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BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 - 09/2013

BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 – 09/2013

Name: BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 - 09/2013
SKU: HD-BOMAG-BW213DH4BVC-00892371
Availability: InStock

Original price was: $49.95.Current price is: $29.95.

1342-page BOMAG service manual for the BW 213 DH-4 BVC single drum roller, catalogue 008 923 71 dated 09/2013. Covers maintenance, diagnostics, electrics, EMR3 engine systems, Variocontrol, hydraulics, steering, drum repair, supplier documentation and circuit diagrams.

SKU: HD-BOMAG-BW213DH4BVC-00892371 Category: Construction Equipment Service Manuals Tags: BOMAG 008 923 71 Service Manual, BOMAG BW 213 DH-4 BVC Service Manual, BOMAG BW213 DH-4 BVC 09/2013 Manual, BW 213 DH-4 BVC Single Drum Roller Manual Vendor: ServiceBayDocs

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Description

BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 – 09/2013

This detailed repair and maintenance reference is designed for professionally qualified personnel working on the BW 213 DH-4 BVC single drum roller. It covers component disassembly, dismantling, assembly, installation, repair, testing, adjustment and diagnostic work. The manual combines machine-specific technical data with extensive electrical, hydraulic, engine, Variocontrol, drum, steering and circuit-diagram information, making it useful for both planned workshop repairs and systematic fault diagnosis.

File Details

Manual type: Service Manual
Brand: BOMAG
Model: BW 213 DH-4 BVC single drum roller
Serial identification: S/N 101 584 12 …. / S/N 101 584 19 ….
Catalogue number: 008 923 71
Publication date: 09/2013
Language: English
Pages: 1342
File format: PDF

Workshop Scope for the BW 213 DH-4 BVC

This manual goes well beyond routine servicing. The opening sections establish safety requirements, general repair practice and tightening-torque information before moving into machine data and scheduled maintenance. The technical data identifies the BW 213 DH-4 BVC with a Deutz TCD 2013 L04 four-cylinder water-cooled diesel engine, 12 V electrical equipment, hydrostatic drive, hydrostatic service brake and hydro-mechanical parking brake. It also gives machine dimensions, operating and axle weights, travel characteristics, steering data, Variocontrol vibration figures, tire data and filling capacities.

The maintenance material includes fuels and lubricants, running-in work and interval-based service tables. Workshop references cover engine oil and filters, fuel filtration and water separation, coolant, hydraulic oil and filters, axle and hub oils, drum reduction gear oil, Vario exciter service, tire pressure, air conditioning, drive belts, valve clearance and other recurring checks. This gives technicians a direct path from scheduled service requirements into the more detailed repair chapters when a component needs inspection or replacement.

Electrical Diagnostics, Engine Electronics and Variocontrol

A major part of the BOMAG BW 213 DH-4 BVC service manual is devoted to electrical and electronic diagnosis. It covers battery service, jump starting, fuses, wiring looms, control units, voltage-supply checks and a structured diagnostics concept. The electronic-module material includes service-training information for SX and MESX systems, machine setup, service mode, input codes, teach and calibration procedures, component replacement procedures, signal descriptions and extensive ESX fault-code information. Engine-electrics coverage follows the EMR3/EDC16 system through sensors, injectors, fuel-control components, CAN-bus diagnosis, SERDIA diagnosis, the diagnostics interface, generator and starter.

The Variocontrol section explains the control circuit and MESX, acceleration transducers, the slewing-motor potentiometer, display and control elements, BVC/BTM05 settings before start-up, operating-mode selection, measuring passes, distance-pulse teaching and BVC amplitude limitation. These sections are especially useful when a fault involves interactions between the travel system, steering, vibration control, sensors or electronic controls rather than a single mechanical component.

Hydraulic, Drive and Steering Repair Coverage

The hydraulic chapters follow the travel and vibration systems from circuit principles into component-level work. They cover the H1 travel and vibration pump, axial-piston pump troubleshooting, 51 C/D 110 travel motor, A2FM56 vibration motor, external gear pumps, slewing motor, travel and vibration circuits, parking-brake operation and adjustment, towing after an engine failure, oil changes and hydraulic filtration. Separate tests and adjustments include service-mode activation, driving against the closed brake, steering against an end stop, vibration-motor leakage checks and steering-circuit pressure testing.

Flushing and bleeding procedures are provided for the travel and vibration circuits, including schematics and the required special tools. The steering material includes electric steering and an optional hydraulic steering chapter. Later repair sections take the oscillating articulated joint through special tools, repair overviews, removal and installation, dismantling and reassembly for both steering configurations. This level of detail supports work that requires more than a component location diagram: it gives the workshop sequence needed to separate, inspect, assemble and recommission major systems.

Engine, Air Conditioning, Drum and Major Assembly Work

The engine section describes the Deutz TCD 2013 family used in the machine and includes lubrication-oil, coolant and fuel circuits, Deutz Common Rail injection, exhaust-gas recirculation, wastegate charge-pressure control and engine-problem information. Practical procedures cover engine oil and filter changes, fuel filter and pre-filter replacement, water-separator service, coolant checks and replacement, air-filter maintenance, valve-clearance adjustment and ribbed V-belt/idler-pulley replacement. A dedicated special-tool section supports TCD 2013 engine work.

Air-conditioning coverage includes R134a system principles, compressor oil, component descriptions, magnetic-clutch checks, inspection and maintenance, compressor V-belt work, servicing, drying and evacuation, emptying for repair, leak testing, filling instructions and refrigerant-circuit troubleshooting. Cabin assembly and cab-window replacement are treated separately with preparation, assembly, final checks, special tools and auxiliary materials.

The drum section is one of the most substantial mechanical repair areas in the manual. It includes a repair overview, drum removal and installation, drum dismantling, vibrator-unit assembly, exciter-unit installation, rubber-buffer replacement and pretension adjustment, plus special tools identified for BW 213/226 DH-4 BVC and Variocontrol work. Detailed supplier documentation later in the manual adds extensive material for the travel and vibration pump, vibration motor, axle drive motor, drum reduction gear, steering valve and axle. The final circuit-diagram section includes a hydraulic plan and two wiring-diagram sets, giving technicians a reference point when mechanical, hydraulic and electrical troubleshooting overlap.

Complete PDF Bookmark Tree

Complete Bookmarks

The complete bookmarks in the “BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 – 09/2013” are as follows:

BW 213 DH-4 BVCp. 1

S/N 101 584 12 …. / S/N 101 584 19 ….p. 1

Single drum rollerp. 1

1 Generalp. 9

1.1 Introductionp. 10

This manual addresses the professionally qualified personnel or the after sales service of BOMAG, and should be of help and assistance in correct and efficient repair and maintenance work.p. 10

This manual describes the disassembly, dismantling, assembly, installation and repair of components and assemblies. The repair of components and assemblies is only described as this makes sense under due consideration of working means and spare parts…p. 10

Documentationp. 10

For the BOMAG machines described in this manual the following documentation is additionally available:p. 10

1 Operating and maintenance instructionsp. 10

2 Spare parts cataloguep. 10

3 Service informationp. 10

4 Fundamental electricsp. 10

Use only genuine BOMAG spare parts.p. 10

Spare parts needed for repairs can be taken from the spare parts catalogue for the machine.p. 10

This manual is not subject of an updating service; for this reason we would like to draw your attention to our additional "Technical Service Bulletins".p. 10

In case of a new release all necessary changes will be included.p. 10

In the course of technical development we reserve the right for technical modifications without prior notification.p. 10

Information and illustrations in this manual must not be reproduced and distributed, nor must they be used for the purpose of competition. All rights according to the copyright law remain expressly reserved.p. 10

These safety regulations must be read and applied by every person involved in the repair /maintenance of this machine. The applicable accident prevention instructions and the safety regulations in the operating and maintenance instructions must be ad…p. 10

BOMAG GmbHp. 10

Printed in Germanyp. 10

Generalp. 11

Safety regulationsp. 11

Important notesp. 11

Repair work shall only performed by appropriately trained personnel or by the after sales service of BOMAG.p. 11

Workshop equipment and facilities as well as the use and waste disposal of fuels and lubricants, cleaning agents and solvent as well as gases and chemicals are subject to legal regulations, which are intended to provide a minimum on safety. It is obv…p. 11

This manual contains headers like "Note", "Attention", "Danger" and "Environment", which must be strictly complied with in order to inform about and avoid dangers to persons, property and the environment.p. 11

Paragraphs marked like this contain technical information for the optimal economical use of the machine.p. 11

Paragraphs marked like this highlight possible dangers for machines or parts of the machine.p. 11

Paragraphs marked like this highlight possible dangers for persons.p. 11

Paragraphs marked like this point out practices for safe and environmental disposal of fuels and lubricants as well as replacement parts.p. 11

Observe the regulations for the protection of the environment.p. 11

Generalp. 11

l For repair and maintenance work move the machine on a firm base and shut it down.p. 11

l Always secure the machine against unintended rolling.p. 11

l Secure the engine reliably against unintentional starting.p. 11

l Mark a defective machine and a machine under repair by attaching a clearly visible warning label to the dashboard.p. 11

l Block the articulated joint with the articulation lock.p. 11

l Use protective clothes like hard hat, safety boots and gloves.p. 11

l Keep unauthorized persons away from the machine during repair work.p. 11

l Tools, lifting gear, lifting tackle, supports and other auxiliary equipment must be fully functional and in safe condition.p. 11

l Use only safe and approved lifting gear of sufficient load bearing capacity to remove and install parts or components from and to the machine.p. 11

l Do not use easily inflammable or harmful substances, such as gasoline or paint thinners for cleaning.p. 11

l Do not smoke or use open fire and avoid sparks when cleaning or repairing a tank.p. 11

l When performing welding work strictly comply with the respective welding instructions.p. 11

Transport work with cranes and lifting tacklep. 11

Cranes must only be operated by instructed persons who had been trained in handling cranes.p. 11

l Follow the operating instructions of the manufacturer when working with cranes.p. 11

l Follow the operating instructions of the operator when working with cranes.p. 11

l Always comply with the applicable accident prevention instructions when working with cranes and lifting tackle.p. 11

Precautions and codes of conduct for welding workp. 11

Welding work must only be carried out by properly trained personnel.p. 11

Electric shock!p. 11

Sparks, fire hazard, burning of skin!p. 11

Infrared or ultraviolet radiation (arc), flashing of eyes!p. 11

Health hazard caused by welding work on highly alloyed work pieces, metal coatings, paint coatings, plastic coatings, oil containing dirt deposits, grease or solvent residues, etc.!p. 11

l Check welding equipment and cables for damage before use (also the validity of inspection stickers).p. 11

l Ensure good conductivity between ground cable and workpiece, avoid joints and bearings.p. 11

l Start the extraction fan before starting work and guide with the progressing work as required.p. 12

l Always isolate the burner when laying it down (remove possible electrode residues).p. 12

l Protect cables from being damaged, use cables with insulated couplings.p. 12

l Ensure sufficient fire protection, keep a fire extinguisher at hand.p. 12

l Welding work in areas where there is a risk of fire or explosion, must only be carried out with welding permission.p. 12

l Remove any combustible materials from the welding area or cover such items appropriately.p. 12

l Name a fire watch during and after welding work.p. 12

l Place welding rod holders and inert gas welding guns only on properly insulated bases.p. 12

l Place the inert gas bottles in a safe place and secure them against falling over.p. 12

l Use a protective screen or hand shield with welding filter, wear welding gloves and clothes.p. 12

l Switch the welding unit off before connecting welding cables.p. 12

l Check electrode holders and electric cables at regular intervals.p. 12

Behaviour in case of faultsp. 12

l In case of faults on the welding unit switch of the welding unit immediately and have it repaired by expert personnel.p. 12

l In case of failure of the extraction system switch the system off and have it repaired by expert personnel.p. 12

Maintenance; waste disposalp. 12

l Replace damaged insulating jaws and welding rod holders immediately.p. 12

l Replace the welding wire reels only in de-energized state.p. 12

What to do in case of accidents; First Aidp. 12

l Keep calm.p. 12

l Call first air helpers.p. 12

l Report the accident.p. 12

l In case of an electric accident: Interrupt the power supply and remove the injured person from the electric circuit. If breathing and heart have stopped apply reactivation measures and call for an emergency doctor.p. 12

Operation of high-voltage systemsp. 12

The rules and statutory regulations valid in the corresponding do apply in addition to the notes given here.p. 12

The high-voltage system must only be operated and serviced by qualified and authorized personnel.p. 12

Before starting operation the operator must check the proper condition of the system.p. 12

Possibility of injury or even death caused by electric shock:p. 12

l if persons come into contact with live parts,p. 12

l in case of faulty insulation of live parts,p. 12

l inadequate, unsuitable insulation,p. 12

l if melted parts flake off in case of short circuits.p. 12

Old oilsp. 12

Prolonged and repetitive contact with mineral oils will remove the natural greases from the skin and causes dryness, irritation and dermatitis. Moreover, used engine oils contain potentially hazardous contaminants, which could cause skin cancer. Appr…p. 12

l Wear protective clothes and safety gloves, if possible.p. 12

l If there is a risk of eye contact you should protect your eyes appropriately, e.g. chemistry goggles or full face visor; a facility suitable for rinsing the eyes should also be available.p. 12

l Avoid longer and repetitive contacts with oils. In case of open incisions and injuries seek medical advice immediately.p. 12

l Apply protective cream before starting work, so that oil can be easier removed from the skin.p. 12

l Wash affected skin areas with water and soap (skin cleansers and nail brushes will help). Lanolin containing agents will replace natural skin oils that were lost.p. 12

l Do not use gasoline, kerosene, diesel, thinner or solvents to wash the skin.p. 12

l Do not put oil soaked cloths into your pockets.p. 12

l Avoid clothes getting soiled by oil.p. 12

l Overalls must be washed at regular intervals. Dispose of non-washable clothes environmentally.p. 12

l If possible degrease components before handling.p. 12

It is strictly prohibited to drain off oil into the soil, the sewer system or into natural waters. Old oil must be disposed of according to applicable environmental regulations. If in doubt you should consult your local authorities.p. 13

Hydraulicsp. 13

l Always relieve the pressure in the hydraulic system before disconnecting any lines. Hydraulic oil escaping under pressure can penetrate the skin and cause severe injury.p. 13

l Always make sure that all screw fittings have been tightened properly and that hoses and pipes are in mint condition before pressurizing the system again.p. 13

l Hydraulic oil leaking out of a small opening can hardly be noticed, therefore please use a piece of cardboard or wood when checking for leaks. When injured by hydraulic oil escaping under pressure consult a physician immediately, as otherwise this …p. 13

l Do not step in front of or behind the drums, wheels or crawler tracks when performing adjustment work in the hydraulic system while the engine is running. Block drums, wheels or crawler tracks with wedges.p. 13

Reattach all guards and safety installations after all work has been completed.p. 13

It is strictly prohibited to drain off oil into the soil, the sewer system or into natural waters. Oil oil must be disposed of according to applicable environmental regulations. If in doubt you should consult your local authorities.p. 13

Fuelsp. 13

Repair work shall only performed by appropriately trained personnel or by the after sales service of BOMAG.p. 13

Follow the valid accident prevention instructions when handling fuels.p. 13

The following notes refer to general safety precautions for danger free handling of fuel.p. 13

Fuel vapours not only are easily inflammable, but also highly explosive inside closed rooms and toxic; dilution with air creates an easily inflammable mixture. The vapours are heavier than air and therefore sink down to the ground. Inside a workshop …p. 13

l Fire extinguishers charged with FOAM, COp. 13

2p. 13

l The vehicle battery must always be disconnected, BEFORE work in the fuel system is started. Do not disconnect the battery while working on the fuel system. Sparks could cause explosion of the fuel fumes.p. 13

l Wherever fuel is stored, filled, drained off or where work on fuel systems is carried out, all potential ignition sources must be extinguished or removed. Search lights must be fire proof and well protected against possible contact with running out…p. 13

Hot fuelsp. 13

Please apply the following measures before draining of fuel to prepare for repair work:p. 13

l Allow the fuel to cool down, to prevent any contact with a hot fluid.p. 13

l Vent the system, by removing the filler cap in a well ventilated area. Screw the filler cap back on, until the tank is finally emptied.p. 13

Synthetic rubberp. 13

Many O-rings, hoses, etc. are made of synthetic material, a so-called fluorocarbon elastomer. Under normal operating conditions this material is safe and does not impose any danger to health.p. 13

However, if this material becomes damaged by fire or extreme heat, it may decompose and form highly caustic hydrofluoric acid, which can cause severe burns in contact with skin.p. 13

l If the material is in such a state it must only be touched with special protective gloves. The protective gloves must be disposed of according to applicable environmental regulations immediately after use.p. 13

l If the material has contacted the skin despite these measures, take off the soiled clothes and seek medical advice immediately. In the meantime cool and wash the affected area of skin over a sufficient time with cold water or lime water.p. 13

Poisonous substancesp. 13

Some of the fluids and substances used are toxic and must under no circumstances be consumed.p. 13

Skin contact, especially with open wounds, must be avoided.p. 13

These fluids and substances are, amongst others, anti-freeze agents, hydraulic oils, fuels, washing additives, refrigerants, lubricants and various bonding agents.p. 13

Enginep. 14

Do not work on the fuel system while the engine is running. (Danger to life!)p. 14

Once the engine has stopped wait approx. 5 minutes for the system to depressurize. The systems are under high pressure. (Danger to life!)p. 14

Keep out of the danger zone during the initial test rung. Danger caused by high pressure in case of leaks. (Danger to life!)p. 14

When performing work on the fuel system make sure that the engine cannot be started unintentionally during repair work. (Danger to life!)p. 14

l Maintenance and cleaning work on the engine must only be performed with the engine stopped and cooled down. Make sure that the electric system is switched off and sufficiently secured against being switched on again (e.g. pull off ignition key, att…p. 14

l Observe the accident prevention regulations for electric systems (e.g. -VDE-0100/-0101/-0104/- 0105 Electric precautions against dangerous contact voltages).p. 14

l Cover all electric components properly before wet cleaning.p. 14

Air conditioning systemp. 14

Work on air conditioning systems must only be carried out by persons who can provide sufficient evidence of their ability (proof of professionalism) and only with the appropriate technical equipment.p. 14

l Always wear goggles and protective clothing when performing maintenance and repair work on air conditioning systems. Refrigerant withdraws heat from the environment when evaporating, which can cause injury by freezing when in contact with skin (boi…p. 14

l Perform maintenance and repair work on air conditioning systems only in well ventilated rooms! Escaping refrigerant vapours will mix with the ambient air and displace the oxygen required for breathing (danger of suffocating).p. 14

l Smoking is prohibited when performing maintenance and repair work on air conditioning systems! Toxic breakdown products may be generated if refrigerant comes into contact with heat.p. 14

l Refrigerant should always be extracted and removed by flushing with nitrogen before starting welding or soldering work near components of the air conditioning system. The development of heat may cause the refrigerant to develop toxic and highly cor…p. 14

l Pungent smell! The toxic substances, which are responsible for the pungent smell, must not be inhaled, since this may cause damage to the respiratory system, the lung and other organs. Extract toxic breakdown products with a suitable extraction sys…p. 14

l When blowing out components with compressed air and when flushing with nitrogen the gas mixture escaping from the components must be extracted via suitable extraction facilities (workshop extraction systems).p. 14

Handling pressure vesselsp. 14

l Since the fluid container is pressurized, the manufacture and testing of these pressure vessels is governed by the pressure vessel directive. The pressure vessels must be repetitively tested by an expert as specified in TRB 532 Inspection by Expert…p. 14

l Secure pressure vessels against tipping over or rolling away.p. 14

l Do not throw pressure vessels! Pressure vessels may thereby be deformed to such an extent, that they will crack. The sudden evaporation and escape of refrigerant releases excessive forces. This applies also when snapping off valves on bottles. Bott…p. 14

l Refrigerant bottles must never be placed near heating radiators. Higher temperatures will cause higher pressures, whereby the permissible pressure of the vessel may be exceeded.p. 14

l Do not heat up refrigerant bottles with an open flame. Excessive temperatures can damage the material and cause the decomposition of refrigerant.p. 14

l Do not overfill refrigerant bottles, since any temperature increase will cause enormous pressures.p. 14

