290 psi) and forces down the float mode slide (8). The servo pressure can now be directed to the pilot spool (3b). The spring side on load-holding 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. Picture text: Green: Atmospheric pressure or lower pressure Orange: Stand-by pressure, servo pressure Blue:Return oil
Control valve L60F - L90F 1Tilt spool 2Pilot spool 3Tilt out (-), load-holding valve/return tilt in 4Pilot spool for (5) 5Tilt in (+), load-holding valve/return tilt out 6Shuttle valve, LS tilt/lift 7Pressure back-up valve 8Tilt (-), chock/anti-cavitation valve 9Tilt (+), chock/anti-cavitation valve 10 Pilot spool for (11) 11 Lift (+), load-holding valve/return lower 12 Pilot spool for (13) 13 Lower (-), load-holding valve/return lift 14 Float position slide 15 Non-return valve 16 Anti-cavitation valve, lower 17 Shock valve, lift 18 Restriction 19 Lift spool 20 Float position piston 21 Pressure check point, servo-pressure, tilt in 22 Pressure check point, LS-pressure, tilt 23 Pressure check point, LS- pressure, lift 24 Pressure check point, servo pressure, lift 25 Pressure check point, servo pressure, lower B1 Outlet pressure, tilt cylinder s minus side A1 Input pressure from pump LS LSW-signal to central valve D Drain TReturn to tank PSS Servo pressure, tilt out PS Servo pressure, lower PSL Servo pressure, tilt in
Hydraulic Diagram, Control Valve L60F-L90F 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
Tilt spool Pilot spool for (3) Tilt out (-), load-holding valve/return tilt in Pilot spool for (5) Tilt in (+), load-holding valve/return tilt out Shuttle valve, LS tilt/lift Pressure back-up valve Tilt (-), chock/anti-cavitation valve Tilt (+), chock/anti-cavitation valve Pilot spool for (11) Lift (+), load holding valve, return lower Pilot spool for (13) Lower (-), load-holding valve/return lift Float position slide Non-return valve (tilt in/lower) Anti-cavitation valve, lift Shock valve, lift Restriction Lift spool Float position piston
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Working hydraulics, principle L150F-L220F
Working hydraulics, principle L150F-L220F 1. 2. 3. 4. 5. 6. 7.
Hydraulic tank Pump 1 Pump 2 and Pump 3 Central valve Servo valve Main control valve Cooling Fan
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L110F-L220F Lower
Control valve L110F - L220F 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
Control valve L110F - L220F
Control valve L110F - L220F 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.)
L110F-L220F Float mode
Control valve L110F - L220F 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.)
Control valve L110F - L220F
Control valve L110F - L220F 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 ensures that cavitation is avoided when the height of the lift arms changes rapidly. Picture text: Red: Pressure oil Green: Non-pressurized return oil, tank connection Orange: Stand-by pressure Blue:Increased return pressure (back-up pressure)
Control valve L110F - L220F
Control valve L110F - L220F 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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Control valve L110F - L220F
Control valve L110F - L220F 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:
L110F-L220F Tilt in
Control valve L110F - L220F 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
L110F-L220F shock
Control valve L110F - L220F 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
Control valve L110F - L220F
Control valve L110F - L220F 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 slide that drains the load holding valve's (2) spring side to 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, tank connection Violet: Trapped oil Blue:Increased return pressure
Shock and anticavitation valve L110F-L220F
Shock and anti-cavitation valve L110F-L220F 1. 2. 3.
Shock/anti-cavitation valves Channel to load holding valves Return channel
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Control valve 26 7 22 23 6
5
13 22
4
C B 27 3
25
24
D
2
D
14
A 1
A
B
9
B
18 24
D
12
20
21
Control valve 1 Control valve, seen from the machine s right side 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.
Spool, lift/lower function Plug lift + Slide, tilt function Pressure check connection, shock pressure on the tilt cylinder's plus side Load holding valve, tilt function Back-up valve, return pressure Load holding valve, tilt function Shock valve/anti-cavitation, tilt out Anti cavitation valve, lower function Shock valve/anti-cavitation, tilt in Shock valve, lift function LS non-return valves Pressure check connection, shock pressure, tilt cylinder minus-side Float mode sequence valve
18.
Load-holding valves lift
20. 21. 22. 23. 24. 25. 26. 27.