It is strictly prohibited to release refrigerant into the atmosphere during operation, maintenance and repair work and when taking air conditioning systems into or out of service.p. 14

Batteryp. 15

l Always wear goggles and protective clothing to service or clean batteries! Battery acid can cause severe injury by cauterization when coming in contact with skin.p. 15

l Work only well ventilated rooms (formation of oxyhydrogen gas).p. 15

l Do not lean over the battery while it is under load, being charged or tested (danger of explosion).p. 15

l Keep ignition sources away from the battery. Burning cigarettes, flames or sparks can cause explosion of the batteryp. 15

l Use battery chargers etc. only in strict compliance with the operating instructions.p. 15

l After an accident with acid flush the skin with a sufficient amount of water and seek medical advice.p. 15

l Do not allow children access to batteries.p. 15

l When mixing battery fluid always pour acid into water, never vice-versa.p. 15

Special safety regulationsp. 15

l Use only genuine BOMAG spare parts for repair and maintenance work. Genuine spare parts and original accessories were specially developed, tested and approved for the machine.p. 15

l The installation and use of non-genuine spare parts or non-genuine accessories may therefore have an adverse effect on the specific characteristics of the machine and thereby impair the active and/or passive driving safety. The manufacturer explici…p. 15

l Unauthorized changes to the machine are prohibited for safety reasons.p. 15

l Do not perform any cleaning work while the engine is running.p. 15

l If tests on the articulated joint need to be performed with the engine running, do not stand in the articulation area of the machine (danger of crushing!).p. 15

l If tests must be performed with the engine running do not touch rotating parts of the engine (danger of injury!).p. 15

l Always ensure an adequate supply of fresh air when starting in closed rooms. Exhaust gases are highly dangerous!p. 15

l Refuel only with the engine shut down. Ensure strict cleanliness and do not spill any fuel.p. 15

l Always ensure an adequate supply of fresh air when refuelling in closed rooms.p. 15

l Dispose of used filters in accordance with applicable environmental regulations.p. 15

l When performing repair and maintenance work collect oils and fuels in suitable containers and dispose of in compliance with applicable environmental regulations.p. 15

l Do not heat up oils higher than 160 °C because they may ignite.p. 15

l Wipe off spilled or overflown oil using suitable cleaning means and dispose of in accordance with applicable environmental regulations.p. 15

l Dispose of old batteries according to applicable environmental regulations.p. 15

l There is a danger of scalding when draining off engine or hydraulic oil at operating temperature! Allow engine and hydraulic system to cool down to a sufficient level.p. 15

l Do not exceed the max. permissible tire pressure.p. 15

The values specified in the table apply for screws:p. 16

General repair instructionsp. 16

Generalp. 16

l Before removing or disassembling parts, assemblies, components or hoses mark these parts for easier assembly.p. 16

l Before assembling and installing parts, assemblies or components oil or grease all movable parts or surfaces as required and in compliance with the compatibility of materials.p. 16

The values specified in the table apply for screws:p. 16

Electricsp. 16

Generalp. 16

Due to the fast technical development electric and electronic vehicle systems become more intelligent and more comprehensive day by day, and can hardly be dispensed with in hydraulic and mechanical vehicle systems.p. 16

Diagnostics according to planp. 16

Well structured trouble shooting procedures can save time and money.p. 16

Random tests have revealed that purely electronic components or control units only very rarely are the actual cause of failures:p. 16

l In approx. 10 % of the examined cases the problems were caused by control units.p. 16

l In approx. 15 % sensors and actuators were the cause of the problems.p. 16

By far the highest proportion of all faults could be traced back to wiring and connections (plugs, etc.).p. 16

General:p. 16

l Before changing any expensive components, such as control units, you should run a systematic trouble shooting session to eliminate any other possible fault sources. Knowledge in basic electrics is required for this purpose. If a fault was diagnosed…p. 16

l Check for good cable and ground contacts, therefore keep all mechanical transition points between electric conductors (terminals, plugs) free of oxide and dirt, as far as this is possible.p. 16

l Always use the machine related wiring diagram for testing. If one or more faults were detected, these should be corrected immediately.p. 16

l Do not disconnect or connect battery or generator while the engine is running.p. 16

l Do not operate the main battery switch under load.p. 16

l Do not use jump leads after the battery has been removed.p. 16

l Sensors and electric actuators on control units must never be connected individually or between external power sources for the purpose of testing, but only in connection with the control unit in question.p. 16

l It is not permitted to pull plugs off while the voltage supply is switched on (terminal 15 "ON")! Switch the voltage supply "OFF" first and pull out the plug.p. 16

l Even with an existing polarity reversal protection incorrect polarity must be strictly avoided. Incorrect polarity can cause damage to control units!p. 16

l Plug-in connectors on control units are only dust and water tight if the mating connector is plugged on! Control units must be protected against spray water, until the mating connector is finally plugged on!p. 17

l Unauthorized opening of control electronics (Microcontroller MC), modifications or repairs in the wiring can cause severe malfunctions.p. 17

l Do not use any radio equipment or mobile phones in the vehicle cab without a proper aerial or in the vicinity of the control electronics!p. 17

Electrics and weldingp. 17

Before starting welding work you should disconnect the negative battery pole or interrupt the electric circuit with the main battery switch, disconnect the generator and pull the plugs off all control units in order to protect the electrical system o…p. 17

l Disconnect the minus pole of the battery or interrupt the electric circuit with the main battery switch.p. 17

l Isolate the generator and all control units from the electric circuit.p. 17

l Always fasten the earth clamp of the welding unit in the immediate vicinity of the welding location.p. 17

l When choosing the location for the earth clamp make sure that the welding current will not pass through joints or bearings.p. 17

The values specified in the table apply for screws:p. 17

Batteryp. 17

Rules for the handling of batteriesp. 17

When removing a battery always disconnect the minus pole before the plus pole. When installing the battery connect the minus pole after the plus pole to avoid short circuits.p. 17

Fasten the terminal clamps with a little force as possible.p. 17

Always keep battery poles and terminal clams clean to avoid high transition resistances when starting and the related development of heat.p. 17

Make sure the battery is properly fastened in the vehicle.p. 17

The values specified in the table apply for screws:p. 18

Generatorp. 18

Before removing the generator you must disconnect the ground cable from the minus pole of the battery while the ignition is switched off. Do not disconnect the generator while the engine is running, because this may cause extremely high voltage peaks…p. 18

When disassembling the battery cable, the B+-nut underneath on the generator side may also be loosened. This nut must in this case be retightened.p. 18

When connecting e.g. the battery cable to the terminal of the generator you must make sure that the polarity is correct (generator B+ to the + pole of the battery). Mixing up the polarities by mistake causes short circuit and damage to the rectifier …p. 18

The generator can only be operated with the battery connected. Under special conditions emergency operation without battery is permitted, the lifetime of the generator is in such cases especially limited.p. 18

Plus and minus cables must be disconnected during rapid charging of the battery or electric welding on the vehicle.p. 18

When cleaning the generator with a steam or water jet make sure not to direct the steam or water jet directly on or into the generator openings or ball bearings. After cleaning the generator should be operated for about 1 – 2 minutes to remove any de…p. 18

The values specified in the table apply for screws:p. 18

Starter motorp. 18

So-called jump starting (using an additional external battery) without the battery connected is dangerous. When disconnecting the cables from the poles high inductivities (arcs, voltage peaks) may occur and destroy the electrical installation.p. 18

For purposes like e.g. purging the fuel systems, starters may be operated for maximum 1 minute without interruption. Then you should wait for at least 30 minutes (cooling down) until trying again. During the 1 minute starting period this process shou…p. 18

Starter motors must not be cleaned with high pressure steam cleaning equipment.p. 18

The contacts on starter terminals 30, 45, 50 must be protected against unintended shorting (jump protection).p. 18

When replacing the starter the ring gear on the engine flywheel must be checked for damage and its number of teeth – if necessary replace the ring gear.p. 18

Always disconnect the battery before starting assembly work in the starter area of the engine or on the starter itself.p. 18

The values specified in the table apply for screws:p. 19

Hydraulic systemp. 19

Repair work on hydraulic elements shall only performed by appropriately trained personnel or by the after sales service of BOMAG.p. 19

Please notep. 19

Cleanliness is of utmost importance. Dirt and other contaminations must strictly be kept out of the system.p. 19

l Connections and screw fittings, filler neck covers and their immediate surrounding areas must be cleaned before removal.p. 19

l Before loosening hoses, pipe lines etc. relieve all pressure from the system.p. 19

l During repair work keep all openings closed with clean plastic plugs and caps.p. 19

l Never run pumps, motors and engines without oil or hydraulic oil.p. 19

l When cleaning hydraulic components take care not to damage any fine machine surfaces.p. 19

l Chemical and rubber soluble cleansing agents may only be used to clean metal parts. Do not let such substances come in contact with rubber parts.p. 19

l Rinse of cleaned parts thoroughly, dry them with compressed air and apply anti-corrosion oil immediately. Do not install parts that show traces of corrosion.p. 19

l Avoid the formation of rust on fine machined caused by hand sweat.p. 19

l Use new O-rings or seal rings for reassembly.p. 19

l Use only hydraulic oil as sliding agent when reassembling. Do not use any grease!p. 19

l Use only the specified pressure gauges. Risk of damaging the pressure gauges under too high pressure.p. 19

l Check the hydraulic oil level before and after the work.p. 19

l Fill in only clean oil as specified in the maintenance instructions.p. 19

l Check the hydraulic system for leaks, if necessary find and rectify the cause.p. 19

l Before taking new hydraulic components into operation fill these with hydraulic oil as specified in the operating and maintenance instructions.p. 19

l After changing a hydraulic component thoroughly flush, refill and bleed the complete hydraulic system.p. 19

l Perform measurements at operating temperature of the hydraulic oil (approx. 40 ¯C).p. 19

l After changing a component perform a high and charge pressure test, if necessary check the speed of the exciter shaft.p. 19

l The operating pressure of the exciter shaft to a great extent depends on the base under the vibrating drum. On hard ground place the drums on a suitable base and check the drum pressure. Do not activate the vibration on a hard, concreted base, dang…p. 19

l After the completion of all tests perform a test run and then check all connections and fittings for leaks with the engine still stopped and the hydraulic system depressurized.p. 19

Before commissioningp. 19

l Fill the housings of hydraulic pumps and motors with hydraulic oil. Use only hydraulic oils according to the specification in the maintenance instructions.p. 19

l After changing a component flush the hydraulic system as described in the flushing instructions.p. 19

Taking into operationp. 19

l Bleed the hydraulic circuits.p. 19

l Start up the hydraulic system without load.p. 19

l Check the hydraulic oil level in the tank, if necessary top up with hydraulic oil as specified in the operating and maintenance instructions or drain oil off into a suitable container.p. 19

After taking into operationp. 19

l Check fittings and flanges for leaks.p. 19

l After each repair check all adjustment data, system pressures, rotational speeds and nominal values in the hydraulic system, adjust if necessary.p. 19

l Do not adjust pressure relief valves and control valves to values above their specified values.p. 19

The values specified in the table apply for screws:p. 20

Air conditioning systemp. 20

Chemicals/ozone layer regulationp. 20

The chemicals/ozone layer regulation, which became effective on 01.12.2006, supplements the still directly applicable regulation (EG) no. 2037/2000 from 29.06.2000 concerning substances, which cause decomposition of the ozone layer and at the same ti…p. 20

Work on air conditioning systems must only be carried out by persons who:p. 20

l have proven to have sufficient expert knowledge,p. 20

l have the necessary equipment to undertake such tasks,p. 20

l are reliable andp. 20

l are not any directives regarding their activities when carrying out inspection and maintenance work acc. to § 4 section 2 of the chemical/ozone layer regulation.p. 20

The inspection and maintenance tasks, including leak tests and possible repair activities, must be recorded in the operating instructions together with information about the refrigerant quantities used and regained, whereby the operator is obliged to…p. 20

Cleanliness is of utmost importance. Dirt and other contaminations must strictly be kept out of the system.p. 20

l Tools used on refrigeration circuits must be of excellent condition, thus to avoid the damage of any connections.p. 20

l During repairs on refrigerant lines and components, these must be kept closed, as far as this is possible, to prevent the system from being contaminated by air, moisture and dirt. The operational safety of the system can only be assured as long as …p. 20

l Connections, screw fittings and their immediate surrounding areas must be cleaned before removal.p. 20

l Before loosening hoses, pipe lines etc. relieve all pressure from the system.p. 20

l During repair work keep all openings closed with clean plastic plugs and caps.p. 20

l All parts to be reused should be cleaned with a gasoline free solvent and blow-dried with clean compressed air or dried with a lint-free cloth.p. 20

l Before opening all components should have warmed up to ambient temperature, to avoid that damp air is drawn into the component by the difference in temperatures.p. 20

l Damaged or leaking parts of the air conditioning must not be repaired by welding or soldering, but must generally be replaced.p. 20

l Do not fill up refrigerant, but extract existing refrigerant and refill the system.p. 20

l Different types of refrigerant must not be mixed. Only the refrigerant specified for the corresponding air conditioning system must be used.p. 20

l Refrigerant circuits with refrigerant type R134a must only be operated with the compressor oil / refrigeration oil approved for the compressor.p. 20

l Used compressor oil/refrigeration oil must be disposed of in strict compliance with applicable environmental regulations.p. 20

l Due to its chemical properties compressor oil / refrigeration oil must never be disposed of together with engine or transmission oil.p. 20

l Compressor oil / refrigeration oil is highly hydroscopic. Oil cans must strictly be kept closed until use. Oil rests should not be used, if the can had been opened over a longer period of time.p. 20

l All O-rings/seal rings as well as pipe/ hose fittings must be oiled with compressor/refrigeration oil bfore assembly.p. 20

l When replacing a heat exchanger, e.g. evaporator or condenser, any compressor oil/refrigeration oil lost by exchanging the components, must be replaced with fresh oil.p. 20

l A too high compressor oil / refrigeration oil level adversely affects the cooling performance and a too low oil level has a negative effect on the lifetime of the compressor.p. 20

l Use new O-rings or seal rings for reassembly.p. 20

l Always used 2 spanners to work on pipes/hoses to avoid damages .p. 20

l Tighten screw fittings with the specified torque.p. 20

l Check all pipes/hoses, screw fittings or components for damage, replace if necessary.p. 20

l Do not leave the refrigerant circuit unnecessarily open to the atmosphere.p. 20

l In case of a repair on the refrigeration system you should first evacuate the air conditioning system for at least 45 minutes to remove any moisture from the system, before you start to refill. Moisture bonded in the compressor oil / refrigeration …p. 20

l Compressor valves must only be opened after the system has been properly sealed.p. 20

l The use of leak detection spray is not permitted. If such substances are used the WARRANTY will become null and void.p. 20

l If the air conditioning system had been opened for repair work, a new drier should be installed in the refrigerant circuit.p. 21

l After completion of repair work screw locking caps (with seals) on all valve connections service connections.p. 21

l Before start up of the air conditioning system after a new filling: – Turn the compressor approx. 10 revolutions by hand using the clutch or V-belt pulley of the magnetic clutch. – Start the engine with the compressor/control valve switched off. – …p. 21

l Never run the compressor with an insufficient amount of refrigerant.p. 21

The values specified in the table apply for screws:p. 21

Notes on cleanliness for Common Rail enginesp. 21

Special requirements with respect to cleanliness in the fuel system do apply for commissioning, maintenance and repair work, particularly for engines with the Common Rail System. Contamination like dirt, welding residues or similar can lead to the fa…p. 21

Fig. 1p. 21

l Spare parts should be left in their original packaging as long as possible and should only be unpacked just before use.p. 21

l When parts are unpacked any connections must be closed with suitable plugs or caps, in order to preventp. 21

(Fig. 1)p. 21

Notes and measures to be applied before starting work in the fuel systemp. 21

l The fuel system must be closed. Visual examination for leaks / damage in the fuel system.p. 21

l Before starting work in the fuel system clean the complete engine and the engine compartment with the system still closed.p. 21

l The engine should be dry before work is started in the fuel system.p. 21

l Blow drying with compressed air is only permitted while the fuel system is still closed.p. 22

l When using steam cleaning equipment cover control unit, cable plugs, all other electrical connections and the generator beforehand and do not expose these items to the direct steam jet.p. 22

l Electrical plug connections must be plugged in during jet cleaning.p. 22

l Remove loose parts (e.g. paint scales that may have come off during assembly work) with an industrial vacuum cleaner or any means of extraction.p. 22

l Vacuum cleaning equipment must generally be used for cleaning when the fuel system is open.p. 22

l Perform work on the fuel system only in a clean environment (no dust, no grinding or welding work). Avoid draughts (dust). The workshop floor must be cleaned at regular intervals. No brake or power test stand should be present or operated in the sa…p. 22

l Air movements, which could swirl up dust, such as brake repairs or starting of engines, must be strictly avoided.p. 22

l For work, such as disassembly and assembly of defective hydraulic components in the Common Rail System, it is strongly recommended to set up a separate workshop area, i.e. an area which is spatially separated from all other areas (general vehicle r…p. 22

l No general machine tools should be operated in this room.p. 22

l Periodic cleaning of this workshop area is obligatory, draughts, ventilation system and heating blowers must be minimized.p. 22

l Engine compartment area where dirt particles could come loose, should be covered with new, clean foil.p. 22

l Working means and tools must be cleaned before being used for work. Use only tools without damaged chromium coating, or tools without chromium coating.p. 22

Notes and measures to be applied during work in the fuel systemp. 22

l Wear clean working clothes.p. 22

l Use only lint-free cleaning cloths for work in the fuel system.p. 22

l Remove loose parts (e.g. paint scales that may have come off during assembly work) with an industrial vacuum cleaner or any means of extraction. Vacuum cleaning equipment must generally be used for cleaning when the fuel system is open.p. 22

l Working means and tools must be cleaned before being used for work. Use only tools without damaged chromium coating, or tools without chromium coating.p. 22

l Do not use any previously used cleaning or testing fluids for cleaning.p. 22

l Compressed air should never be used for cleaning when the fuel system is open.p. 22

l Work on disassembled components must only be carried out at a specially furnished work place.p. 22

l When removing or assembling components you should not use any materials from which particles or fibres could flake off (cardboard, wood, towels).p. 22

l Dismantled parts must only be wiped off with clean, lint-free cloths if required. No dirt particles must be wiped into the components.p. 22

l Close openings on components and engine immediately with suitable plugs/caps.p. 22

l Plugs/caps must only be removed just before the installation.p. 22

l Keep plugs/caps in their original packaging, where they are protected against dust and dirt, dispose of after one time use.p. 22

l Take new parts out of their original packaging just before installation.p. 22

l Removed components must be stored in new, sealable bags or – if available – in the packaging material of the new components.p. 22

l Always use the original packaging material of the new part to return the disassembled old component.p. 22

Notes and measures concerning the workshop areap. 22

l The workshop floor must be sealed or tiled.p. 22

l No welding equipment, grinding machines, general machine tools, brake or power test benches must be operated in this room.p. 22

l Periodic cleaning of this workshop area is obligatory, draughts, ventilation system and heating blowers must be minimized.p. 22

Notes and measures for work place and tools in the workshopp. 22

l A special work place must be set up for work on disassembled components.p. 22

l Clean disassembly and assembly tools at regular intervals and keep these in a closed tool cabinet.p. 22

l Remove loose parts (e.g. paint scales that may have come off during assembly work) with an industrial vacuum cleaner or any means of extraction.p. 23

l Working means and tools must be cleaned before being used for work. Use only tools without damaged chromium coating, or tools without chromium coating.p. 23

The values specified in the table apply for screws:p. 23

Fuel hosesp. 23

Fig. 2p. 23

All fuel hoses have two layers of material, a reinforced rubber coating outside and an internal Viton hose. If a fuel hose has come loose one must make absolutely sure that the internal Viton layer has not been separated from the reinforced outer lay…p. 23

The values specified in the table apply for screws:p. 24

Gaskets and mating surfacesp. 24

Leaking sealing faces can mostly be traced back to incorrect assembly of seals and gaskets.p. 24

l Before assembling a new seal or gasket make sure that the sealing surface is free of pitting, flutes, corrosion or other damage.p. 24

l Inappropriately stored or handled seals (e.g. hanging from hooks or nails) must under no circumstances be used.p. 24

l Assemble seals and gaskets only with sealing compound, grease or oil, if this is specifically specified in the repair instructions.p. 24

l If necessary remove any old sealing compound before assembling. For this purpose do not use any tools that could damage the sealing surfaces.p. 24

l Sealing compound must be applied thin and evenly on the corresponding surfaces; take care that the compound does not enter into oil galleries or blind threaded bores.p. 24

l Examine the contact faces for scratches and burrs, remove these with a fine file or an oilstone; take care that no grinding dust and dirt enters into tapped bores or enclosed components.p. 24

l Blow out lines, ducts and gaps with compressed air, replace any O-rings and seals that have been dislodged by the compressed air.p. 24

Assembly of radial sealsp. 24

Fig. 3p. 24

l Lubricate the sealing lips (2)p. 24

(Fig. 3)p. 24

l Slide the seal over the shaft, with the lip facing towards the fluid to be sealed.p. 24

If possible, use an assembly sleeve (1p. 24

(Fig. 3)p. 24

to protect the lip from being damaged by sharp edges, threads or splines.p. 24

l Lubricate the outer rim (arrow 3p. 24

(Fig. 3)p. 24

Fig. 4p. 24

l Press or knock the seal into the housing, until it is flush with the housing surface.p. 24

If possible, use a "bell" (1p. 24

(Fig. 4)p. 24

that the seal will not skew.p. 24

If you have no proper service tools at hand, use a suitable drift punch with a diameter which is about 0,4 mm smaller than the outer diameter of the seal. Use VERY LIGHT blows with the hammer if no press is available.p. 24

The values specified in the table apply for screws:p. 25

Feather keys and keywaysp. 25

Feather keys may only be reused if they are free of damage.p. 25

Fig. 5p. 25

l Clean and thoroughly examine the feather key.p. 25

l Deburr and thoroughly clean the edges of the keyway with a fine file before reassembling.p. 25

The values specified in the table apply for screws:p. 25

Ball and roller bearingsp. 25

Ball and roller bearings may only be reused if they are free of damage and do not show any signs of wear.p. 25

Fig. 6p. 25

l If a ball or roller bearing of a bearing pair shows defects, both ball or roller bearings need to be replaced.p. 25

l Remove any lubricant residues from the ball or roller bearing to be examined by washing it with gasoline or any other appropriate degreasing agent. Ensure strict cleanliness.p. 25

l Check balls or rollers, running surfaces, outer faces of outer races and inner faces of inner races for visible damage. Replace the ball or roller bearing if necessary.p. 25

l Check the ball or roller bearing for clearance and resistance between the inner and outer races, replace if necessary.p. 25

l Lubricate the ball or roller bearing with the recommended type of grease before assembly or reassembly.p. 25

l On greased bearings (e.g. wheel bearings) fill the space between ball or roller bearing and outer seal with the recommended type of grease before assembling the seal.p. 25

l Check shaft and bearing housing for discolouration or other signs of movement between ball or roller bearing and seats.p. 26

l Make sure that shaft and housing are free of burrs before assembling the ball or roller bearing.p. 26

l Always mark the individual parts of separable ball or roller bearings (e.g. taper roller bearings) to enable correct reassembling. Never assemble the rollers to an outer race that has already been used, replace the complete ball or roller bearing i…p. 26

Fig. 7p. 26

When assembling the ball or roller bearing to the shaft load must only be applied to the inner race 1p. 26

(Fig. 7)p. 26

When fitting the bearing into the housing load must only be applied to the outer race (2).p. 26

The values specified in the table apply for screws:p. 26

Screws and nutsp. 26

Tightening torquep. 26

Tighten nuts or screws with the tightening torques specified in the following tables of tightening torques. Tightening torques deviating from the ones in the table are specially mentioned in the repair instructions.p. 26

Damaged screws must under no circumstances be used any longer. Recutting threads with thread cutters or taps adversely affects the strength and leak tightness of the screw joint. Damaged or corroded thread pitches can cause incorrect torque value rea…p. 26

Self-locking nuts must generally be replaced after disassembly.p. 26

The use of screws with too high strength can cause damage!p. 26

l Nut of a higher strength can generally be used instead of nuts of a lower strength classification.p. 26

l When checking or retightening screw joints to the specified tightening torque you should first relieve by a quarter turn and then tighten to the correct torque.p. 26

l Before tightening you should lightly oil the thread, in order to ensure low friction movement.p. 26

The same applies for self-locking nuts.p. 26

l Make sure that no oil or grease will enter into blind tapped bores. The hydraulic power generated when turning in the screw could cause breakage of the effected part.p. 26

Strength classes, metric screwsp. 27

The strength classes (from 3.6 to 12.9) are specified for all strength classes from a nominal diameter of 5mm. The corresponding identification can be found where allowed for by the shape of the screw.p. 27

Fig. 8 Identification of screwsp. 27

Example: A screw is identified with 12.9.p. 27

The first number corresponds with 1/100 of the nominal tensile strength (minimum tensile strength) in N/ mmp. 27

2p. 27

l The nominal tensile strength is 12 X 100 N/mmp. 27

2p. 27

The second number specifies 10-times the ration between lower yield point and nominal tensile strength (yield point ratio).p. 27

When exceeding the lower yield point, the material will return to its original shape when being relieved (plastic deformation).p. 27

When exceeding the upper yield point the material will not restore its original shape after being relieved.p. 27

l The lower tensile strength is 9/10 X 1200 N/mmp. 27

2p. 27

However, these values are by no means identical with the tightening torques, which are to be set on a torque wrench. The corresponding calculation requires a higher effort and, in the end, depends on the materials to be bolted together.p. 27

Strength classes of metric nutsp. 27

Nuts are differentiated by three load groups. Each load group has a special designation system for the strength class assigned, so that the load group can be clearly identified.p. 27

Nuts for screw joints with full load capability (4, 5, 6, 8, 10, 12)p. 27

Fig. 9 Identification of nutsp. 27

In a connection with a screw, these nuts 1p. 27

(Fig. 9)p. 27

Nut height above 0.8 d (d = nominal dimension).p. 27

Strength class of nutp. 27

Strength class of associated screwp. 27

4p. 27

3.6, 4.6, 4.8p. 27

5p. 27

3.6, 4.6, 4.8p. 27

5.6, 5.8p. 27

6p. 27

6.8p. 27

8p. 27

8.8p. 27

9p. 27

9.8p. 27

10p. 27

10.8p. 27

12p. 27

12.8p. 27

Nuts for screw joints with limited load factor (04, 05)p. 27

The preceding "0" indicates that, due to their low height, nuts 2p. 27

(Fig. 9)p. 27

Nut height below 0,8 d (d = nominal dimension).p. 27

Nuts for screw joints without specified load factor (11H, 14H, 17H, 22H)p. 27

This standard contains strength classes (hardness classes) for nuts 3p. 27

(Fig. 9)p. 27

Nut height below 0,5 d (d = nominal dimension).p. 27

Identification in clock systemp. 28

Fig. 10 Identification of nuts in clock systemp. 28

For small nutsp. 28

(Fig. 10)p. 28

l The 12 o'clock position is identified by a dot or the manufacturer's symbol.p. 28

l The strength class is identified by a dash (b).p. 28

Identification of UNF-threadsp. 28

Fig. 11p. 28

Screwsp. 28

The screw head is marked with a stamped in, round cavity 3p. 28

(Fig. 11)p. 28

Nutsp. 28

An uninterrupted series of stamped in circles parallel to the axis of the nut on a hexagon area (2).p. 28

Studs and brake rodsp. 28

At the outmost end a short end of the component is reduced to its core diameter (1).p. 28

Cotter pinsp. 29

Fig. 12p. 29

In places where cotter pins are used, these must be reassembled. Cotter pins must generally be renewed after disassembly.p. 29

Cotter pins must be assembled as shown in the illustration, unless specified differently.p. 29

The values specified in the table apply for screws:p. 30

Tightening torquesp. 30

The values specified in the table apply for screws:p. 30

l black oiledp. 30

l with surface protection A4Cp. 30

l with surface protection DACROMETp. 30

DACROMET is a surface protection that mainly consists of zinc and aluminium in a chromium oxide matrix. DACROMETIZATION provides excellent corrosion protection for metal surfaces by applying a mineral coating with metallic-silver appearance.p. 30

Tightening torques for screws with metric unified threadp. 30

Coefficient of friction m tot. = 0,14p. 30

mp. 30

Screw dimensionp. 30

Tightening torques Nmp. 30

8.8p. 30

10.9p. 30

12.9p. 30

M4p. 30

3p. 30

5p. 30

M5p. 30

6p. 30

9p. 30

10p. 30

M6p. 30

10p. 30

15p. 30

18p. 30

M8p. 30

25p. 30

35p. 30

45p. 30

M10p. 30

50p. 30

75p. 30

83p. 30

M12p. 30

88p. 30

123p. 30

147p. 30

M14p. 30

137p. 30

196p. 30

235p. 30

M16p. 30

211p. 30

300p. 30

358p. 30

M18p. 30

290p. 30

412p. 30

490p. 30

M20p. 30

412p. 30

578p. 30

696p. 30

M22p. 30

560p. 30

785p. 30

942p. 30

M24p. 30

711p. 30

1000p. 30

1200p. 30

M27p. 30

1050p. 30

1480p. 30

1774p. 30

M30p. 30

1420p. 30

2010p. 30

2400p. 30

Tightening torques for screws with metric unified fine threadp. 30

Coefficient of friction m tot. = 0,14p. 30

mp. 30

Screw dimensionp. 30

Tightening torques Nmp. 30

8.8p. 30

10.9p. 30

12.9p. 30

M8 x 1p. 30

26p. 30

37p. 30

48p. 30

M10 x 1.25p. 30

52p. 30

76p. 30

88p. 30

M12 x 1,25p. 30

98p. 30

137p. 30

126p. 30

M12 x 1.5p. 30

93p. 30

127p. 30

152p. 30

M14 x 1.5p. 30

152p. 30

216p. 30

255p. 30

M16 x 1.5p. 30

225p. 30

318p. 30

383p. 30

M18 x 1.5p. 30

324p. 30

466p. 30

554p. 30

M20 x 1.5p. 30

461p. 30

628p. 30

775p. 30

M22 x 1.5p. 30

618p. 30

863p. 30

1058p. 30

M24 x 2p. 30

780p. 30

1098p. 30

1294p. 30

M27 x2p. 30

1147p. 30

1578p. 30

1920p. 30

M30 x 2p. 30

1568p. 30

2254p. 30

2695p. 30

Tightening torques for screws treated with anti-seizure paste OKS 240 (copper paste)p. 31

Tightening torques for screws treated with anti-seizure paste OKS 240p. 31

Anti-seizure paste (copper paste) is used for the assembly of screw connections, which are exposed to high temperatures and corrosive effects. Prevents seizure and corrosion.p. 31

Screw dimensionp. 31

Tightening torques Nmp. 31

8.8p. 31

10.9p. 31

12.9p. 31

M16p. 31

169p. 31

240p. 31

287p. 31

M16 x 1.5p. 31

180p. 31

255p. 31

307p. 31

M18p. 31

232p. 31

330p. 31

392p. 31

M18 x 1.5p. 31

260p. 31

373p. 31

444p. 31

M20p. 31

330p. 31

463p. 31

557p. 31

M20 x 1.5p. 31

369p. 31

502p. 31

620p. 31

M22p. 31

448p. 31

628p. 31

754p. 31

M22 x 1.5p. 31

495p. 31

691p. 31

847p. 31

M24p. 31

569p. 31

800p. 31

960p. 31

M24 x 2p. 31

624p. 31

879p. 31

1036p. 31

M27p. 31

840p. 31

1184p. 31

1520p. 31

M27 X 2p. 31

918p. 31

1263p. 31

1536p. 31

M30p. 31

1136p. 31

1608p. 31

1920p. 31

M30 x 2p. 31

1255p. 31

1804p. 31

2156p. 31

3/4“ – 10 UNCp. 31

276p. 31

388p. 31

464p. 31

3/4“ – 16 UNCp. 31

308p. 31

432p. 31

520p. 31

Tightening torques for wheel nuts (fine thread)p. 31

Coefficient of friction m tot. = 0,14p. 31

mp. 31

These values result in a 90% utilization of the yield pointp. 31

Thread diameterp. 31

Tightening torques Nmp. 31

10.9p. 31

M12x1.5p. 31

100p. 31

M14x1.5p. 31

150p. 31

M18x1.5p. 31

300 – 350p. 31

M20x1.5p. 31

400 – 500p. 31

M22x1.5p. 31

500 – 600p. 31

The values specified in the table apply for screws:p. 32

l black oiledp. 32

l with surface protection A4Cp. 32

l with surface protection DACROMETp. 32

The difference between Withworth and UNF/UNC threads is the fact that UNF and UNC threads have 60° flanks, as the metric ISO-thread, whereas Withworth has a flank of only 55°.p. 32

Tightening torques for screws with UNC thread, UNC Unified Coarse Thread Series, American Unified Coarse Threadp. 32

Tightening torques for screws with UNC thread,p. 32

Coefficient of friction m tot. = 0,14p. 32

mp. 32

UNC Unified Coarse Thread Series, American Unified Coarse Threadp. 32

Screw dimensionp. 32

Tightening torques Nmp. 32

8.8p. 32

10.9p. 32

12.9p. 32

1/4“ – 20p. 32

11p. 32

15p. 32

19p. 32

5/16“ – 18p. 32

23p. 32

32p. 32

39p. 32

3/8“ – 16p. 32

39p. 32

55p. 32

66p. 32

7/16“ – 14p. 32

62p. 32

87p. 32

105p. 32

1/2“ – 13p. 32

96p. 32

135p. 32

160p. 32

9/16“ – 12p. 32

140p. 32

200p. 32

235p. 32

5/8“ – 11p. 32

195p. 32

275p. 32

330p. 32

3/4“ – 10p. 32

345p. 32

485p. 32

580p. 32

7/8“ – 9p. 32

560p. 32

770p. 32

940p. 32

1“ – 8p. 32

850p. 32

1200p. 32

1450p. 32

1 1/8“ – 7p. 32

1200p. 32

1700p. 32

2000p. 32

1 1/4“ – 7p. 32

1700p. 32

2400p. 32

2900p. 32

1 3/8“ – 6p. 32

2200p. 32

3100p. 32

3700p. 32

1 1/2“ – 6p. 32

3000p. 32

4200p. 32

5100p. 32

Tightening torques for screws with UNF thread, UNF Unified National Fine Thread Series, American Unified Fine Threadp. 32

Tightening torques for screws with UNF thread,p. 32

Coefficient of friction m tot. = 0,14p. 33

mp. 33

UNF Unified National Fine Thread Series, American Unified Fine Threadp. 32

Screw dimensionp. 32

Tightening torques Nmp. 32

8.8p. 32

10.9p. 32

12.9p. 32

1/4“ – 28p. 32

13p. 32

18p. 32

22p. 32

5/16“ – 24p. 32

25p. 32

35p. 32

42p. 32

3/8“ – 24p. 32

45p. 32

63p. 32

76p. 32

7/16“ – 20p. 32

70p. 32

100p. 32

120p. 32

1/2“ – 20p. 32

110p. 32

155p. 32

185p. 32

9/16“ – 18p. 32

155p. 32

220p. 32

260p. 32

5/8“ – 18p. 32

220p. 32

310p. 32

370p. 32

3/4“ – 16p. 32

385p. 32

540p. 32

650p. 32

7/8“ -14p. 32

620p. 32

870p. 32

1050p. 32

1“ – 12p. 33

930p. 33

1300p. 33

1600p. 33

1 1/8“ – 12p. 33

1350p. 33

1900p. 33

2300p. 33

1 1/4“ – 12p. 33

1900p. 33

2700p. 33

3200p. 33

1 3/8“ – 12p. 33

2600p. 33

3700p. 33

4400p. 33

1 1/2“ – 12p. 33

3300p. 33

4600p. 33

5600p. 33

2 BOMAG single drum rollersp. 35

The vibration systems.p. 36

BOMAG single drum rollersp. 36

Fig. 1p. 36

BOMAG single drum rollers – state-of-the-art compaction technology and highest productivity.p. 36

BOMAG single drum rollers set standards in earth compaction. All know-how and experience of the global market leader when intgo the development of this product range. The result speaks for itself: State-of-the-art compaction technology with highest p…p. 36

Single drum rollers play a decisive part in the building process. With their work they actually create the load bearing basis for later construction measures. This leaves no room for compromises. BOMAG with its series 4 models BW 177 up to 332 thereb…p. 36

l Efficient. Low costs per cubic meter are decisive for the economical success. BOMAG single drum rollers just demonstrate how efficient soil compaction can be.p. 36

l Efficient.p. 36

l Powerful. Maximum compaction with high linear loads and amplitudes.p. 36

l Powerful.p. 36

l Economical. BOMAG ECOMODE has become the synonym for low fuel consumption.p. 36

l Economical.p. 36

l Intelligent. Automatic compaction control with VARIOCONTROL.p. 36

l Intelligent.p. 36

l Innovative. Unique Ep. 36

l Innovative.p. 36

VIBp. 36

l Well thought-out. Comfortable work place and simple maintenance. BOMAG single drum rollers were developed in dialogue with practice.p. 36

l Well thought-out.p. 36

l Flexible. Rollers ranging from 7 to 32 tonnes in weight and wides range of options.p. 36

l Flexible.p. 36

l Stability in value. Quality without compromise: A BOMAG will give you pleasure over a long time.p. 36

l Stability in value.p. 36

Drum and front frame.p. 36

The demands on the drum are as diverse as the construction sites. BOMAG follows a completely new approach when it comes to the shape of the drum, which demonstrates entirely new possibilities.p. 36

Fig. 2 BOMAG smooth drum for universal applicationsp. 37

Even the conventional smooth drum of the D/DH-models is full of very sensible details: The edges are bevelled in order to achieve a smooth surface. The standard polyurethane contact scrapers at front and rear ensure cleanliness.p. 37

Fig. 3 Minimum changeover times due to cleverly designed scrapersp. 37

With a segmented shell these smooth drums can simply be converted to a padfoot drum. This extends the range of possible applications tremendously. The three-part shape guarantees optimal adaptation and easy assembly.p. 37

Single drum rollers PD/PDH with padfoot drum are particularly suitable for the compaction of cohesive soils. The well thought-out shape of the padfeet ensures deep penetration into the ground and powerfull kneading.p. 37

Fig. 4 Rock crusher drum and polygonal drump. 38

Crushing and compacting soft to meadium hard rock material is the domain of thep. 38

rock crusher drump. 38

Thep. 38

polygonal drump. 38

Advantages at a glance:p. 38

l Two contact scrapers as standard (D)p. 38

l PD scrapers with central adjustmentp. 38

l Replacement caps for scraper teethp. 38

l Easy to assemble padfoot segment shellp. 38

l Polygonal drum for maximum depth effectp. 38

l Rock crusher drum to pulverize rock materialp. 38

l Optimized shape of the front framep. 38

The drive system: Efficient power!p. 38

The drive of the BOMAG single drum rollers has consistently by designed for efficiency. The economical, long-lasting Deutz diesel engines with high pressure fuel injection, turbo charger and intercooler are the backbone of this concept. The rear axle…p. 38

Two travel systems D and DHp. 39

Fig. 5 DH-drive – up to 63% gradability Here a BW 219 PDH in dam constructionp. 39

Even the D-variant reaches gradability values of up to 53%. With the manual SlipControl the engine power can be specifically converted into traction.p. 39

For most severe conditions – DH-machines! The DH-drive has two outstanding characteristics: ASC and ECOMODE. The Anti Slip Control always supplies drum and wheels with the actually required power. Slippage is avoided. The drives have higher torques…p. 39

BOMAG ECOMODE is the key to minimal operating costs. It reduces the fuel consumption by up to 30%. This is due to an intelligent engine control system, which runs the engine always in the optimal range and controls the hydraulic system at the same ti…p. 39

Fig. 6 With ECOMODE one can save up to 20.000 litres of fuel over a period of four yearsp. 39