LS bleed valve (volume flow regulator) LS connection Pilot valve tilt Float position piston Pilot slide lift Non-return valve tilt in, servo pressure to lower function Float position spring Restriction for tilt and lower
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10,11
C
8
Control valve L110F - L220F 1Lift spool 2Pilot spool for (3) 3Lift (+), load-holding valve/return lower 4Shock valve, lift 5Pilot spool for (6) 6Shuttle valve, LS tilt/lift 7Anti-cavitation valve, lower 8LS non return valve, lift 9LS non return valve, lower 10 Float position piston 11 Float position slide 12 Non-return valve 13 Tilt spool 14 Pilot spool for (15) 15 Tilt in (+), load-holding valve/return tilt out 16 Tilt (+), chock/anti-cavitation valve 17 Pilot spool for (18) 18 Tilt out (-), load-holding valve/return tilt in 19 Tilt (-), chock/anti-cavitation valve 20 LS non return valve, tilt in 21 LS non return valve, tilt out 22 LS Bleed of valve 23 Pressure back-up valve B1 Outlet pressure, tilt cylinder s minus side A1 Outlet pressure, tilt cylinder s plus side A2 Outlet pressure, lift plus-side PInput pressure from pump LS LSW-signal to central valve D Drain TReturn to tank PSS Servo pressure, tilt out PS Servo pressure, lower PSL Servo pressure, tilt in
Control valve L110F-L220F - new design
Control valve L110F-L220F - new design New design control valve has been introduced on machines according to information in SB 912 WLO 144.
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Control valve L110F-L220F - new design
Control valve L110F-L220F - new design
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Control valve, new design
Control valve - new design The figure shows position and appearance of some of the more important components. A. Pressure back-up valve B. Shock/anti-cavitation valve (Tilt +/-) C. Shock valve (Lift +) D. Anti-cavitation valve (Lift -) E. Sequence valve/Pilot valve F. Load holding valves G. Flow regulator (LS-bleed off) H. LS non-return valve I. Float position slide
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Control valve, hydraulic diagram
Control valve, hydraulic diagram
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Hydraulic diagram L60F - L70F B Hydraulic oil pump, P2, steering, brake, servo and working hydraulics C Hydraulic oil filter D Central valve P Servo valve Q Load lowering block, load lowering accumulator S Solenoid valve, differential lock V Control valve Picture text:
Hydraulic diagram L90F B Hydraulic oil pump, P2, steering, brake, servo and working hydraulics C Hydraulic oil filter D Central valve P Servo valve Q Load lowering block, load lowering accumulator S Solenoid valve, differential lock V Control valve Picture text:
L110F, L120F, Lift, tilt and float function 6 Central valve 8 Solenoid valve, differential lock 11 Hydraulic oil filter 12 Electrically controlled hydraulic oil pump P1, work hydraulics, brakes, and servo system 12 Hydraulic oil pump, P2, Steering, work hydraulics, brakes and servo system (priority for steering) 12 Hydraulic oil pump, P3, cooling fan and electric brake charging 13 Load lowering block, load lowering accumulator 14 Servo valve 20 Control valve 22 PWM9133/SE9107, Hydraulic power control 23 Collection block, LS-pressure 25 Pressure check connection P1 and P2, located under steps on left side
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L110F -L120F Working hydraulics, brakes 6 Central valve 7 Footbrake valve 8 Solenoid valve, differential lock 10 Fan motor 11 Hydraulic oil filter 12 Hydraulic oil pump, P3, cooling fan and electric brake charging 12 Hydraulic oil pump P1, P2, brake, servo hydraulics, work hydraulics and steering - (P2 is prioritized for steering). 13 Load lowering block, load lowering accumulator 14 Servo valve 17 Parking brake 20 Control valve 23 Collection block, LS-pressure
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L150F-L220F, Lift, tilt and float function 2 Hydraulic oil pump, P1, work hydraulics, brakes, and servo system 3 Leak-oil filter 6 Central valve 8 Solenoid valve, differential lock 11 Hydraulic oil filter 12 Hydraulic oil pump, P2, Steering, work hydraulics, brakes and servo system (priority for steering) 12 Hydraulic oil pump, P3, cooling fan and electric brake charging 13 Load lowering block, load lowering accumulator 14 Servo valve 25 Collection block, LS-pressure 20 Control valve 27 Solenoid valve, Hydraulic power control std. L220F (optional equipment L150F-L180F)
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Drivetrain, study guide Topics: Basic design of the HTE100 transmission, wiring diagrams related to HTE100, basic design of the HTE200 and 300 transmissions, wiring diagrams related to HTEXXX, design of diff lock engagement of AWB15/30/40B, AWB25 and AWB50, planetary gear AWB25 and AWB40B, including service and troubleshooting procedures and tools. Objectives: After completing this section, the student should be able to: · understand the basic design of all transmissions in machines L60F-L220F · perform service methods described in the Service Manuals. · perform inspection of systems according to the Service Manual. · understand wiring diagrams and software descriptions in the Service Manual, related to the transmissions. · find the relevant components on the machine.