Advantages at a glance:p. 39

l NoSpin axles with 100% self-locking effectp. 39

l Trcontrol ASC for max. gradability (DH)p. 39

l 30% lower fuel consumption due to ECOMODEp. 39

l Considerably reduced noise levelp. 39

The vibration systems.p. 40

Vibration is the heart of the roller. There are two systems to choose from: Circular exciter and VARIOCONTROL.p. 40

Well known and popular: the circular exciter.p. 40

Single drum rollers with circular exciters offer two amplitudes and are particularly simple to operate.p. 40

Advantages at a glance:p. 40

l Powerful circular exciter with high compaction powerp. 40

l Simple operation with two amplitudesp. 40

Infinitely variable, intelligent and flexible: BOMAG VARIOCONTROL (BVC)p. 40

Fig. 7p. 40

BOMAG VARIOCONTROL has revolutionized earth compaction.p. 40

VARIOCONTROL means:p. 40

l The drum vibrates purely linear instead of on a circular pathp. 40

l The amplitude is infinitely adjustablep. 40

l The amplitude is controlled automaticallyp. 40

VARIOCONTROL extends the range of possible applications tremendously. Smooth and powerful – just as required. If there are e.g. sensitive building nearby, the amplitude is reduced to such an extent, that no harmful vibrations will be generated. How…p. 40

BOMAG VARIOCONTROL can even offer more, it is intelligent and automatically controls its amplitude infinitely. Benefit: Maximum quality and uniform compaction with a minimum number of passes. VARIOCONTROL considerably reduces the costs per mp. 40

3p. 40

Advantages at a glance:p. 40

l VARIOCONTROL with linear, directed vibrationp. 40

l Infinite amplitude adjustmentp. 40

l Gentle compaction in sensitive environmentsp. 40

l Outstanding power due to amplitudes of up to 2.85 mmp. 41

l Maximum flexibilityp. 41

l Automatic amplitude controlp. 41

l Indication of end of compactionp. 41

l Avoidance of jump operationp. 41

3 Technical datap. 43

Technical datap. 44

Fig. 8p. 45

BW 213 DH-4 BVCp. 45

Ap. 45

Bp. 45

Dp. 45

Hp. 45

H2p. 45

Kp. 45

Lp. 45

Op. 45

Sp. 45

Wp. 45

Dimensions in mmp. 45

2960p. 45

2270p. 45

1500p. 45

2268p. 45

2985p. 45

490p. 45

5808p. 45

70p. 45

35p. 45

2130p. 45

Dimensions in inchp. 45

116.5p. 45

89.4p. 45

59.1p. 45

89.3p. 45

117.5p. 45

19.3p. 45

228.7p. 45

2.4p. 45

1.4p. 45

83.9p. 45

Weightsp. 45

Operating weight (CECE) with ROPS-cabinp. 45

14900 kgp. 45

32849 lbsp. 45

Axle load, drum (CECE)p. 45

9400 kgp. 45

20723 lbsp. 45

Axle load, wheels (CECE)p. 45

5500 kgp. 45

12126 lbsp. 45

Static linear loadp. 45

44.1 kg/cmp. 45

247 plip. 45

Max. operating weightp. 45

17200 kgp. 45

37919 lbsp. 45

Travel characteristicsp. 45

Travel speedp. 45

0-14 km/hp. 45

0-8.7 mphp. 45

Max. gradability without/with vibration (soil dependent)p. 45

53%/50%p. 45

Enginep. 45

Engine manufacturerp. 45

Deutzp. 45

Typep. 45

TCD 2013 L04p. 45

Coolingp. 45

Waterp. 45

Number of cylindersp. 45

4p. 45

Rated power ISO 3046p. 45

119 KWp. 45

Rated power SAE J 1995p. 45

160 hpp. 45

Rated speedp. 45

2200 min-1p. 45

2200 minp. 45

-1p. 45

2200 rpmp. 45

Electrical equipmentp. 45

12 Vp. 45

Drive systemp. 45

hydrostaticp. 45

Brakesp. 45

Service brakep. 45

hydrostaticp. 45

Parking brakep. 45

hydro-mechanicalp. 45

Steeringp. 45

Type of steeringp. 45

Oscill.-articul.p. 45

Steering operationp. 45

hydrostaticp. 45

Steering/oscillation anglep. 45

± 35°/12°p. 45

Inner track radiusp. 45

3494 mmp. 45

137.6 inp. 45

Vibrationp. 46

Variocontrolp. 46

Standardp. 46

Frequencyp. 46

28 Hzp. 46

1680 vpmp. 46

Amplitudep. 46

0-2.5 mmp. 46

0/-0.098 inp. 46

Centrifugal forcep. 46

365 kNp. 46

82125 lbsp. 46

Tiresp. 46

Tire sizep. 46

23.1-26/12PRp. 46

Air pressure, nominal valuep. 46

1.4 barp. 46

20.3 psip. 46

Air pressure, spanp. 46

0.8-1.4 barp. 46

11.6-20.3 psip. 46

Filling capacitiesp. 46

Fuelp. 46

approx. 340 litresp. 46

89.8 gal usp. 46

Subject to technical alterations.p. 46

Additional engine datap. 46

Combustion principlep. 46

4-stroke dieselp. 46

Low idle speedp. 46

rpmp. 46

700 – 800p. 46

High idle speedp. 46

rpmp. 46

2200 – 2250p. 46

Spec. Fuel consumptionp. 46

g/kWhp. 46

226p. 46

Valve clearance intakep. 46

mmp. 46

0.4p. 46

Valve clearance exhaustp. 46

mmp. 46

0.6p. 46

Injection valves opening pressurep. 46

barp. 46

DRC / 1600p. 46

Travel pumpp. 46

Manufacturerp. 46

Sauerp. 46

Typep. 46

H1 P078 RA (EP)p. 46

Systemp. 46

Axial piston/swash platep. 46

Max. displacementp. 46

cm3/revp. 46

cmp. 46

3p. 46

78p. 46

Max. flow capacityp. 46

ccm x n l/minp. 46

78p. 46

High pressure limitationp. 46

barp. 46

450p. 46

Charge pressure, high idlep. 46

barp. 46

22p. 46

Pressure overridep. 46

barp. 46

400p. 46

Drum reduction gearp. 46

Typep. 46

CR 31p. 46

Transmission ratiop. 46

45.6p. 46

Drum drive motorp. 46

Manufacturerp. 46

Sauerp. 46

Typep. 46

51C 110 (EP)p. 46

Systemp. 46

Axial piston – bent axlep. 46

Displacement (stage 1)p. 46

cm3/revp. 46

cmp. 46

3p. 46

110p. 46

Displacement (stage 2)p. 46

cm3/revp. 46

cmp. 46

3p. 46

31.4p. 46

Perm. leak oil ratep. 46

l/minp. 46

lp. 46

2 ± 10p. 46

Flushing ratep. 46

l/minp. 46

lp. 46

10p. 46

Flushing limitationp. 46

barp. 46

16p. 46

Axle drive motorp. 46

Manufacturerp. 46

Sauerp. 46

Typep. 46

51D 110 (EP)p. 46

Systemp. 46

Axial piston – bent axlep. 46

Max. displacement (stage 1)p. 47

cm3/revp. 47

cmp. 47

3p. 47

110p. 47

Min. displacement (stage 2)p. 47

cm3/revp. 47

cmp. 47

3p. 47

55.3p. 47

Perm. leak oil ratep. 47

l/minp. 47

lp. 47

2 ± 10p. 47

Flushing ratep. 47

l/minp. 47

lp. 47

10p. 47

Flushing limitationp. 47

barp. 47

16p. 47

Vibration pumpp. 47

Manufacturerp. 47

Sauerp. 47

Typep. 47

H1 P0 78 RA (EP)p. 47

Systemp. 47

Axial piston/swash platep. 47

Max. displacementp. 47

cm3/revp. 47

cmp. 47

3p. 47

78p. 47

Starting pressurep. 47

barp. 47

365 ± 65p. 47

Operating pressure (soil dependent)p. 47

barp. 47

approx. 100p. 47

High pressure limitationp. 47

barp. 47

450p. 47

Charge pressure, high idlep. 47

barp. 47

26p. 47

Pressure overridep. 47

barp. 47

400p. 47

Auxiliary pumpp. 47

cm3/revp. 47

cmp. 47

3p. 47

17p. 47

Vibration motorp. 47

Manufacturerp. 47

Bosch-Rexrothp. 47

Typep. 47

A2FM 56 HDDp. 47

Systemp. 47

Axial piston/bent axlep. 47

Displacementp. 47

cm3/revp. 47

cmp. 47

3p. 47

56p. 47

Flushing ratep. 47

l/minp. 47

6p. 47

Flushing pressure limitationp. 47

barp. 47

13p. 47

Steering/charge pumpp. 47

Typep. 47

HY/ZFFS11/16+8p. 47

Systemp. 47

Tandem gear pumpp. 47

Displacementp. 47

cm3/revp. 47

cmp. 47

3p. 47

16 / 8p. 47

Max. steering pressurep. 47

barp. 47

205 ± 15p. 47

Steering valvep. 47

Manufacturerp. 47

Danfossp. 47

Typep. 47

OSPC 500 ONp. 47

Systemp. 47

Rotary spool valvep. 47

Slewing motorp. 47

Typep. 47

STF 1-000-21p. 47

Systemp. 47

Piston rackp. 47

Rear axlep. 47

Manufacturerp. 47

Danap. 47

Typep. 47

CHC 193/66LDp. 47

Differentialp. 47

No-Spinp. 47

Degree of lockingp. 47

%p. 47

100p. 47

Reduction ratiop. 47

65.08p. 47

Vibration motor for platesp. 47

Manufacturerp. 47

Bosch-Rexrothp. 47

Typep. 47

A2FM 16p. 47

Systemp. 47

Axial piston/swash platep. 47

Displacementp. 47

cm3/revp. 47

cmp. 47

3p. 47

16p. 47

Frequencyp. 47

Hzp. 47

35-65/45-85p. 47

The following noise and vibration data acc. top. 48

– EC Machine Regulation edition 2006/42/ECp. 48

– the noise regulation 2000/14/EG, noise protection guideline 2003/10/ECp. 48

– Vibration Protection Regulation 2002/44/ECp. 48

were determined during conditions typical for this type of equipment and by application of harmonized standards.p. 48

During operation these values may vary because of the existing operating conditions.p. 48

Noise valuep. 48

sound pressure level at the work place of the operator (with cabin):p. 48

Lp. 48

pAp. 48

Guaranteed sound power level:p. 48

Lp. 48

WAp. 48

Vibration valuep. 48

Vibration of the entire body (driver’s seat)p. 48

The weighted effective acceleration value determined according to ISO 7096 isp. 48

£p. 48

2p. 48

Hand-arm vibration valuesp. 48

The weighted effective acceleration value determined according to EN 500/ISO 5349 isp. 48

£p. 48

2p. 48

4 Maintenancep. 49

4.1 General notes on maintenancep. 50

When performing maintenance work always comply with the appropriate safety regulations.p. 50

Thorough maintenance of the machine guarantees far longer safe functioning of the machine and prolongs the lifetime of important components. The effort needed for this work is only little compared with the problems that may arise when not observing t…p. 50

The terms right/left correspond with travel direction forward.p. 50

l Support the engine hood for all maintenance and repair work.p. 50

l Do not touch hot engine parts.p. 50

l Always clean machine and engine thoroughly before starting maintenance work.p. 50

l For maintenance work stand the machine on level ground.p. 50

l Perform maintenance work only with the engine shut down.p. 50

l Relieve hydraulic pressures before working on hydraulic lines.p. 50

l Before working on electric parts of the machine disconnect the battery and cover it with insulation material.p. 50

l When working in the area of the articulated joint attach the articulation lock (transport lock).p. 50

During maintenance work catch all oils and fuels and do not let them seep into the ground or into the sewage system. Dispose of oils and fuels environmentally.p. 50

Keep used filters in a separate waste container and dispose of environmentally.p. 50

Catch biodegradable oils separately.p. 50

Notes on the fuel systemp. 50

The lifetime of the diesel engine depends to a great extent on the cleanliness of the fuel.p. 50

l Keep fuel free of contaminants and water, since this will damage the injection elements of the engine.p. 50

l Drums with inside zinc lining are not suitable to store fuel.p. 50

l When choosing the storage place for fuel make sure that spilled fuel will not harm the environment.p. 50

l Do not let the hose stir up the slurry at the bottom of the drum.p. 50

l The fuel drum must rest for a longer period of time before drawing off fuel.p. 50

l The rest in the drum is not suitable for the engine and should only be used for cleaning purposes.p. 50

Notes on the performance of the enginep. 50

On diesel engines both combustion air and fuel injection quantities are thoroughly adapted to each other and determine power, temperature level and exhaust gas quality of the engine.p. 50

If your engine has to work permanently in "thin air" (at higher altitudes) and under full load, you should consult the customer service of BOMAG or the customer service of the engine manufacturer.p. 50

Notes on the cooling systemp. 50

Prepare and check coolant with highest care, since otherwise the engine may be damaged by corrosion, cavitation and freezing.p. 50

Coolant is prepared by adding an ethylene-glycol based anti-freeze agent with corrosion inhibiting properties to the cooling water.p. 50

Mixing with cooling system protection agent is necessary in all climatic zones. It prevents corrosion, lowers the freezing point and raises the boiling point of the coolant.p. 50

Notes on the hydraulic systemp. 50

During maintenance work on the hydraulic system cleanliness is of major importance. Make sure that no dirt or other contaminating substances can enter into the system. Small particles can produce flutes in valves, cause pumps to seize, clog nozzles a…p. 50

l If, during the daily inspection of the oil level the hydraulic oil level is found to have dropped, check all lines, hoses and components for leaks.p. 50

l Seal external leaks immediately. If necessary inform the responsible customer service.p. 50

l Do not store drums with hydraulic oil outdoors, or at least under a cover. Water can be drawn in through the bunghole when the weather changes.p. 50

l We recommend to use our filling and filtering unit with fine filter to fill the system. This ensures finest filtration of the hydraulic oil, prolongs the lifetime of the hydraulic oil filter and protects the hydraulic system.p. 50

l Clean fittings, filler covers and the area around such parts before disassembly to avoid entering of dirt.p. 50

l Do not leave the tank opening unnecessarily open, but cover it so that nothing can fall in.p. 50

4.2 Fuels and lubricantsp. 51

Engine oilp. 51

Qualityp. 51

For use in DEUTZ engines the lubrication oils are classified in DEUTZ Lubrication Oil Quality Classes (DQC).p. 51

Approved engine oilsp. 51

Deutzp. 51

ACEAp. 51

Association des Constructeurs European d’Automobilesp. 51

APIp. 51

American Petroleum Institutep. 51

DHDp. 51

DQC II-05 or DQC II-10p. 51

E3-96, E5-02, E7-08, E4-07, E6-04, E9-08p. 51

CG-4, CH-4, CI-4, CI-4 Plus, CJ-4p. 51

DHD-1p. 51

DQC III-05 or DQC II-10p. 51

–p. 51

DQC IV-05 or DQC II-10p. 51

–p. 51

The list of approved lubrication oils is also available in the Internet under the following address:p. 51

www.deutz.comp. 51

dep. 51

>>SERVICE >> Betriebsstoffe und Additive >> DeutzQualityClass >> DQC-Freigabelistep. 51

enp. 51

>>SERVICE >> Operating Liquids and Additives >> DeutzQualityClass >> DQC Release Listp. 51

Consult your local service station if in doubt.p. 51

l Use winter grade engine oil for winter operation!p. 51

Oil viscosityp. 51

Since lubrication oil changes its viscosity with the temperature, the ambient temperature at the operating location of the engine is of utmost importance when choosing the viscosity class (SAE-class) .p. 51

Too high viscosity can cause starting difficulties, too low ´viscosity can jeopardize the lubrication effect and result in a high lubrication oil consumption.p. 51

Fig. 9p. 51

Optimal operating conditions can be achieved by using the oil viscosity chartp. 51

(Fig. 9)p. 51

At ambient temperatures below -40 °C (-58 °F) the lubrication oil must be pre-heated (e.g. by parking the machine indoors).p. 51

The viscosity is classified acc. to SAE. Multi-purpose oils should generally be used.p. 51

Oil change intervalsp. 51

The longest permissible time a lubrication oil should remain in an engine is 1 year. If the following oil change intervals are not reached over a period of 1 year, the oil change should be performed at least once per year, irrespective of the operati…p. 51

DQC II, DQC III, DQC IV: 500 operating hoursp. 51

When using fuels with a sulphur content of more than 0.5% to 1% or under permanent ambient temperatures below -10 °C (14 °F) and when using biodegradable diesel fuel the oil change intervals must be halved.p. 51

Fuelsp. 51

You should only use commercially available brand diesel fuel with a sulphur content of less than 0.5% and ensure strict cleanliness when filling in. A higher sulphur content has a negative effect on the oil change intervals.p. 51

The fuel level should always be topped up in due time so that the fuel tank is never run dry, as otherwise filter and injection lines need to be bled.p. 52

Qualityp. 52

The following fuel specifications are permitted:p. 52

l EN 590p. 52

l DIN 51628p. 52

l ASTM D975 Grade-No. 1-D and 2-D.p. 52

l JIS K 2204 Grade Fuel 1 and Grade Fuel 2 with lubrication properties acc. to EN 590p. 52

Winter fuelp. 52

For winter operation use only winter diesel fuel, to avoid clogging because of paraffin separation. Diesel fuels suitable for temperatures down to -44 °C (-47 °F) are available for Arctic climates. At very low temperatures disturbing paraffin separ…p. 52

The admixture of petroleum and the addition of "flow enhancing additives" (fuel additives) is not permitted.p. 52

Coolantp. 52

For fluid cooled engines the cooling fluid must be prepared by admixing a cooling system protection agent to the fresh water and should be checked within the specified maintenance intervals.p. 52

This prevents damage caused by corrosion, cavitation, freezing and overheating.p. 52

Fresh water qualityp. 52

The correct quality of water is highly important when preparing coolant. Clear and clean water within the boundaries of the following analysis values should generally be used.p. 52

Fresh water analysis valuesp. 52

pH-value at 20 °C (68 °F)p. 52

6.5 – 8.5p. 52

Chloride ion content (mg/l) (ppm)p. 52

max. 100p. 52

Sulphate ion content (mg/l) (ppm)p. 52

max. 100p. 52

Water hardness (ion content of calcium and magnesium ) (mmol/l)]p. 52

max. 3.56p. 52

Conversion to other units:p. 52

– German degree (°dH)]p. 52

max. 20p. 52

– English degree (°eH)]p. 52

max. 25p. 52

– French degree (°fH)]p. 52

max. 36.5p. 52

corresponds with a content of CaCO3 (mg/l) (ppm)p. 52

corresponds with a content of CaCOp. 52

3p. 52

max. 356p. 52

Information concerning the water quality can be obtained from the waterworks.p. 52

If the fresh water analysis values are unknown, these must be determined with the help of a water analysis.p. 52

If the values of the analysis deviate, the water must be treated accordingly.p. 52

l pH-value too low Adding of caustic lye of soda or caustic potash solution.p. 52

l Water hardness too high: Mix with soft, distilled or fully demineralized waterp. 52

l Chlorides and/or sulphates too high: Mix with soft, distilled or fully demineralized waterp. 52

l Total hardness or carbonate hardness too low: Mix with hardened water (harder water is in most cases available in the form of drinking water).p. 52

Another analysis must be made after the fresh water has been prepared.p. 52

Cooling system protection agentp. 52

As a protection against frost, corrosion and boiling point anti-freeze agents must be used under any climatic conditions.p. 52

Coolant for fluid cooled engines is prepared by adding an ethylene-glycol based anti-freeze agent with corrosion inhibiting properties to the cooling water.p. 52

We therefore highly recommend our BOMAG cooling system protection agent.p. 52

If our cooling system protection agent is not available for any important reasons, you may, in exceptional cases, use products that have been approved by the engine manufacturer.p. 52

The list of approved cooling system protection agents is also available in the Internet under the following address:p. 52

www.deutz.comp. 53

dep. 53

>>SERVICE >> Betriebsstoffe und Additive >> Kühlsystemschutz >> Kühlsystemschutz Technisches Rundschreibenp. 53

enp. 53

>>SERVICE >> Operating Liquids and Additives >> Cooling System Conditioner >> Flyer Cooling System Conditioner Technical Circularp. 53

Products of the same product group (see Deutz Technical Circular Cooling System Protection Agents) can be mixed with each other.p. 53

The BOMAG cooling system protection agent corresponds with product group A.p. 53

Do not mix different coolants and additives of any other kind.p. 53

Before changing the product you must clean the entire cooling system.p. 53

Consult your local service station if in doubt.p. 53

To ensure proper corrosion protection you must use the cooling system protection agent all year around, whereby the following concentration must not be fallen short of or exceeded.p. 53

Mixing ratiop. 53

Cooling system protection agentp. 53

Fresh waterp. 53

Cold protection down top. 53

min. 35%p. 53

65%p. 53

-22 °C (-8 °F)p. 53

40%p. 53

60%p. 53

-28 °C (-18 °F)p. 53

45%p. 53

55%p. 53

-35 °C (-31 °F)p. 53

max. 50%p. 53

50%p. 53

-41 °C (-42 °F)p. 53

A proportion of more than 50% of cooling system protection agent causes a drop in cooling power.p. 53

The use of corrosion protection oils as cooling system protection agents is not permitted.p. 53

When working at temperature below -41 °C(-42 °F) you should consult our local service representative.p. 53

Coolant must be disposed of environmentally.p. 53

Mineral oil based hydraulic oilp. 53

The hydraulic system is operated with hydraulic oil HV 46 (ISO) with a kinematic viscosity of 46 mmp. 53

2p. 53

Bio-degradable hydraulic oilp. 53

The hydraulic system can also be operated with a synthetic ester based biodegradable hydraulic oil.p. 53

The biologically quickly degradable hydraulic oil Panolin HLP Synth.46 meets all demands of a mineral oil based hydraulic oil according to DIN 51524.p. 53

In hydraulic systems filled with Panolin HLP Synth.46 always use the same oil to top up.p. 53

When changing from mineral oil based hydraulic oil to an ester based biologically degradable oil, you should consult the lubrication oil service of the oil manufacturer for details.p. 53

Check the filter more frequently after this change.p. 53

Perform regular oil analyses for content of water and mineral oil.p. 53

Replace the hydraulic oil filter element every 500 operating hours.p. 53

Gear oilp. 53

For the gearboxes use only ,ulti-purpose gear oils ISO VG 220 of API-GL5-class with a minimum viscosity of 20 mmp. 53

2p. 53

This is a hypoid lubricant of highest quality class for extremely loaded transmissions.p. 53

The additives in this oil ensure low wear lubrication under all operating conditions.p. 53

Exciter shaft oilp. 53

For the exciter unit use a fully synthetic gear oil SAE 75W-90, API GL5.p. 53

Lubrication greasep. 53

For lubrication purposes use an EP-high pressure grease, lithium saponified (penetration 2), acc. to DIN 51502 KP 2G.p. 53

4.3 Table of fuels and lubricantsp. 54

Assemblyp. 54

Fuel or lubricantp. 54

Quantityp. 54

Summerp. 54

Winterp. 54

Attentionp. 54

Observe the level marksp. 54

Motorp. 54

– Engine oilp. 54

ACEA: E3-96, E5-02, E7-04, E4-07, E6-04p. 54

API: CG-4, CH-4, CI-4, CI-4 Plus, CJ-4p. 54

approx. 10.5 l (2.8 gal us)p. 54

SAE 10W-40 (-15 °C to +40 °C) (5 °F to 104 °F)p. 54

(BOMAG 009 920 06; 20 l)p. 54

SAE 15W-40 (-5 °C to +40 °C) (23 °F to 104 °F)p. 54

SAE 5W-40 (-30 °C to +40 °C) (-22 °F to 104 °F)p. 54

– Fuelp. 54

Dieselp. 54

Winter diesel fuelp. 54

approx. 340 l (90 gal us)p. 54

– Coolantp. 54

Mixture of water and anti-freeze agentp. 54

BOMAG 009 940 08; 20l)p. 54

Specification see "Fuels and lubricants – coolant"p. 54

approx. 14 l (3.7 gal us)p. 54

Hydraulic systemp. 54

Hydraulic oil (ISO), HLP 46p. 54

(BOMAG 009 930 09; 20 l) or ester based biodegradable hydraulic oilp. 54

approx. 67 l (17.7 gal us)p. 54

Exciter unitp. 54

SAE 75W-90, API GL-5p. 54

(BOMAG 009 925 05; 20 l)p. 54

approx. 16.5 l (4.4 gal us)p. 54

Drive axlep. 54

SAE 80W-140, API GL-5p. 54

(BOMAG 009 925 07; 20 l)p. 54

approx. 11 l (2.9 gal us)p. 54

Wheel hubsp. 54

SAE 80W-140, API GL-5p. 54

(BOMAG 009 925 07; 20 l)p. 54

approx. 2 l (0.53 USgal)p. 54

Axle reduction gearp. 54

SAE 80W-140, API GL-5p. 54

(BOMAG 009 925 07; 20 l)p. 54

approx. 1.9 l (0.50 gal us)p. 54

Drum drive reduction gearp. 54

SAE 80W-140, API GL-5p. 54

(BOMAG 009 925 07; 20 l)p. 54

approx. 0.2 l (0.85 gal us)p. 54

Assemblyp. 54

Fuel or lubricantp. 54

Quantityp. 54

Summerp. 54

Winterp. 54

Attentionp. 54

Observe the level marksp. 54

Tiresp. 54

Waterp. 54

approx. 295 l (78 gal us)p. 54

Calcium chloride (CaCl2) or magnesium chloride (MgCl2)p. 54

Calcium chloride (CaClp. 54

2p. 54

approx. 100 kg (220 lbs)p. 54

Air conditioning systemp. 54

Refrigerant R134ap. 54

approx. 1500 kg (3.31 lbs)p. 54

4.4 Running-in instructionsp. 55

The following maintenance work must be performed when running in new machines or overhauled engines:p. 55

Up to approx. 250 operating hours check the engine oil level twice every day.p. 55

Depending on the load the engine is subjected to, the oil consumption will drop to the normal level after approx. 100 to 250 operating hours.p. 55

After a running-in time of 30 minutesp. 55

l Retighten the V-beltp. 55

After 250 operating hoursp. 55

l Tighten all bolted connections on air intake, exhaust, oil sump and engine mounts.p. 55

l Retighten the bolted connections on the machine.p. 55

l Retighten all wheel fastening screws with the specified tightening torque.p. 55

l Change engine oil and oil filterp. 55

l Oil change in drive axlep. 55

l Oil change in wheel hubsp. 55

l Oil change, axle reduction gearp. 55

l 1. Oil change in drum drive reduction gearp. 55

l 1. Oil change in Vario exciterp. 55

After 500 operating hoursp. 55

l 2. Oil change in drum drive reduction gearp. 55

l 2. Oil change in Vario exciterp. 55

4.5 Maintenance tablep. 56

No.p. 56

Maintenance workp. 56

Commentp. 56

every 10 operating hours, dailyp. 56

every 250 oper. hoursp. 56

every 500 oper. hoursp. 56

every 1000 oper. hoursp. 56

every 2000 oper. hoursp. 56

every 3000 oper. hoursp. 56

every 6000 oper. hoursp. 56

as requiredp. 56

5.6p. 56

Check the engine oil levelp. 56

Dipstick markp. 56

Xp. 56

5.7p. 56

Check the fuel levelp. 56

Fuel level gaugep. 56

Xp. 56

5.8p. 56

Checking the coolant levelp. 56

Inspection glassp. 56

Xp. 56

5.9p. 56

Check the hydraulic oil levelp. 56

Inspection glassp. 56

Xp. 56

5.10p. 56

Check the tire pressurep. 56

Xp. 56

5.11p. 56

Clean the cooling fins on engine and hydraulic oil coolerp. 56

Xp. 56

5.12p. 56

Check the oil level in the drive axlep. 56

Xp. 56

5.13p. 56

Check the oil level in the wheel hubsp. 56

Xp. 56

5.14p. 56

Check the oil level in the axle reduction gearp. 56

Xp. 56

5.15p. 56

Check the oil level in the drum reduction gearp. 56

Xp. 56

5.16p. 56

Check the parking brakep. 56

only by authorized service personnelp. 56

Xp. 56

5.17p. 56

Check, replace the refrigerant compressor V-beltp. 56

Xp. 56

5.18p. 56

Change engine oil and oil filter cartridgep. 56

oil change after 250 and 500 operating hours, then every 500 operating hoursp. 58

see foot notep. 56

at least 1x per yearp. 56

Xp. 56

5.19p. 56

Check, clean the water separatorp. 56

when the "water in fuel" warning light lights upp. 56

Xp. 56

5.20p. 56

Drain the fuel tank sludgep. 56

Xp. 56

5.21p. 56

Battery servicep. 56

pole greasep. 56

Xp. 56

5.22p. 56

Service the air conditioningp. 56

Xp. 56

5.23p. 56

Clean the circulation air filter for the heatingp. 56

Xp. 56

5.24p. 56

Change the bypass filterp. 56

Also in case of repair in the hydraulic system.p. 58

at least 1x per yearp. 56

Xp. 56

5.25p. 56

Check / replace the ribbed V-beltp. 56

Xp. 56

5.26p. 56

Replace the fuel filter cartridgep. 56

Xp. 56

5.27p. 56

Change the fuel pre-filter cartridgep. 56

Xp. 56

5.28p. 57

Check the engine mountsp. 57

Xp. 57

5.29p. 57

Check the engine pillow blocksp. 57

Xp. 57

5.30p. 57

Change the oil in the drive axlep. 57

Running-in instructions: oil change after 250 and 1000 operating hours, then every 1000 operating hoursp. 58

see foot notep. 57

at least 1x per yearp. 57

Xp. 57

5.31p. 57

Change the oil in the wheel hubs3p. 57

Change the oil in the wheel hubsp. 57

3p. 57

see foot notep. 57

at least 1x per yearp. 57

Xp. 57

5.32p. 57

Change the oil in the axle drive reduction gear3p. 57

Change the oil in the axle drive reduction gearp. 57

3p. 57

see foot notep. 57

at least 1x per yearp. 57

Xp. 57

5.33p. 57

Change the oil in the drum reduction gearp. 57

Running-in instructions: oil change after 250, 500 and 1000 operating hours, then every 1000 operating hoursp. 58

see foot notep. 57

at least 1x per yearp. 57

Xp. 57

5.34p. 57

Change the oil in the Vario exciter4p. 57

Change the oil in the Vario exciterp. 57

4p. 57

see foot notep. 57

at least 1x per yearp. 57

Xp. 57

5.35p. 57

Retighten the fastening of the axle on the framep. 57

Xp. 57

5.36p. 57

Tighten the wheel nutsp. 57

Running-in instructions: oil change after 250 and 1000 operating hours, then every 1000 operating hoursp. 58

see foot notep. 57

Xp. 57

5.37p. 57

Check the ROPSp. 57

Xp. 57

5.38p. 57

Check the travel controlp. 57

Xp. 57

5.39p. 57

Check, adjust the valve clearancep. 57

Intake valve: 90° ±15°p. 57

Intake valve: 90°p. 57

±15°p. 57

Exhaust: 150°p. 57

±15°p. 57

Xp. 57

5.40p. 57

Change hydraulic oil and breather filter2p. 57

Change hydraulic oil and breather filterp. 57

2p. 57

see foot notep. 57

at least every 2 yearsp. 57

Xp. 57

5.41p. 57

Change the hydraulic oil filter2p. 57

Change the hydraulic oil filterp. 57

2p. 57

see foot notep. 57

at least every 2 yearsp. 57

Xp. 57

5.42p. 57

Change the coolantp. 57

at least every 2 yearsp. 57

Xp. 57

5.43p. 57

Replace ribbed V-belt and idler pulleyp. 57

Xp. 57

5.44p. 57

Replace the injection valvesp. 57

only by authorized service personnelp. 57

Xp. 57

5.45p. 57

Replace the crank case ventilation valvep. 57

Xp. 57

5.46p. 58

Air filter maintenancep. 58

at least 1x per yearp. 58

when the air filter warning light lights upp. 58

Xp. 58

5.47p. 58

Adjust the scrapersp. 58

Xp. 58

5.48p. 58

Clean the machinep. 58

Xp. 58

5.49p. 58

Change the tiresp. 58

Xp. 58

5.50p. 58

Change the fresh air filter in the cabinp. 58

Xp. 58

5.51p. 58

Replenish the windscreen washer tankp. 58

Xp. 58

5.52p. 58

Tightening torquesp. 58

Xp. 58

5.53p. 58

Engine conservationp. 58

Xp. 58

5 Electricsp. 59

5.2 Battery servicep. 60

Acceleration transducer

Fig. 1p. 60

BVC machines and machines with E-VIB meter are equipped with two piezo-electric acceleration transducers, which are mounted to the drum.p. 60

During operation these transducers transmit the acceleration signals to the measuring ESX.p. 60

The function of the piezo electric acceleration transducer is based on the self-charging effect of quartz crystals under mechanical load (pressure, tension, torsion) in vertical direction to the polar axes, which was discovered in 1880 by J. and P. C…p. 60

Mode of actionp. 60

The piezo electric acceleration transducer consists of two basic components:p. 60

l Piezo electric materialp. 60

l Seismic massp. 60

Once side of the piezo disc is connected with the so- called seismic mass, the other one with a rigid carrier. When this combination is set to oscillate, the seismic (sluggish) mass transfers a force to the piezo disc. According to NewtonsLawtheresul…p. 60

A small wire connects the piezo element with the sensor socket.p. 60

The piezo electric effect generates a charge on the electrodes, which is proportional to the force and thus also to the acceleration.p. 60

Fig. 1p. 61

1 Seismic massp. 61

2 Piezo electric materialp. 61

3 Accelerationp. 61

5.2 Battery servicep. 61

Danger of cauterisation ! Danger of explosion!p. 61

When working on the battery do not use open fire, do not smoke!p. 61

The battery contains acid. Do not let acid come in contact with skin or clothes!p. 61

Wear protective clothing!p. 61

Do not lay any tools on the battery!p. 61

For recharging remove the plugs from the battery to avoid the accumulation of highly explosive gases.p. 61

Dispose of the old battery environmentally.p. 61

Maintenance free batteries also need care. Maintenance free only means that the fluid level does not need to be checked. Each battery suffers under self- discharge, which may, in not checked occasionally, even cause damage to the battery as a result …p. 61

The following therefore applies for the service life:p. 61

l Switch off all consumers (e.g. ignition, light, inside light, radio).p. 61

l Check open-circuit voltage of the battery at regular intervals. At least once per month.p. 61

Reference values: 12.6 V = fully charged; 12.3 V = 50% discharged.p. 61

l Recharge the battery immediately after an open-circuit voltage of 12.25 V or less is reached. Do not perform quick charging.p. 61

The open-circuit voltage of the battery occurs approx. 10 hours after the last charging process or one hour after the last discharge.p. 61

l After each charging process allow the battery to rest for one hour before taking it into service.p. 61

l For resting periods of more than one month you should always disconnect the battery. Do not forget to perform regular open-circuit voltage measurements.p. 61

Exhausted batteries (batteries with formation of sulphate on the plates) are not covered under warranty!p. 61

l Open the engine hood and remove the coveringp. 61

Fig. 2p. 62

l Remove the batteriesp. 62

(Fig. 2)p. 62

l Clean the outside of the battery.p. 62

l Clean battery poles and pole clamps and grease them with pole grease (Vaseline).p. 62

l Check the fastening of the battery.p. 62

l On serviceable batteries check the acid level, if necessary top up to the filling mark with distilled water.p. 62

5.3 Starting the engine with jump leadsp. 62

Bridge the machine only with a 12 Volt auxiliary battery.p. 62

A wrong connection will cause severe damage in the electric system.p. 62

Fig. 3p. 62

l First connect the plus poles with the jump lead.p. 62

l Then connect the ground cable first to the minus pole of the current supplying auxiliary battery and then to engine or chassis ground, as far away from the battery as possiblep. 62

(Fig. 3)p. 62

l Start the engine (see chapter "Operation – Starting the engine").p. 62

l Once the engine is running switch on a powerful consumer (working light, etc.).p. 62

If no powerful consumer is switched on voltage peaks may occur when separating the connecting cables between the batteries, which could damage electrical components.p. 62

l After starting disconnect the negative poles (ground cable) first and the positive poles after.p. 62

l Switch off the consumer.p. 62

5.4 Main battery switchp. 63

Fig. 4p. 63

No. 1 = Main battery switchp. 63

Optional equipmentp. 63

Position "I"p. 63

Disconnects the battery from the on-board electrics, protects against unauthorized use when performing welding work on the machine. Can be removed.p. 63

Position "II"p. 63

Operating position, engine can be started.p. 63

In events of emergency do not use the main battery switch to shut down the engine. This will result in damage to engine and electronic engine control units.p. 63

Pull out the main battery switch at the earliest 40 seconds after the ignition has been switched off.p. 63

5.6 Description of indicators and control elementsp. 64

Overview of electric componentsp. 64

1 Wiring loom, cabinp. 64

1 Wiring loom, central electrics – EDC16 engine control unitp. 65

1 Wiring loom, enginep. 66

2 Wiring loom, speed range selectionp. 66

3 Wiring loom, speed transducerp. 66

4 Wiring loom, Vario distributorp. 66

5 Wiring loom, Vario valvep. 66

1 Wiring loom, charge systemp. 67

2 Wiring loom ground, engine – framep. 67

3 Wiring loom, ground battery (-) – battery (-)p. 67

4 Wiring loom, copper bar – starterp. 67

5 Wiring loom, copper bar – main battery fusep. 67

1 Wiring loom, rear framep. 68

2 Wiring loom, pressure switchp. 68

1 Wiring loom, front lighting StVZOp. 69

2 Wiring loom, rear lighting StVZOp. 69

1 Wiring loom, heating fanp. 70

2 Wiring loom, air conditioning systemp. 70

1 Wiring loom, glow plugsp. 71

1 Wiring loom, main battery switch – battery (-)p. 72

2 Wiring loom, main battery switch – framep. 72

1 Wiring loom, cab heaterp. 73

5.6 Description of indicators and control elementsp. 74

Fig. 5p. 74

1 S00, starter switchp. 74

2 A81 LC-Display unitp. 74

3 A108, rotary switch for cabin fanp. 74

4 A108, rotary switch for air conditioningp. 74

5 Vent for heating and ventilation, driverp. 74

6 Vent for heating and ventilation, footwellp. 74

7 S55, travel leverp. 74

8 P33, display and control unit Variocontrol BOPp. 74

9 S42, rotary switch, travel speed rangesp. 74

10 S01, Emergency Stop switchp. 74

11 S03, push button for warning hornp. 74

12 S36, rotary switch, vibration pre-selectionp. 74

13 S127, Rotary switch for engine speedp. 74

14 S37, rotary switch for direction indicatorsp. 75

Optional equipmentp. 75

15 S14, Rotary switch for hazard light system*p. 75

16 S15, Rotary switch for lighting (StVZO)*p. 75

17 S53, Rotary switch for working lights*p. 75

18 A45, Steering wheelp. 75

19 Rotary switch for cabin heaterp. 75

5.7 Cabinp. 75

Fig. 6p. 75

a = S38, toggle switch for flashing beaconp. 75

b = S20, toggle switch for front windscreen wiper/ washerp. 75

upp. 75

windscreen wiper moves to end position and stops.p. 75

downp. 75

Switches on front windscreen wiping.p. 75

Push buttonp. 75

Front windscreen is sprayed during wiping.p. 75

c = S21, toggle switch for rear windscreen wiper/ washerp. 75

upp. 75

windscreen wiper moves to end position and stops.p. 75

downp. 75

Switches on wiping of rear windscreen.p. 75

Push buttonp. 75

Rear windscreen is sprayed during wiping.p. 75

d = S163, toggle switch for rear windscreen heatingp. 75

Fig. 7p. 76

g = E29, Reading and dashboard lightp. 76

h = S45, Toggle switch for cabin lampp. 76

i = S158, Toggle switch for reading and dashboard lightp. 76

j = E70, Cabin lampp. 76

5.8 Fusesp. 76

Fig. 8p. 76

Fire hazard!p. 76

Do not use fuses with higher ampere ratings and do not bridge fuses.p. 76

(1) 15Ap. 76

(F43) Wiper/washer, rearp. 76

(2) 15Ap. 76

(F44) Wiper/washer, frontp. 76

(3) 10Ap. 76

(F130) Night lightp. 76

(4) 25Ap. 76

(F31) Cabin ventilatorp. 76

(5) 10Ap. 76

(F41) Flashing beaconp. 76

(6) 15Ap. 76

(F144) Cab socketp. 76

(7) 15Ap. 76

(F143) Rear windscreen heatingp. 76

(8) 10Ap. 76

(F42) Cab lightsp. 76

Fig. 9p. 76

No. 2 = Fuses in electric junction boxp. 76

Fire hazard!p. 76

Do not use fuses with higher ampere ratings and do not bridge fuses.p. 76

(14) 25Ap. 76

(F93) Engine control unitp. 76

(15) 30Ap. 76

(F13) Start switchp. 76

(16) 10Ap. 76

(F05) 12-V utility socketp. 76

(17) 15Ap. 77

(F67) Control MESX, potential 30p. 77

(18) 15Ap. 77

(F11) Front head lightsp. 77

(19) 15Ap. 77

(F07) Hazard lightp. 77

(20) 5Ap. 77

(F68) Electronic immobilizerp. 77

(21) 15Ap. 77

(F22) Working headlights, rearp. 77

(22) 15Ap. 77

(F19) Working headlights, rearp. 77

(23) 15Ap. 77

(F09) Parking and tail light, left hand sidep. 77

(24) 15Ap. 77

(F10) Parking and tail light, right hand sidep. 77

(25) 15Ap. 77

(F08) Direction indicatorsp. 77

(26) 10Ap. 77

(F18) Pre-fuse for working head lightsp. 77

(27) 10Ap. 77

(F95) Engine contgrol unitp. 77

(28) 15Ap. 77

(F23) Warning hornp. 77

(29) 10Ap. 77

(F24) Instrumentsp. 77

(30) 15Ap. 77

(F39) Main fuse for cabinp. 77

(31) 20Ap. 77

(F145) Vibratory platesp. 77

(32) 10Ap. 77

(F148) Control MESX, potential 15p. 77

(33) 25Ap. 77

(F124) Fuel pre-heatingp. 77

(34) 10Ap. 77

(F84) Control, contact 54p. 77

(35) 15Ap. 77

(F146) Control MESX, potential 30p. 77

Fig. 10p. 77

(80) 5Ap. 77

(F150) GPS Receiverp. 77

5.9 Main battery fusep. 77

Fig. 11p. 77

No. 3 = Fuses batteryp. 77

125Ap. 77

(F00) Main fusep. 77

80Ap. 77

(F48) Fuse for pre-heating syste,p. 77

5.10 Electronic control unitsp. 78

Control unitsp. 78

Control units (ECU = electronic control unit or ECM = electronic control module) are electronic modules which are mainly installed in places where something needs to be controlled or regulated. Control units are used in almost any electronic sector i…p. 78