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Torque converter
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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Film Show the film!
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HTE 110/120/125 – New Transmission for L60/L70/L90F
Drivetrain Torque converter single-stage Transmission Volvo countershaft transmission with single lever control. Fast and smooth gearshifting between forward and reverse with Pulse-Width Modulation (PWM) valve. Transmission Volvo Automatic PowerShift (APS) gearshifting system with fully automatic shifting 1-4 and mode selector with 4 different shifting programs, including AUTO-mode.
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News HTEXX
News HTE 1xx
Picture text: Click on the red circles.
HTE 1xx sensors
HTE 110, 120, 125 Transmission, position sensors SE2704, SE4213, SE4307, SE4901, SE4902, SE4903,
engine rpm turbine rpm output rpm, transmission transmission oil pressure pressure monitor, clogged transmission oil filter transmission oil temperature
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Pump with built-in by-pass valve
Pump with built-in by-pass valve The pump has an overflow valve Picture text:
HTE 100 – gear selector valves
HTE 100 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
gear selector valves
Pressure check connection, Pressure check connection, Pressure check connection, Pressure check connection, Pressure check connection, Pressure check connection, PWM-valve, 1st gear (SB) PWM-valve, 3rd gear (SF) PWM-valve, 2nd gear (SC) PWM-valve, forward (SA) PWM-valve, reverse (SD) PWM-valve, 4th gear (SE)
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reverse (R) 4th gear (4) forward (F) 2nd gear (2) 1st gear (1) 3rd gear (3)
Pressure Control Valve Block
Pressure Control Valve Block 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
Pressure check connection, Pressure check connection, Pressure check connection, Pressure check connection, Pressure check connection, Pressure check connection, PWM-valve, 1st gear (SB) PWM-valve, 3rd gear (SF) PWM-valve, 2nd gear (SC) PWM-valve, forward (SA) PWM-valve, reverse (SD) PWM-valve, 4th gear (SE)
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reverse gear (R) 4th gear (4) forward (F) 2nd gear (2) 1st gear (1) 3rd gear (3)
Clutch shaft
HTE100-HTE300
Clutch shaft 1/2 Clutches filled with oil also when not activated, this to give quicker and more repeatable behaviour. To avoid self-activation at high rotation speed, there are disc springs instead of a helical coil spring and gear clutches also have pressure balancing pistons. To reduce the risk for air coming into the system a brim drainage has been introduced on the gear shifting valve. Sheet metal piston design with vulcanized rubber seals
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Clutch shaft F/3 and B/4
Clutch shaft F/3 and B/4 Hydraulic clutch Forward/ 3rd gear and Reverse/4th gear is identical regarding the clutches. The piston seals are replaceable. Balancing Piston is not necessary because the rotation speed is low. Picture text:
Intermediate shaft in the dropbox
Intermediate shaft in the dropbox New shape of gears to reduce noise. Gear teeth width extended compared to HT 100 transmissions. The material is hardened for higher capacity. Bearings for 2nd gear intermediate shaft (higher load capacity) Picture text:
Schematic HTE1xx
Diagram HTE1xx 1. 2. 3. 4. F. R.
SB PWM-valve, 1st gear SC PWM-valve, 2nd gear SF PWM-valve, 3rd gear SE PWM-valve, 4th gear SA PWM-valve, forward SD PWM-valve, reverse
5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.