Control units generally work according to the IPO- principle. IPO stands for Input-Processing-Output. Sensors are available for input. Sensors determine a physical characteristic like e.g. rotary speed, pressure, temperature, etc. This value is compa…p. 78

Fig. 1 Electronic control (ESX)p. 78

In current vehicles control units are linked via various system buses (CAN, LIN, MOST, Flexray). The units exchange information about operating states and other relevant data in vehicle across the system. Furthermore, the on-board diagnostic or the d…p. 78

Modulesp. 78

In the latest generation of machines BOMAG uses machine programmable modules. A module mainly consists of a programmable microprocessor with additional circuitry for inputs and outputs.p. 78

Fig. 2 Modulep. 78

The modules have control lights on inputs and outputs to monitor the applied signals.p. 78

Signalsp. 79

Analog signalsp. 79

Process states are continuous (analog) when they can be mapped by means of a real number, e.g. temperature = 65.5 °C. The sensor converts a continuous process status into an analog signal. If the control unit needs the numerical value of the analog …p. 79

Binary signalsp. 79

Process states are bivalent (binary) if they have only 2 possible states of truth, such as e.g. button pressed/ not pressed, object present/not present. The two states of truth are mapped by means of defined states of an information carrier, e.g. 'no…p. 79

CAN-bus, Controller Area Networkp. 79

created by Bosch at the end of the eighties for automobile applications.p. 79

Development objectives:p. 79

Real-time critical, robust and low price communication of control units, such as transmission and engine control, but also less time critical applications in the field of convenience electronics, such as air conditioning.p. 79

Fig. 3p. 79

Why CAN?p. 79

l Networking of control units for the realization of complex functions.p. 79

l Reduction of the extend of wiring and plug connections.p. 79

l Better diagnostic possibilities (central diagnostics socket).p. 79

Characteristics of CANp. 79

It is a kind of serial data transmission. The individual bits are transmitted one after the other, only 2 lines are required.p. 79

CAN lines are twisted together 30 to 40 times per metre. Electromagnetic interferences therefore always occur simultaneously in both lines, the software is thus able to filter out interfering signals more easily.p. 79

Wire (+) = cable colour bluep. 79

Wire (-) = cable colour yellowp. 79

Measuring on the CANp. 79

Signals transmitted through the bus line can generally not be measured with simple measuring instruments. Testing is therefore quite complicated for the user. Correct connection of lines can only be checked by means of a continuity test. BOMAG displa…p. 79

5.11 Checking the voltage supply for the control unitp. 80

Power supply for a control unit, generalp. 80

All electronic switching and control units require an electric power supply to be able to work. If the plus or minus supply is faulty, the control unit will work incorrectly or fail.p. 80

The following describes the electric power supply for the ESX-control.p. 80

(Fig. 4) shows a simplified representation of how the control unit (ESX, 68 pole) is connected. The complete representation can be found in the wiring diagram of the machine.p. 80

(Fig. 4)p. 80

The procedure can also be used for other controls. Pin assignment and voltage supply may be different, but the procedures for line testing are generally the same.p. 80

Fig. 4 Circuitry examplep. 80

1p. 80

Engine blockp. 80

ESXp. 80

Control unitp. 80

F00p. 80

Main fusep. 80

Fx,Fxxp. 80

Fuses potential 30p. 80

Fxxxp. 80

Fuses potential 15p. 80

Gp. 80

Generatorp. 80

G01p. 80

Batteryp. 80

GNDp. 80

Housing earthp. 80

H08p. 80

Charge control lightp. 80

S00p. 80

Ignition switchp. 80

S01p. 80

Emergency stop switchp. 80

Pin 28p. 80

Voltage supply for controlp. 80

Pin 54p. 80

if the signal (12/24 Volt) is applied, the control is switched onp. 80

Pin 55p. 80

Ground supply for controlp. 80

Pin 56 to 60p. 80

Voltage supply for outputsp. 80

GNDp. 80

Housing earthp. 80

Fault in current supply, generalp. 81

Clear interruptions in the plus or minus supply are relatively easy to detect. However, the plus and minus sides of control units are in most cases connected to the vehicle mains supply via several cables, so that several parallel current branches ex…p. 81

Fig. 5 Circuitry examplep. 81

The arrows point to the contact locations, which may be the cause if a control unit only receives a reduced supply voltage.p. 81

The following faults may occur:p. 81

l Line interruption in a plus supply linep. 81

l high voltage drop in a plus supply linep. 81

l line interruption on the minus sidep. 81

Measuring principle for line testingp. 82

When a line conducts an electric current, a voltage drop will occur in the line (Up. 82

Vp. 82

l the available amperage (I) andp. 82

l the electric resistance (Rp. 82

linep. 82

In order to have reliable comparison possibilities at hand one should always work with the same amperage. Identical marginal conditions are therefore used in all of the following examples:p. 82

12 Volt – vehicle battery as voltage source or 24 Volt in a 24 Volt vehicle network.p. 82

12 V / 21 W – lamp as load in a 12 Volt vehicle network.p. 82

24 V / 21 W – lamp as load in a 24 Volt vehicle network.p. 82

Test stepsp. 82

1. Switch off the ignition.p. 82

2. Unplug the control unit from wiring loom.p. 82

3. If available connect the Pinboxp. 82

(Fig. 6)p. 82

4. Check with multimeter. If a setpoint is not reached, proceed step by step to identify the weak spot. Repair as necessary. Repeat the measurement.p. 82

The plug must not be pulled off or plugged on while the ignition is switched on. Switch off the ignition first and then pull off or plug on the plug.p. 82

Only plug the wiring loom onto the control unit, when the actual value corresponds with the setpoint.p. 82

Fig. 6 Pinbox for 68 pole ESX controlp. 82

General measuring setup to check a supply line (plus side)p. 83

Fig. 7 Measuring arrangement 12 Voltp. 83

1p. 83

Supply line, plus sidep. 83

2p. 83

Plug contact in wiring loom plug on control or Pinboxp. 83

(Fig. 6)p. 83

Ep. 83

Lamp, 12V / 21 Wattp. 83

Pp. 83

Multimeterp. 83

G01p. 83

Battery as voltage source, 12Vp. 83

Up. 83

Vp. 83

Voltage drop caused by the lamp currentp. 83

Setpointp. 83

The voltage drop Up. 83

Vp. 83

Setpointp. 83

£p. 83

General measuring setup to check a return line (minus side)p. 84

Fig. 8 Measuring arrangement 12 Voltp. 84

1p. 84

Return line, minus sidep. 84

2p. 84

Plug contact in wiring loom plug on control or Pinboxp. 84

(Fig. 6)p. 84

Ep. 84

Lamp, 12V / 21 Wattp. 84

Pp. 84

Multimeterp. 84

G01p. 84

Battery as voltage source, 12Vp. 84

Up. 84

Vp. 84

Voltage drop caused by the lamp currentp. 84

Setpointp. 84

The voltage drop Up. 84

Vp. 84

Setpointp. 84

£p. 84

Connection example to check the plus line between battery and plug pin 28p. 85

Fig. 9p. 85

Xp. 85

Wiring loom plug disconnected from control unit or Pinboxp. 85

(Fig. 6)p. 85

Pp. 85

Multimeterp. 85

S00p. 85

Ignition switched on. Setpoint : E is bright. Up. 85

Vp. 85

S00p. 85

Ignition switched off. Setpoint : E is dark. Up. 85

Vp. 85

Connection example to check the minus line between battery and plug pin 55p. 86

Fig. 10p. 86

Pp. 86

Multimeterp. 86

Xp. 86

Wiring loom plug disconnected from control unit or Pinboxp. 86

(Fig. 6)p. 86

Ep. 86

Setpoint : E is bright. Up. 86

Vp. 86

Test protocol for ESXp. 87

E lamp 12V / 21W in 12V vehicle network, to load the current branches.p. 87

E lamp 24V / 21W in 24V vehicle network, to load the current branches.p. 87

G01, batteryp. 87

P multimeter, measuring range: DCp. 87

Plug pinp. 87

Notep. 87

Setpointsp. 87

28p. 87

Ignition ONp. 87

E between plug pin 28 and battery minusp. 87

P between battery plus and plug pin 28p. 87

E is bright,p. 87

Up. 87

Vp. 87

28p. 87

Ignition OFFp. 87

E between plug pin 28 and battery plusp. 87

P between battery minus and plug pin 28p. 87

E is dark,p. 87

Up. 87

Vp. 87

54p. 87

Ignition OFF, emergency stop not operatedp. 87

E between plug pin 54 and battery minusp. 87

P between battery plus and plug pin 54p. 87

E is bright,p. 87

Up. 87

Vp. 87

54p. 87

Ignition OFF, emergency stop operatedp. 87

E between plug pin 54 and battery minusp. 87

P between battery plus and plug pin 54p. 87

E is dark,p. 87

Up. 87

Vp. 87

55p. 87

Ignition OFFp. 87

E between plug pin 55 and battery minusp. 87

P between battery plus and plug pin 55p. 87

E is bright,p. 87

Up. 87

Vp. 87

56, 57, 58, 59, 60p. 87

Ignition OFFp. 87

E between plug pin 56, 57, 58, 59, 60 and battery minusp. 87

P between battery plus and plug pin 56, 57, 58, 59, 60p. 87

E is bright,p. 87

Up. 87

Vp. 87

If one or several setpoint(s) is (are) exceeded, one must make considerations which are related to the wiring diagram.p. 87

Example 1:p. 87

In all supply lines to the pins 56, 57, 58, 59 and 60 the voltage drop is too high. There are two possible reasons. Either all contacts are corroded, or the supply line between battery and fuse Fxx has poor contact.p. 87

Example 2:p. 87

Only one measuring value exceeds the setpoint. In this case the fault must be located between the last branch and the corresponding plug pin.p. 87

5.12 Diagnostics conceptp. 88

Introductionp. 88

A correct and reliable diagnose is a general prerequisite for the detection of faults in system. For this to count as a rule several points must be fulfilled. One of these points is the ability of the engine to run a systematic trouble shooting proce…p. 88

Fault description and questioning of the customerp. 88

After the customer has explained his complaint(s) the engineer has to ask further questions to track down the cause of the fault. If the complaint is additionally related to electric/electronic components, the visual examination and a possible test d…p. 88

Fig. 11p. 88

(1) Fault memorized in error logp. 88

Clear cause?p. 88

l If the fault message leaves no doubt, repair work may be started immediately.p. 88

(2) No fault memorized in the error log at the time of initial questioningp. 88

Even if the fault is in the electric/electronic part of the vehicle, a control unit will very often not detect a fault. Right from the start you should be aware of the fact that a high proportion of faults is caused by contacts. This even gets worse …p. 88

In order to examine the electric/electronic part of an electronic system it is recommended to check the incoming sensor information and outgoing command values on a control unit. This requires profound knowledge of system and components.p. 88

Consideration, if the error log has not recorded a faultp. 88

l What could be the cause of the complaint?p. 88

l Which measuring possibilities are available?p. 88

Localizing faultsp. 89

Line or component?p. 89

Fig. 12p. 89

l In most cases the fault message does not clarify whether the fault is in the sensor or actor, or in one of the connecting lines (2) between control unit and the mentioned component (1). For this purpose it makes sense to check the component and the…p. 89

l Checking the voltage supply for the control unitp. 89

l Checking the sensor linesp. 89

l Checking the actor linesp. 89

Sequence after the fault is foundp. 90

Fig. 13p. 90

6 Electronic modulesp. 91

6.1 Electrics SXp. 93

6.2 Electrics MESXp. 195

6.3 Electric module A108p. 267

7 Engine electricsp. 271

7.1 EMR3 system componentsp. 272

Engine control unitp. 272

It is not permitted to interchange control units from one manufacturing series or against another engine number. In this case the warranty will become null and void.p. 272

Sensors and actuators must not be connected to external power sources for the purpose of testing, but must only be operated on the EMR3. Otherwise components may be permanently damaged.p. 272

Pulling off the plug connectors of the control unit while the control unit is working (i.e. with the power supply to terminal 15switched on) is not permitted. Correct procedure: Switch off the electric power supply (normally with the ignition key), w…p. 272

The engine control unit is the central component of the EMR3-system. It has the function of ensuring optimal performance of the engine with the following goalsp. 272

l excellent exhaust gas characteristics,p. 272

l low fuel consumption,p. 272

l smooth running of engine,p. 272

l long lifetime of engine,p. 272

l efficient servicingp. 272

under all operating conditions. For this purpose the engine control unit uses the recorded measuring values and the parameters stored in its data memory to run a number of calculations, which form the basis or all the available functions. The most im…p. 272

l exact control of the injection process (among others the number, start and duration of injections),p. 272

l idle speed regulation,p. 272

l regulation of exhaust gas recirculation,p. 272

l optimization of smooth running (by means of injection quantity correction),p. 272

l engine monitoring,p. 272

l system diagnose.p. 272

Replacing the control unitp. 272

Each control unit is clearly designated to the engine, in accordance with the respective application. In case of a replacement the control unit therefore needs to be completed with the engine specific data set. When ordering a new control unit you mu…p. 272

The Deutz part-number specified on the EMR-control unit is the part number without software specific for the engine. The correct part number can be found in the spare parts catalogue.p. 272

Replacing the EMR or DCR componentsp. 272

l On TCD-engines with Common Rail technology the system pressure is so high, that in case of leaks or repair all parts need to be replaced. When replacing sensors or other electric components, the new parts must be calibrated with the EMR control uni…p. 272

l Any other EMR components (sensors etc) must under no circumstances be repaired, but must be replaced if they are defective.p. 272

Fig. 14p. 273

The EMR3-S (TCD 2012 and TCD 2013)p. 273

(Fig. 14)p. 273

l socket D2.1 to connect the engine wiring loom,p. 273

l socket D2.2 to connect the vehicle wiring loom.p. 273

Fig. 15p. 273

The EMR3-E (TCD 2015)p. 273

(Fig. 15)p. 273

l socket D2.1 to connect the vehicle wiring loom,p. 273

l socket D2.2 to connect the engine wiring loom for sensors and actuators,p. 273

l socket D2.3 to connect the engine wiring loom for fuel metering unit and injection valves.p. 273

EMR-3 system in connection with injection system and electricsp. 274

Fig. 1p. 274

1 Fuel tankp. 274

2 Pre-filterp. 274

3 Fuel lift pumpp. 274

4 Fuel filterp. 274

5 High pressure fuel pumpp. 274

6 Fuel control unit FCUp. 274

7 Control unitp. 274

8 High pressure accumulator, Railp. 274

9 Injectorp. 274

10 Rail pressure sensorp. 274

11 Exhaust gas turbochargerp. 274

12 Engine transfer plugp. 274

13 Exhaust gas recirculation, optionp. 274

14 Engine sensorsp. 274

15 Diagnostics lampp. 274

16 Ignition switchp. 274

17 Pedalp. 274

18 Diagnostics buttonp. 274

19 Pressure relief valvep. 274

20 Battery terminal 31 and 30p. 274

21 Connecting line control unit-enginep. 274

22 Wiring loom connecting cablep. 274

23 Engine wiring harnessp. 274

24 Sensor, water in fuelp. 274

Sensors TCD 2012/2013p. 275

Fig. 1p. 275

1 Fuel control unit FCUp. 275

2 Coolant temperature sensorp. 275

3 Sensor for charge air temperature and charge air pressurep. 275

4 Wiring loom connecting cablep. 275

5 Engine control unitp. 275

6 Crankshaft speed sensorp. 275

7 Rail pressure sensorp. 275

8 Oil level sensor, optionp. 275

9 Oil pressure sensorp. 275

10 Fuel pressure sensorp. 275

11 Camshaft speed sensorp. 275

12 Central plugp. 275

Sensors TCD 2015p. 275

Fig. 1p. 275

1 Oil pressure sensorp. 275

2 Fuel temperature sensorp. 275

3 Sensor for charge air temperature and charge air pressurep. 275

4 Engine control unitp. 275

5 Coolant temperature sensorp. 275

6 Oil level sensor, optionp. 275

7 Central plugp. 275

8 Crankshaft speed sensorp. 275

9 Camshaft speed sensorp. 275

10 Wiring loom connecting cablep. 275

Shut down the engine.p. 276

When shutting down the engine, the ignition switch isolates the electronic system from terminal 15. The injectors are closed immediately, the Rail pressure is discharged in an orderly manner and the counter readings are saved in the non-volatile memo…p. 276

battp. 276

The main relay serves the purpose of releasing the vehicle energy supply for the EMR3 system.p. 276

l The EMR3 engine control unit requires an external main relay (relay K41, in single drum rollers and tandem rollers), (relay E8 in road finishers), see machine related circuit diagram.p. 276

l The EMR3-E engine control unit has an internal electronic main relay.p. 276

The following applies for both control units: when terminal 15 is no longer connected to battery (+) (i.e. after the ignition has been switched off), the main relay is switched off after approx. 10 seconds.p. 276

The main relay thereby disconnects the control unit from terminal 30 battery (+), whereby it becomes de- energized.p. 276

On the EMR3-S the fault state of the main relay can be examined directly on Pin72, on the EMR3-E on Pin13.p. 276