Transmission oil cooler Lubrication oil pressure valve Pressure check connection, lubrication oil pressure Safety valve Torque converter Main pressure limiter Transmission oil pump Filter holder with filter and overflow valve Pressure check connection, main pressure Pressure check connection, torque converter pressure Pressure control valve PWM-valves and pressure check connections
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Pressure Limiting Valve, location
Pressure Limiting Valve, location Pressure check connection 1. Lubrication oil pressure 2. Torque converter pressure 3. Main pressure 4. SE4903, temperature 5. SE4901, pressure 6. Connection, suction pipe 7. Filter connection 8. Pump Picture text:
Wiring diagram 408
Wiring diagram 408 Gear selector FU42 Gear selector lever carrier FU45 Gear lever steering column Component position: 370, Component list: Fuses SW4205 Directional gear forward/reverse steering column SW4206 Gear lever steering column SW4207 Activation forward/reverse lever carrier SW4208 Directional gear forward/reverse lever carrier SW4209 Kick-down lever carrier SW4210 Engine brake lever carrier Component position: 370, Component list: Switches
I ECU Instrument control unit V ECU Vehicle control unit Component position: 370, Component list: Alternator, batteries, capacitors, electronic units, voltage outlet Picture text:
Wiring diagram 408
Wiring diagram 408 Update to fulfill ISO15998 according to Service Bulletin 300 WLO 31K The adaptation is that the gear selector for travel direction is updated with also having a neutral position.
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HTE 2XX and HTE 3XX Transmission
HTE2XX and 3XX Transmission Component Position 1. Speed sensor, engine rpm flywheel (SE2704) 2. Filter indicator / pressure sensor transmission oil filter (SE4902) 3. Transmission oil filter 4. Pressure sensor, transmission oil pressure (SE4901), located behind protective plate 5. Gearshifting unit 6. Shaft, output power rearwards 7. Suction strainer 8. Drain plug 9. Level sensor, transmission oil level (SE4904) Picture text:
Component Position
Transmission, component position Component Position 1. Temperature sensor, transmission oil temperature (SE4903) 2. Speed sensor, turbine rpm (SE4213) 3. Speed sensor, output rpm transmission (SE4307) 4. Shaft, output power forwards 5. Parking brake (integrated in transmission)
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Checking points
Checking points Checking points on gear changing unit M F 1 2 R 4 3
Checking point M, main pressure Checking point A, forward gear Checking point B, 1st gear Checking point C, 2nd gear Checking point D, reverse gear Checking point E, 4th gear Checking point F, 3rd gear
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Overview gearshifting system
Overview of components in the gear-shifting system 1 Engine 2 Transmission 3 Gear changing unit SE2704 Speed sensor, engine rpm, flywheel SE4213 Speed sensor, turbine rpm SE4307 Speed sensor, output rpm setting timing gear (drive speed) SE4901 Pressure sensor, transmission oil pressure SE4902 Filter indicator / pressure sensor transmission oil filter SE4903 Temperature sensor, transmission oil temperature SE4904 Level sensor, transmission oil level SW4205 Forward/Reverse SW4206 Gear selector control SW4208 Forward/Reverse, lever carrier SW4209 Kick-down, lever carrier SW4210 Engine brake, lever carrier SW4211 Fully automatic downshifting SW4212 Mode selector (APS) SW4217 Forward/Reverse, lever steering CDC SW4220 Kick-down, lever steering CDC SW4221 Forward neutral reverse, single lever SW4222 Kick-down, single lever E ECU Engine control unit I ECU Instrument control unit V ECU Vehicle control unit Picture text:
Clutch shaft Forward / 1st
HTE204-HTE220 - Transmissions for L110F-L180F To avoid self-activation at high rotation speed there are disc springs instead of a coil spring, Picture text:
Clutch shaft Reverse / 2nd
Hydraulic clutch Reverse / 2nd gear Cup springs have replaced coil springs. No draining of clutches.
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Clutch shaft 3rd/4th
HTE 204-220 Hydraulic clutch 3rd/4th gear 3rd and 4th gear clutches have pressure balancing pistons and cup springs.
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Diagram HTE2xx
Diagram HTE2xx 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.
SB Gear solenoid, 1st gear SC Gear solenoid, 2nd gear SF Gear solenoid, 3rd gear SE Gear solenoid, 4th gear SA Gear solenoid, forward gear SD Gear solenoid, reverse gear Pressure check connection, main pressure Main pressure limiter Filter holder with filter and overflow valve Transmission oil pump Lubrication oil pressure valve Torque converter Pressure check connection, torque converter pressure Transmission oil cooler Safety valve Pressure check connection, lubrication oil pressure
SE4901 SE4902 SE4903 SE4904
Pressure sensor, transmission oil pressure Filter indicator / pressure sensor transmission oil filter Temperature sensor, transmission oil temperature Level sensor, transmission oil level
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HTE3xx
HTE3xx HTE3XX and HTE2XX have same design regarding function and clutches except for the 3rd and 4th gear shift. Clutches forward, reverse, 1st and 2nd are filled with oil Clutches 3rd and 4th are still drained when not activated. To avoid self-activation at high rotation speed there are disc springs on all clutches instead of a helical spring.