7.2 Pin assignment of engine control EDC16 / EMR3p. 277

7.3 Rotary speed sensor for camshaftp. 282

Speed sensor, B114p. 282

l Inductive sensorp. 282

l Determination of TDCp. 282

l Limp-home function in case of crankshaft sensor failurep. 282

Fig. 2p. 282

Disassembling the speed sensorp. 282

Fig. 3p. 282

l Remove the cable strapp. 282

(Fig. 3)p. 282

l Disconnect the cable plug.p. 282

Fig. 4p. 282

l Unscrew the screwp. 282

(Fig. 4)p. 282

l Remove the speed sensorp. 282

Installing the speed sensorp. 282

Fig. 5p. 282

l Clean the sealing faces on speed transducer and timing gear cover.p. 282

l Assemble a new O-ringp. 282

(Fig. 5)p. 282

l Cover the O-ring slightly with oil.p. 282

Fig. 6p. 283

l Insert the speed sensorp. 283

(Fig. 6)p. 283

l Tighten the screw.p. 283

Assemble the screw with screw retention agent.p. 283

Fig. 7p. 283

l Plug in the cable plugp. 283

(Fig. 7)p. 283

l Route the cable.p. 283

l Fasten the cable with cable straps.p. 283

7.4 Crankshaft speed sensorp. 283

Speed sensor, B130p. 283

l Inductive sensorp. 283

l Exact determination of engine speedp. 283

l Limp-home function in case of camshaft sensor failurep. 283

RPM-meterp. 283

The rotary speed is detected by the EMR control and passed on to the LC-Display (A81)p. 283

(Fig. 8)p. 283

Fig. 8 A81, multi-function LC-Displayp. 283

xp. 283

Engine rpm-meterp. 283

Install the speed sensorp. 284

Disassemble the speed sensorp. 284

Fig. 9p. 284

l Disconnect the cable plugp. 284

(Fig. 9)p. 284

Fig. 10p. 284

l Unscrew both screwsp. 284

(Fig. 10)p. 284

l Remove the bracket with the speed sensorp. 284

Fig. 11p. 284

l Unscrew the screwp. 284

(Fig. 11)p. 284

l Pull the speed sensor out of the bracketp. 284

Install the speed sensorp. 284

Fig. 12p. 284

l Press the speed sensor into the bracketp. 284

(Fig. 12)p. 284

Clean threads on screw and in bore. Assemble the screws with screw retention agent.p. 284

l Tighten the screw with 9 Nm.p. 284

Fig. 13p. 284

l Attach the bracket with the speed sensorp. 284

(Fig. 13)p. 284

Assemble the screws with screw retention agent and check the gap, adjust if necessary.p. 285

Fig. 14p. 285

l Push on the cable plugp. 285

(Fig. 14)p. 285

Adjusting the gap measurementp. 285

Check the gap measurementp. 285

Fig. 15p. 285

l Check the gap measurement with a feeler gaugep. 285

(Fig. 15)p. 285

Nominal value: 0,6p. 285

± 0,1p. 285

The feeler gauge must fit with only little resistance through the gap between toothed disc and speed sensor (crankshaft).p. 285

Adjusting the gap measurementp. 285

Fig. 16p. 285

l Unscrew both screwsp. 285

(Fig. 16)p. 285

Install the screws with screw retention agent.p. 285

Observe the different screw lengths.p. 286

Fig. 17p. 286

l Slide the feeler gauge through the gap between toothed disc and speed sensor.p. 286

l Press the speed sensor slightly against the feeler gauge and tighten the screws.p. 286

Tightening torque: 20Nmp. 286

7.5 Rail pressure sensorp. 286

Pressure sensor, B93p. 286

l Pressure sensorp. 286

l Monitoring the injection pressurep. 286

Fig. 18p. 286

Disassembling the pressure sensorp. 286

After shutting down the engine wait 30 seconds, before starting work in the fuel system.p. 286

Ensure strict cleanliness when working on the fuel system.p. 286

Thoroughly clean the areas around the affected components. Dry off moist locations with compressed air.p. 286

Do not allow foreign particles to enter into the rail.p. 286

Ensure strict cleanliness. Particularly on the thread and the sealing surface of the rail.p. 286

Follow the safety regulations and the country specific instructions concerning the handling of fuel.p. 286

Close any opened connection immediately with new and clean plugs/caps.p. 286

Remove plugs/caps only just before assembly.p. 286

Do not touch the pin contacts of the rail pressure sensor with bare hands to avoid electrostatic discharge.p. 286

Catch running out fuel and dispose of environmentally.p. 286

Fig. 19p. 287

l Unlock and pull out the cable plugp. 287

(Fig. 19)p. 287

l Unscrew the rail pressure sensor with a socket wrenchp. 287

Fig. 20p. 287

l Visually examine the thread and the sealing edge (arrows)p. 287

(Fig. 20)p. 287

Installing the rail pressure sensorp. 287

Fig. 21p. 287

Ensure strict cleanliness. Particularly on the thread and the sealing surface of the rail.p. 287

l Apply a little bit of grease to the thread and the sealing edge of the rail pressure sensor.p. 287

l Turn in the rail pressure sensor (2)p. 287

(Fig. 21)p. 287

Tightening torque: 40p. 287

+ 5p. 287

l Plug on the cable plug.p. 287

7.6 Fuel pressure sensorp. 288

Pressure sensor, B145p. 288

l Pressure sensorp. 288

l Monitoring of input pressurep. 288

The fuel low pressure sensor is located after the fuel filter and the pressure is normally between 5 and 7 bar.p. 288

Fig. 22p. 288

Disassembling the pressure sensorp. 288

Ensure strict cleanliness when working on the fuel system.p. 288

Thoroughly clean the areas around the affected components. Dry off moist locations with compressed air.p. 288

Follow the safety regulations and the country specific instructions concerning the handling of fuel.p. 288

Close any opened connection immediately with new and clean plugs/caps.p. 288

Remove plugs/caps only just before assembly.p. 288

Catch running out fuel and dispose of environmentally.p. 288

Fig. 23p. 288

l Unscrew the locking ringp. 288

(Fig. 23)p. 288

l Pull out the cable plug.p. 288

l Unscrew the fuel pressure sensor with a socket wrench.p. 288

Assembling the pressure sensorp. 288

Fig. 24p. 288

l Install and tighten the fuel pressure sensor with a new seal ringp. 288

(Fig. 24)p. 288

Tightening torque: 30p. 288

± 5p. 288

Fig. 25p. 289

l Push the cable plug onto the fuel level sensorp. 289

(Fig. 25)p. 289

l Screw in the locking ring, until it locks in place.p. 289

Ensure matching of the contacts.p. 289

Bleed the fuel system via the manual fuel pump on the fuel pre-filter.p. 289

7.7 Fuel control unitp. 289

Control unit, Y137p. 289

Fig. 26p. 289

Functionp. 289

Here the fuel flowing into the pump elements is metered by a infinitely controllable solenoid valve (referred to as fuel control unit).p. 289

This valve is mounted on the control block FCU (Fuel Control Unit) and adapts the fuel quantity delivered to the Rail to the system requirements. The solenoid valve is triggered by means of a pulse width modulated signal (PWM-signal). When the valve …p. 289

Fig. 27p. 290

1 Plug with electric interfacep. 290

2 Magnet housingp. 290

3 Bearingp. 290

4 Armature with plungerp. 290

5 Winding with coil bodyp. 290

6 Bowlp. 290

7 Residual gap discp. 290

8 Magnetic corep. 290

9 O-ringp. 290

10 Piston with control slotsp. 290

11 Springp. 290

12 Securing elementp. 290

Fig. 28p. 290

1 Max. flow capacityp. 290

2 no flowp. 290

7.8 Injectorp. 291

Injectors, Y147, Y148, Y149, Y166, (Y169 and Y170, 6 cylinders engine)p. 291

Fig. 29p. 291

Functionp. 291

The injectors are installed in the cylinder head. They have the same function as nozzle and nozzle holder in conventional injection systems. The injectors are connected with the pressure accumulator (Rail) by high pressure linesp. 291

(Fig. 30)p. 291

A valve determines the start of injection and the end of injection of the nozzle. The actuating forces to open and close the valve are generated by an solenoid. The injectors work with 50 to 70 V instead of the 12 V on- board voltage, which opens the…p. 291

The forces required to open and close the nozzle needle cannot be generated by a solenoid valve on its own. The nozzle needle is therefore indirectly triggered via an hydraulic power booster system in the injectorp. 291

(Fig. 31)p. 291

Fig. 30p. 291

Fig. 31p. 291

7.9 Oil pressure sensorp. 292

Pressure sensor, B88p. 292

Oil pressure monitoringp. 292

The operator is warned ifp. 292

l the oil pressure falls short of the warning limit and/orp. 292

l the power is reduced by the EMR after a pre-warning time, orp. 292

l the oil pressure falls short of the shut-down limit and the engine is shut down after a pre-warning time.p. 292

Fig. 32 Oil pressure sensorp. 292

Engine oil pressure warning lightp. 292

The sensor data are detected by the EMR control (A48) and passed on to the LC-Display (A81)p. 292

(Fig. 33)p. 292

Fig. 33 A81, multi-function LC-Displayp. 292

e redp. 292

ep. 292

flashes if engine oil pressure is too low, the warning buzzer sounds, the engine is shut down after 10 seconds. Check engine oil level, repair the engine if necessary.p. 292

The warning buzzer (H07) is triggered by the travel control (A34). The travel control receives the signal from the data collector (A80) via the CAN-bus connection.p. 292

Installing the pressure sensorp. 292

Disassembling the pressure sensorp. 292

Ensure absolute cleanliness when working in the lubrication oil system.p. 292

Thoroughly clean the area around the affected component. Dry off wet locations with compressed air.p. 292

Immediately close all connections and openings with new and clean plugs/caps.p. 292

Only remove plugs/caps just before assembling.p. 292

Catch engine oil and dispose of environmentally.p. 292

Fig. 34p. 292

l Unlock and pull out the cable plugp. 292

(Fig. 34)p. 292

l Unscrew the coolant temperature sensor.p. 292

Installing the pressure sensorp. 293

Fig. 35p. 293

l Insert the oil pressure sensor with a new seal ring and tighten.p. 293

Tightening torque: 20Nmp. 293

7.10 Sensor for charge air temperature and charge air pressurep. 293

Sensor, B133p. 293

Combined charge air pressure / temperature sensorp. 293

Fig. 36p. 293

This sensor unites two functions in one housing. The one function measures the charge air pressure in the and adapts the injection quantity in dependence on the measured pressure. On the other hand the EMR now detects the temperature of the passing a…p. 293

With a faulty sensor the engine continues to run with charge pressure simulation.p. 293

With a defective temperature sensor the engine also carries on running.p. 293

Charge air temperature monitoringp. 293

The operator is warned ifp. 293

l the temperature exceeds the warning limit and/orp. 293

l the power is reduced by the EMR 3 after a pre- warning time, orp. 293

l the temperature exceeds the shut-down limit and the engine is shut down after a pre-warning time.p. 293

Disassembling the sensorp. 294

Fig. 37p. 294

l Unscrew fastening screw 1p. 294

(Fig. 37)p. 294

l Remove the cover plate.p. 294

Fig. 38p. 294

l Unlock and pull out the cable plugp. 294

(Fig. 38)p. 294

l Remove the pressure/temperature sensor.p. 294

Assembling the sensorp. 294

Fig. 39p. 294

l Assemble a new O-ringp. 294

(Fig. 39)p. 294

l Slightly cover the O-ring with grease.p. 294

Fig. 40p. 294

l Carefully insert the pressure/temperature sensorp. 294

(Fig. 40)p. 294

l Plug in and lock the cable plug.p. 294

Fig. 41p. 295

l Attach the cover platep. 295

(Fig. 41)p. 295

l Tighten the screw (1).p. 295

7.11 EMR coolant temperature sensorp. 295

Temperature sensor, B113p. 295

The coolant temperature has an effect on the calculated injection quantity and the preheating behaviour of the glow plugs.p. 295

Coolant temperature monitoringp. 295

The operator is warned ifp. 295

l the temperature exceeds the warning limit and/orp. 295

l the power is reduced by the EMR after a pre-warning time, orp. 295

l the temperature exceeds the shut-down limit and the engine is shut down after a pre-warning time.p. 295

Fig. 42 Coolant temperature sensorp. 295

Warning light engine overheatingp. 295

The coolant temperature is detected by the EMR control (A48). In case of a fault a message is sent through the CAN-bus connection to the LC-Display (A81)p. 295

(Fig. 43)p. 295

Fig. 43 A81, multi-function LC-Displayp. 295

f redp. 295

fp. 295

flashes if the engine is overheating The warning buzzer sounds, codesp. 295

5100 and 5116p. 295

If the engine is shut down by the EMR control the codesp. 295

5101 and 5116p. 295

A detailed description of how to read out fault codes can be found in the Service Training Electrics.p. 296

The warning buzzer (H07) is triggered by the travel control (A34).p. 296

Coolant temperature gaugep. 296

cp. 296

upper display field, shows either the time or the coolant temperature.p. 296

Installing the temperature sensorp. 296

Disassembling the temperature sensorp. 296

Catch running out fluids in a suitable vessel and dispose of environmentally.p. 296

Follow the corresponding documentation in the operating instructions to drain and fill the cooling system.p. 296

Fig. 44p. 296

l Unlock and pull out the cable plugp. 296

(Fig. 44)p. 296

Fig. 45p. 296

l Unscrew the coolant temperature sensorp. 296

(Fig. 45)p. 296

Counter the adapter piece.p. 296

Installing the temperature sensorp. 297

Fig. 46p. 297

l Tighten the coolant temperature sensorp. 297

(Fig. 46)p. 297

Make sure that the seal rings are present .p. 297

Tightening torque: 22p. 297

±2p. 297

Fig. 47p. 297

l Push on the cable plugp. 297

(Fig. 47)p. 297

7.12 Glow plugsp. 297

R81 to R86p. 297

The engines are equipped with glow plugs for cold starting as standard. Preheating the glow plugs in the combustion chamber of the diesel engine ensures perfect cold starting and post-heating of the glow plugs has a positive effect on the emissions f…p. 297

Pre-heating control lightp. 297

Pre- and after-heating is passed on via the CAN-bus connection to the LC-Display (A81)p. 297

(Fig. 48)p. 297

Fig. 48 A81, LC-Displayp. 297

k yellowp. 297

kp. 297

lights when temperatures are low (pre- heating for starting).p. 297

Triggering of glow plugsp. 297

During cold starting the EMR-control (Pin24 ground, Pin 34 plus) switches, whereby the coil of relay (K14) is excited. The switch contact of relay (K14) supplies the glow plugs with battery current.p. 297

Fuse for glow plugsp. 297

Fig. 49p. 297

125Ap. 297

(F48) Fuse for glow plugsp. 297

125Ap. 297

(F00) Main fusep. 297

7.13 Sensor, water in fuelp. 298

Sensor, B124p. 298

Fig. 50p. 298

1 Water separator sensor connection (B124)p. 298

2 Fuel pre-heating connectionp. 298

Optionp. 298

Warning light water in fuelp. 298

The sensor data are detected by the EMR control (A48) and passed on to the LC-Display (A81)p. 298

(Fig. 51)p. 298

Fig. 51 A81, multi-function LC-Displayp. 298

m redp. 298

mp. 298

Lights when the water proportion in the transparent section of the fuel filter reaches the contacts. The warning buzzer sounds, codesp. 298

5100 and 5119p. 298

A detailed description of how to read out fault codes can be found in the Service Training Electrics.p. 298

The warning buzzer (H07) is triggered by the travel control (A34). The travel control receives the signal from the data collector (A80) via the CAN-bus connection.p. 298

7.14 Fuel pre-heatingp. 299

Fuel pre-heating (option)p. 299

The preheating system is not monitored by the engine control unit.p. 299

Fig. 52p. 299

1 Water separator sensor connection (B124)p. 299

2 Fuel pre-heating connection (R79) 200 Watt (option)p. 299

In diesel engines the pre-heating of the fuel prevents malfunctions caused by the formation of jelly (paraffin separation) in the fuel under low temperatures.p. 299

The heater is activated when the ignition is switched on, this should take place at least 5 minutes before starting the engine.p. 299

The generated heat works directly under the filter element and melts the wax crystals that have formed, so that the fuel can flow through the filter element without restriction. The 200W heating is supplied with 12V D.C-current.p. 299

7.15 Rotary switch for engine speedp. 299

Fig. 1p. 299

Rotary switch for engine speed, S127p. 299

The switch position is detected by the LC-Display (A81) and passed on to the EMR-control (A48) via the CAN-bus connection.p. 299

Position leftp. 299

Idle speed positionp. 299

Position middlep. 299

„ECO“ -mode. The engine speed adapts automatically to the power requirements. This enables economical operation.p. 299

Position rightp. 299

Full throttle position, operating position for driving and vibrationp. 299

Always drive and vibrate with max. engine speed or in ECO-mode! Control the travel speed with the travel lever.p. 299

7.16 Data collectorp. 300

The data collector (A80) is an electronic device which records various machine signals and supplies these in form of a CAN-message to the machine system, mainly the display module.p. 300

Fig. 1p. 300

The electric evaluation of the signals takes place in analog mode.p. 300

In the data collector various signals are recorded, processed and, with the help of a micro-processor, passed on to the collective display via a CAN bus connection.p. 300

The superordinate control sends a machine specific parameter string via CAN bus, which enables the calibration of data in the collective display.p. 300

Type and number of inputs:p. 300

l 11 digital inputs.p. 300

l 2 analog 4-20 mA current inputs to groundp. 300

l 1 analog measuring input for temperature sensor.p. 300

l 2 analog inputs for fuel and water level gaugep. 300

l 1 CAN busp. 300

Digital inputsp. 300

The 11 inputs are (HIGH- and LOW-active) inputs, which may be differently equipped, depending on the machine type.p. 300

One of these digital inputs serves for direct connection of a signal output from a Sepa filter for water separation in the fuel filter.p. 300

Analog inputsp. 300

The 4-20 mA inputs work against reference ground.p. 300

Vacuum switch, B03p. 301

The vacuum is not monitored by the engine control unit.p. 301

Fig. 2p. 301

Air filter warning lightp. 301

At a vacuum of > 50 mbar the vacuum switch will switch to ground.p. 301

The switching state is detected by the data collector and passed on to the multi-function LC-Display (A81)p. 301

(Fig. 3)p. 301

Fig. 3 A81, multi-function LC-Displayp. 301

g yellowp. 301

gp. 301

lights if combustion air filter cartridge is soiled, clean or replace if necessary.p. 301

Float switch, B55p. 301

Fig. 4p. 301

Coolant level warning lightp. 301

In case of a too low coolant level the float switch will switch to ground.p. 301

The switching state is detected by the data collector and passed on to the multi-function LC-Display (A81)p. 301

(Fig. 5)p. 301

Fig. 5 A81, multi-function LC-Displayp. 301

h redp. 301

hp. 301

flashes when the coolant (filling) level is too low. Warning buzzer sounds. Engine is shut down after 10 seconds.p. 301

The warning buzzer (H07) is triggered by the travel control (A34). The travel control receives the signal from the data collector via the CAN-bus connection.p. 301

Charge control lightp. 302

The generator is not monitored by the engine control unit.p. 302

Fig. 6p. 302

1 Terminal B+p. 302

2 Terminal Wp. 302

3 Terminal D+p. 302

If the battery is not being charged, a ground signal is applied to D+ terminal 3p. 302

(Fig. 6)p. 302

The switching state is detected by the data collector and passed on to the multi-function LC-Display (A81)p. 302

(Fig. 7)p. 302

Fig. 7 A81, multi-function LC-Displayp. 302

l yellowp. 302

lp. 302

Charge control lamp, lights if the battery is not being charged. Check V-belt, if necessary repair the generator.p. 302

Level sensor in diesel tank (R03)p. 302

The immersion pipe sensor is not monitored by the engine control unit.p. 302

Fig. 8p. 302

The fluid of the level to be measured carries a float, which lowers or rises with the fluid level. Contact springs mounted on the float thereby slide along two resistor wires arranged parallel to the movement of the float and generate a resistance va…p. 302

The switching state is detected by the data collector and passed on to the multi-function LC-Display (A81)p. 302

(Fig. 9)p. 302

Fig. 9 A81, multi-function LC-Displayp. 302

bp. 302

Fuel level gaugep. 302

Differential pressure switch for hydraulic oil filter, B21p. 303

Fig. 1p. 303

l The differential pressure switchesp. 303

(Fig. 1)p. 303

Dp. 303

The switching state is detected by the data collector and passed on to the multi-function LC-Display (A81)p. 303