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HTE305 - Transmission for L220F Clutch shaft Reverse/2nd
HTE305 - Transmission for L220F Clutch shaft reverse / 2nd Cup springs have replaced coil springs. No draining of clutches. Picture text:
HTE305 - Transmission for L220F Clutch shaft forward/1st
Clutch shaft forward 1st Cup springs have replaced coil springs. Picture text:
HTE305 - Transmission for L220F Clutch shaft 3rd/4th
HTE 305 Transmission for L220F Hydraulic clutch 3rd / 4th gear The clutches are not filled with oil. The rotation speed is high. Drainage through the piston.
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Diagram HTE3XX
Hydraulic diagram
HTE300, WLO F-series
On newer HTE300, the clutches are not drained except gear 3 and 4 where high rotational speeds could cause self-activation. 1. SB Gear solenoid, 1st gear 2. SC Gear solenoid, 2nd gear 3. SF Gear solenoid, 3rd gear 4. SE Gear solenoid, 4th gear 5. SA Gear solenoid, forward gear 6. SD Gear solenoid, reverse gear 7. Pressure check connection, main pressure 8. Main pressure limiter 9. Filter holder with filter and overflow valve 10. Transmission oil pump 11. Lubrication oil pressure valve 12. Torque converter 13. Pressure check connection, torque converter pressure 14. Transmission oil cooler 15. Safety valve 16. Pressure check connection, lubrication oil pressure SE4901 Pressure sensor, transmission oil pressure SE4902 Filter indicator / pressure sensor, transmission oil filter SE4903 Temperature sensor, transmission oil temperature SE4904 Level sensor, transmission oil level
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HTE200 to HTE300
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Hydraulic transmission, description 1. 2. 3. 4. 5. 6. 7.
Transmission oil pump Filter retainer Main pressure limiter Torque converter Safety valve Transmission oil cooler Lubrication oil pressure valve
SA SB SC SD SE SF
Gear-shifting solenoid, forward gear Gear-shifting solenoid, 1st gear Gear-shifting solenoid, 2nd gear Gear-shifting solenoid, reverse gear Gear-shifting solenoid, 4th gear Gear-shifting solenoid, 3rd gear
SE4901 SE4902 SE4903 SE4904
Pressure sensor, transmission oil pressure Filter indicator / pressure sensor transmission oil filter Temperature sensor, transmission oil temperature Level sensor, transmission oil level
Picture text: Yellow, Lubrication and cooling pressure Green, Return without pressure Red, Working pressure Blue, Torque converter pressure / raised return pressure
Mode selector APS and FAPS
Mode selector, APS (Automatic Power Shift), SW4212 To protect the transmission, the function handles gearshifting based on current operating conditions and selects a suitable gear, and when shifting is to take place. With the mode selector, the operator can choose different gearshifting programs depending on operating conditions. (1) L The machine shifts automatically at low engine rpms and at low machine speed. M The machine shifts automatically at higher engine rpms than in L. H The machine shifts automatically at higher engine rpms and higher machine speed than in mode M. AUT The machine shifts automatically and selects shifting program to obtain optimal comfort and economy. Wrench symbol SERVICE position. Gearshifting takes place manually. FAPS Fully automatic downshifting (optional equipment) Upper end of switch pressed in = automatic downshifting to 1st gear when required. (Downshifting via any of the kick-down buttons can still be done manually). Lower end of switch pressed in = downshifting to 1st gear can be done via any of the kick down buttons. Picture text:
PWM-valve
HTE200-HTE1160
PWM-valve - HTE200/HTE300 Step 1 Pos. A Connection to return Pos. B - Main pressure Pos. C To clutch Step 2 When the solenoid is without voltage, the spring force presses the slide to the left in the illustration. The clutch is connected to tank through the slide's internal channel. Step 3 When the solenoid is supplied with voltage, the magnetic field acts on the core which in turn moves to the right in the illustration. The core's fixed pin presses the slide mechanically to the right in the illustration. Connection between Pos. B Main pressure and Pos. C The clutch opens through the slide's channel.
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Gear selector valve HTE200 - HTE300 1 SA SB SC SD SE SF
Main Gear Gear Gear Gear Gear Gear
pressure control valve shifting solenoid, forward shifting solenoid, 1st shifting solenoid, 2nd shifting solenoid, reverse shifting solenoid, 4th shifting solenoid, 3rd
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Axle, description 1. 2. 3. 4. 5.
Brake breather Axle breather Diff lock control Temperature sensor front axle, SE5201 Brake stroke adjustment
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AWB30 The axles AWB30 and AWB31 have fully floating drive shafts and planetary gear hub reductions with integrated oil-cooled disc brakes. The brakes are controlled hydraulically and are joined to the hub reduction in such a way that the brakes, through the planetary gears, utilize the reduction ratio of the planetary gears. Pump rotors are mounted on each side of the brake discs, and they direct oil along the sides of the brake discs for circulation of oil in the axle as well as cooling of the brakes. The axles have a common oil space for the hub reductions and the final drive. The front axle version of the drive axles is equipped with a hydraulically controlled differential lock with dog clutch. As an alternative, certain drive axle versions can be equipped with an automatic differential brake of Limited Slip type
Picture text: 1. SE 4608 Diff-lock sensor 2. SE5201 Axle oil temperature
AWB30
HUB AWB 30 1. 2. 3. 4. 5. 6. 7. 8. 9.
Planetary carrier Planetary Gear Brake piston Sun gear Drive shaft Adjustment brake piston Brake wear indicator pin Brake pressure connection Return springs
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Differential carrier assembly AWB 30
Differential carrier assembly AWB 30 General The differential carrier assembly consists of the differential. The differential allows the two wheels on the axle to roll at different speeds, which considerably reduces tyre wear when operating on hard ground with high friction. Function The power at the input drive flange (5) rotates the pinion shaft (6) which in its turn causes crown wheel (7), mounted on the differential casing (8), to rotate. Because the pinion shaft has fewer gear teeth than the crown wheel, a reduction of the rotational speed is obtained. When the differential housing rotates, so does the differential spider (1). On each of the four arms of the differential spider there is a differential pinion (2). These four pinions are in engagement with the differential side gears (3) on the drive shafts. When the differential spider with its pinions turns, the half shafts (4) are also made to turn, delivering torque to the hub reduction gears and through to the driving road wheels. Because differential pinions (2) are installed between differential side gears (3), it is possible for half shafts (4) to rotate at different speeds. Picture text: 1. Differential spider 2. Differential pinion 3. Differential side gear on half shaft 4. Half shaft 5. Drive flange 6. Pinion shaft 7. Crown wheel 8. Differential casing
Diff. lock AWB25
Diff. lock AWB25 L70F and L90F When applying pressure to diff lock the spring for releasing diff lock will be compressed and the diff lock will engage. SE4608 lights up the differential lock control lamp on the centre instrument panel
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Diff. lock AWB15/30/40
Diff. lock AWB15/30/40 L60F and L120F-L180F When applying pressure to diff lock the spring for releasing diff lock will be compressed and the diff lock will engage. SE4608 lights up the differential lock control lamp on the centre instrument panel (only on AWB 30, AWB 40)
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Diff. lock AWB50
Diff. lock AWB50 L220F When applying pressure to diff lock the spring for releasing diff lock will be compressed and the diff lock will engage. SE4608 lights up the differential lock control lamp on the centre instrument panel
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Rear axle mounting L110F-L180F Oil
Grease
Grease
Oil
L220F
Rear axle mounting Bearing points, rear axle cradle.
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Cab
Cab, Study guide Objectives: After completing this section, the student should have knowledge about: · Cab components and controls. · ECC and climate control system. · Service access.
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Right A-pillar • Three assigned fastening devices for heavier optional equipment. •
Right A-pillar
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Aluminum profiles are equipped with notches on both sides for light weight equipment.
Cab heating system
• Cab filters are carry over from the E-series. •
AHC (Automatic Heat Control). • ACC (Automatic Climate Control) as option. • Easy to retrofit ACC. Component commonality with AHC. • Two versions of control units, Fahrenheit and Celsius
Cab heater system, ECC Picture text:
Circulation pump
Circulation pump Circulation pump for optional equipment pause heater. Picture text:
New seat console • New seat console with additional bolt holes for optimal positioning of the seat at the console. •
New seat console
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Factory-installation is at the second bolt hole from the rear.
Service floor
Service floor The new seat bracket makes it easier to access the floor hatches for service such as hydraulic pressure adjustments and valves. Picture text:
Service • Quick connectors located outside and at the rear left corner of the cab. • All quick-connectors are sealed and classified. • Quicker, safer and better control when dismantling and reassembling wire harness.
Service
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The end
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