(Fig. 2)p. 303

Fig. 2 A81, multi-function LC-Displayp. 303

i yellowp. 303

ip. 303

lights if the hydraulic oil filter is contaminated, the engine is shut down after 2 minutes. Warning buzzer sounds. Check hydraulic system, replace hydraulic oil filter.p. 303

The warning buzzer (H07) is triggered by the travel control (A34). The travel control receives the signal from the data collector via the CAN-bus connection.p. 303

Fault display

Fig. 1 Displayp. 304

All detected faults are displayedp. 304

Fault codes 5000 – 5499 are diesel engine related.p. 304

A detailed reading out of fault codes for the diesel engine is only possible with Deutz-Serdiap. 304

A detailed description of how to read out fault codes can be found in the Service Training Electrics.p. 304

7.18 Diagnose with SERDIAp. 305

SERDIAp. 305

With the diagnostics tool SERDIA and a hardware interface one can read out / delete and save the error log of the control unit.p. 305

Fig. 1 Service-Software TCD 2012 / 2013p. 305

The SERDIA software is first choice for any diagnostics task.p. 305

SERDIA is a software program from Deutz which can be used in connection with a laptop computer to perform more detailed fault analyses, especially reading out of the error log.p. 305

This displays information onp. 305

l Location of fault (e.g. ’coolant temperature sensor’)p. 305

l Nature of fault (e.g. ’fallen short of bottom limit value’, ’sporadic fault’)p. 305

l Environmental data / operating data (speed and operating hours at the time of the last fault occurrence)p. 305

l Number of fault locations and frequency of faultp. 305

l Fault status (active – fault present / passive- fault no longer present)p. 305

l Fault messages for non-present / rectified faults can be deleted with SERDIA.p. 305

Function testp. 305

The control outputs can be activated with the engine shut down.p. 305

Assignment of inputs/outputsp. 305

Display of the current input and output assignment of the EMR-control.p. 305

Representation of measuring valuesp. 306

Fig. 2p. 306

There is a vast variety of measuring values available for selection which can even be used if no EMR-fault is present (start behaviour, engine sawing, lack of power).p. 306

Representation of fault logp. 307

Fig. 3p. 307

When looking for the cause of a fault in the EMR3-system examining the fault log of the engine control unit usually provides useful information.p. 307

7.19 Diagnose with CAN-busp. 308

The CAN-bus is used to transfer standard messages of the SAE J 1939.p. 308

The display is a compact, robust and integratable modules which enables the user to invoke engine data and to display these in the following formats:p. 308

l Analog displayp. 308

l Digital datap. 308

l Multi data (a combination of analog and digital data)p. 308

l Alarm messages currently presentp. 308

The different diagnostic screens enable detailed examination of the engine data flowp. 308

Fig. 1p. 308

Display for EMR controlp. 308

(Fig. 1)p. 308

7.20 Diagnostics interfacep. 309

Fig. 1 Control unit under driver's standp. 309

Fig. 2 Serdia connection socket in electrics cabinetp. 310

Fig. 3 Diagnostic linkp. 310

Ap. 310

Battery plus (+)p. 310

Bp. 310

Battery minus (-)p. 310

Fp. 310

CAN2 lowp. 310

Gp. 310

CAN1 lowp. 310

Hp. 310

CAN1 highp. 310

Kp. 310

K-Linep. 310

Mp. 310

CAN2 highp. 310

SERDIA connectionp. 311

Fig. 4p. 311

The KWP-protocol with encrypted dataflow is used via the K-line. For this purpose the PC or laptopp. 311

(Fig. 4)p. 311

Operation of SERDIA is described in a separate operation manual.p. 311

CAN-bus display connectionp. 311

Operation of the display is described in a separate operation manual.p. 311

Fig. 5p. 311

Display for EMR controlp. 311

(Fig. 5)p. 311

BOMAG part-no.: 057 189 94p. 311

Fig. 6p. 311

The display is connected to the diagnostic interface by means of a special cable.p. 311

Wiring loom for displayp. 311

(Fig. 6)p. 311

BOMAG part-no.: 079 900 19p. 311

EMR3 List of fault codesp. 312

7.22 Generatorp. 383

Generalp. 383

The generator should be of light weight, have a high rate of efficiency and supply all consumers in the vehicle with electric current at a steady voltage already at idling speed.p. 383

Terminal designationsp. 383

l B61, L = charge controlp. 383

l B+, B = battery plus, also with the designation "30"p. 383

l B- = battery minus, also with the designation "31"p. 383

l D+ = dynamo plus corresponds with terminal "61" and "L"p. 383

l D- = dynamo minus (this designation is only found on D.C. generators or A.C. generators with regulator removed)p. 383

l DF = dynamo field (this designation is only found on D.C. generators or A.C. generators with regulator removed). Note: The designation DF is also found on older alternators with externally arranged regulator on the connection of the exciting coil t…p. 383

l DF1 = dynamo field 1p. 383

l DF2 = dynamo field 2p. 383

l IG = "15" ignition switchp. 383

Three-phase generatorp. 383

The AC-generator first of all produces AC-voltage / AC-current.p. 383

Why does AC-current need to be rectified?p. 383

There are a few components for which can either be operated with alternating current or direct current, because they work independently from the current flow direction.p. 383

This includes :p. 383

l Incandescent lampsp. 383

l Fluorescent lampsp. 383

l Glow lampsp. 383

l Electric heating elements.p. 383

There are also a few components that could be operated either with alternating current, direct current or three-phase current, if the components were designed accordingly.p. 383

This includes :p. 383

l Electric motorsp. 383

l Relays.p. 383

Finally, a variety of important components solely require direct current. These will under no circumstances work with alternating or three-phase current.p. 383

This includes :p. 383

l Accumulatorsp. 383

l Control unitsp. 383

l All electronicsp. 383

l Communication equipment.p. 383

Design and functionp. 383

Fig. 7p. 383

1 Fanp. 383

2 Holding platep. 383

3 Stator corep. 383

4 Stator windingp. 383

5 Brushp. 383

6 Brush holderp. 384

7 Rectifierp. 384

8 Bearing coverp. 384

9 Rotor windingp. 384

10 Rotorp. 384

11 V-belt pulleyp. 384

Fig. 8 Rotor with claw polesp. 384

In the generator the armature windings are located inside the stationary statorp. 384

(Fig. 9)p. 384

(Fig. 8)p. 384

Fig. 9 Statorp. 384

The three stator windingsp. 384

(Fig. 9)p. 384

Fig. 10 3-phase currentp. 384

The wiring diagramp. 384

(Fig. 10)p. 384

The diodes D1, D2, D3 are also referred to as minus diodes, because they have B- as common connection (minus plate). The other diodes are the plus diodes.p. 384

The rectifier diodes have the effect that the negative half-wave is suppressed and only the positive section of the wave is allowed to pass, resulting in a pulsating D.C. voltage.p. 384

Charge control lightp. 385

The charge control light has two duties:p. 385

l Indication of the correct generator functionp. 385

l External excitation of the generator during the starting phasep. 385

Fig. 11 plus controlled charging regulatorp. 385

(Fig. 11) shows the current flow with the ignition switched on, engine stopped.p. 385

(Fig. 11)p. 385

Fig. 12 plus controlled charging regulatorp. 385

(Fig. 12) shows the current flow with the ignition switched on, engine running.p. 385

(Fig. 12)p. 385

1 Batteryp. 385

2 Charge controllerp. 385

3 Ignition switchp. 385

4 Charge control lightp. 385

5 Rectifierp. 385

6 Rotorp. 385

7 Sliprings / carbon brushp. 385

8 Auxiliary rectifierp. 385

Normally the charge control light lights with the engine stopped and the ignition switched on and goes out at low engine speed, but at the latest after a single, short-term increase in engine speed from idle speed, because there is no longer a voltag…p. 385

Any other behaviour would indicate a defect on the generator (rectifier, carbon brushes, regulator) or a defect on the lamp, presumed the on-board battery is not discharged.p. 385

A far more important function of the lamp is the transition and provision of field current. At standstill there is no magnetic field in the de-energized generator. Since this is necessary for the generation of electric current, the rotor must be supp…p. 385

The current flows from the ignition switch via the charge control light through the generator winding against ground (terminal 31) and is limited to approx. 300 mA by the light bulb (4 W) (without the lamp the current flow would be 2 to 5 A). While t…p. 385

With used, older generators a weak permanent magnetic field may have developed over the lifetime, which does even exist when no voltage is applied. This type of machines can even start without charge control light and produce current during operation…p. 385

Charge controllerp. 386

The charge controller has the following functionsp. 386

l To regulate the voltage generated by the generatorp. 386

l To protect against overloads caused by too high output currentp. 386

l Protection against reverse currentp. 386

If the output voltage or the output current of the generator exceeds the determined maximum values, the field current and thus the electric power is reduced.p. 386

Electronic charge regulatorp. 386

Fig. 13p. 386

In AC-generators the electrically generated exciter field of the generator rotor is influenced by an attached electronic charge regulator. Together with the holder for the carbon brushes this regulator forms a unit, which transfers the field current …p. 386

Fig. 14 plus controlled regulatorp. 386

Fig. 15 minus controlled regulatorp. 386

Checking the generatorp. 387

First one must check whether the generator is actually defective.p. 387

l This can be easily found out by checking whether the charge control light in the dashboard lights up. If the light does not go out, even at higher speeds, there must be a defect on the generator, the regulator, the wiring or the V-belt.p. 387

l When the engine is at rest, the charge control light must light up. If not, the lamp may probably be defective. Defects on generator or wiring are obviously also possible.p. 387

The following points allow to contain faults in the voltage supply within certain limits.p. 387

l Cable connections on the generator OK?p. 387

l V-belt OK?p. 387

l Generator ground (engine ground) OK?p. 387

l Pre-excitation from vehicle electronics OK?p. 387

Only if all criteria mentioned above are OK, the fault must be in the generator itself. In this case it must be replaced or the following trouble shooting procedure must be performed.p. 387

Checking the pre-exciter circuit, D+ generatorp. 387

The most common reason for a 3-phase alternator not charging is a too low pre-excitation current. The pre- excitation current through connection D+ depends on the connected consumer (resistance), e.g. charge control light or relay of a MD+ engine con…p. 387

The pre-excitation current should be approx. 250 mA at 12 Volt. This corresponds with a 3 Watt light bulb or an equivalent combination of light bulb + resistance or an LED + resistance.p. 387

The total resistance of the disconnected dead supply line D+ max. should not exceed 48 Ohm.p. 387

In case of faults likep. 387

l charge control light stays onp. 387

l no voltage increase, e.g. from 12 V to 14 Vp. 387

one should check that the correct resistance is assured.p. 387

Fig. 16 Connections on the three-phase alternator (exemplary design)p. 387

If the charge control light or LED stays on when the engine is running, you should proceed as follows:p. 387

l Temporarily bridge connections D+ and B+ on the three-phase alternatorp. 387

(Fig. 16)p. 387

If this measure does not clear the fault, the alternator must be defective.p. 387

Measuring the charge currentp. 388

l All plug-and-socket connectors must be free of corrosion and intermittent contact.p. 388

l The generator ground connection must be OK.p. 388

l During the measurement switch on as many consumers as possible.p. 388

1 Attach the clip-on ammeter around the B+ line.p. 388

2 Gradually increase the engine speed.p. 388

3 The generator current must be at least as high as the total current of all switched on consumers.p. 388

Checking the rotorp. 388

The rotor coils can only be measured in disassembled state.p. 388

Fig. 17p. 388

l Measure the resistance between the sliprings.p. 388

l If the resistance does not comply with the factory specification, replace the rotor.p. 388

l Use the resistance range of the continuity tester to check the continuity between slipring and core.p. 388

l Replace the rotor if no infinite value is indicated.p. 388

Factory specification for resistance: 2.8 to 5 OHM.p. 388

Checking the statorp. 389

The stator coils can only be measured in disassembled state.p. 389

Fig. 18p. 389

l Use the resistance range of the continuity tester to measure the resistance between the individual lines of the stator winding.p. 389

l If the measuring value does not comply with the factory specification, replace the stator.p. 389

l Use the resistance range of the continuity tester to check the continuity between the individual stator windings and the core.p. 389

l Replace the stator if no infinite value is indicated.p. 389

Factory specification for resistance: Less than 1 OHM.p. 389

Checking the bearingsp. 389

Fig. 19p. 389

l Check whether the bearing rotates without obstruction.p. 389

l Replace the bearing if it does not rotate properly.p. 389

Checking the regulator voltage with the generator testerp. 390

The battery and generator tester comes with an 8-line LC display with background illumination and is able to print out test results via an (optional) thermal printer.p. 390

Fig. 20p. 390

The generator test assesses the regulator voltage and the ripple factor of the generator voltage.p. 390

l All plug-and-socket connectors must be free of corrosion and intermittent contact.p. 390

l The generator ground connection must be OK.p. 390

l The battery should be in good condition – the idle voltage of the battery should be at least 12.6 Volt.p. 390

l If possible switch off all consumers.p. 390

l Perform the measurement at raised engine speed.p. 390

Checking the regulator voltage with the multimeterp. 390

Fig. 21p. 390

l All plug-and-socket connectors must be free of corrosion and intermittent contact.p. 390

l The generator ground connection must be OK.p. 390

l The battery should be in good condition – the idle voltage of the battery should be at least 12.6 Volt.p. 390

l If possible switch off all consumers.p. 390

l Perform the measurement at raised engine speed.p. 390

l The voltage (B+) should adjust itself at 13 to 14 Volt.p. 390

Checking the regulator in disassembled statep. 391

On ap. 391

Bosch generatorp. 391

Thep. 391

Delco-Remy generatorp. 391

When testing the regulator one should be aware that there are 2 different types of regulators:p. 391

l If the carbon brush is not connected to ground the regulator is a so-called minus controlled regulator. The exciter winding is positioned between D+ and DF, the regulator therefore regulates the exciter winding on the ground side. The other carbon …p. 391

D+ (vehicle wiring system)p. 391

D- (ground contact, mostly located on one of the fastening screws)p. 391

DF (Dynamo Field)p. 391

Fig. 22p. 391

l If the carbon brush is connected to ground the regulator is a so-called plus controlled regulator. The exciter winding is positioned between DF and D-, the regulator therefore regulates the exciter winding on the plus side. The other carbon brush i…p. 391

The basic function of a disassembled regulator can be easily tested with a 12V lamp and an adjustable D.C. power supply unit (0V … 20V).p. 391

Fig. 23p. 391

E.g minus controlled regulatorp. 391

One connects the regulatorp. 391

(Fig. 23)p. 391

With this test the major difficulty is the problem to remove the regulator an identify terminals D+, DF and D-.p. 391

Fig. 24p. 391

Fig. 25p. 391

The illustrationsp. 391

(Fig. 24)p. 391

(Fig. 25)p. 391

Replacing carbon brushesp. 392

l On ap. 392

Bosch generatorp. 392

5 mmp. 392

l For replacing the carbon brushes in thep. 392

Delco- Remy generatorp. 392

7.23 Electric starterp. 392

Generalp. 392

Combustion engines need to be started by means of a special device, because they are not able to start by themselves. Considerable resistances caused by compression and friction must thereby be overcome.p. 392

The starter converts the electric energy stored in the battery into mechanical energy. The starter can only generate its power when a battery with appropriate capacity is available.p. 392

Duties of the starter:p. 392

l to accelerate the combustion engine to start speed with lowest possible current consumption.p. 392

l establish the gear connection between starter and combustion engine.p. 392

l to maintain this connection.p. 392

l to switch on the starter current.p. 392

After starting the engine:p. 392

l to return the starter pinion to initial position.p. 392

l to switch off the starter current.p. 392

Directly acting electric starterp. 393

This shows the design of this starter. It consists of a starter motor and a magnetic switch.p. 393

Fig. 26p. 393

1 Magnetic switchp. 393

2 Armaturep. 393

3 Actuating leverp. 393

4 Freewheeling clutchp. 393

5 Resetting springp. 393

6 Brushp. 393

7 Exciting windingp. 393

8 Armaturep. 393

9 Collectorp. 393

Ignition switch in position "START"p. 393

Fig. 27 Magnetic switch openp. 393

With the ignition switch (5) in "START" position current flows from the battery (10) through the holding winding (2) and the pick-up winding (3).p. 393

The armature (1) is magnetically picked up and forces the pinion (8) with the actuating lever (6) to engage with the ring gear (7).p. 393

1 Armaturep. 393

2 Holding windingp. 393

3 Pick-up windingp. 393

4 Magnetic switchp. 393

5 Ignition switchp. 393

6 Actuating leverp. 393

7 Ring gearp. 393

8 Pinionp. 393

9 Freewheeling clutchp. 393

10 (Batteryp. 393

Pinion meshes with the ring gearp. 393

Fig. 28 Magnetic switch closedp. 393

When the pinion (3) meshes with the flywheel mounted ring gear (4) and the magnetic switch (2) is closed, a strong current flows from the battery (7) directly into the exciting winding (6) and the armature winding, but not into the pick-up winding.p. 393

This causes the armature (5) to rotate with high speed and drives the pinion, which in turn drives the ring gear (4) with a speed of 200 to 300 rpmp. 393

1 Pick-up windingp. 393

2 Magnetic switchp. 393

3 Pinionp. 393

4 Ring gearp. 393

5 Armaturep. 393

6 Exciting windingp. 393

7 Batteryp. 393

Engine runningp. 394

Fig. 29p. 394

Once the engine is running and drives the pinion (1) via the ring gear (2), the freewheeling clutch (3) will open and prevent the armature (4) from being driven by the engine.p. 394

1 Pinionp. 394

2 (Ring gearp. 394

3 Freewheeling clutchp. 394

4 Armaturep. 394

Ignition switch releasedp. 394

Fig. 30p. 394

When releasing the ignition switch (6) it will return from position "START" to "ON" and interrupt the starter current circuit. Current will now flow from the battery (9) through the contact plate in the pick-up winding (3) and the holding winding (2)…p. 394

This opens the current circuit on the contact plate and the pinion (7) is pulled back from the ring gear (8) and stops.p. 394

1 Armaturep. 394

2 Holding windingp. 394

3 Pick-up windingp. 394

4 Resetting springp. 394

5 Magnetic switchp. 394

6 Ignition switchp. 394

7 Pinionp. 394

8 Ring gearp. 394

9 Batteryp. 394

Magnetic switchp. 395

Fig. 31 Direct acting electric motorp. 395

Fig. 32 Geared motorp. 395

Armature (4), contact plate (3) and armature guide (6) form a closed unit. When the ignition switch is turned to "START", the armature is picked up and causes the pinion of the clutch to disengage.p. 395

This causes the pinion and the ring gear to mesh, while the contact plate establishes a connection between the contacts, which enable the main current to flow into the armature. Once the ignition switch is opened, the resetting spring (5) will pull t…p. 395

1 Holding windingp. 395

2 Pick-up windingp. 395

3 Contact platep. 395

4 Armaturep. 395

5 Resetting springp. 395

6 Armature guidep. 395

Freewheeling clutchp. 395

Fig. 33 Freewheeling clutchp. 395

The freewheeling clutch is designed in such a way, that the flow of force is automatically interrupted if the pinion (5) of the clutch rotates faster than the freewheeling ring (1) at higher engine speeds.p. 395

This makes sure that the armature will only drive the ring gear, but can never be driven by the engine.p. 395

1 Freewheeling ringp. 395

2 Rollerp. 395

3 Roller springp. 395

4 Splined shaftp. 395

5 Pinionp. 395

6 Pinionp. 395

Trouble shooting "Starter"p. 396

The most frequent fault is definitely a fully discharged battery.p. 396

If the starter rotates too slowly, either the brushes are partly worn off, or parts of the exciter or armature winding is shorted. In some cases oxidized electric contacts or a soiled ground connection causing extremely high voltage losses in the overalp. 396

If the starter rotates too slowlyp. 396

If the starter only emits a clicking sound,- either the magnetic switch is defect / soiled (dismantle and clean))- the main contacts on the magnetic switch are worn off / soiled (scrape off carefully with a file and clean)- the starter motor is defectivp. 396

If the starter only emits a clicking soundp. 396

Frequently a jammed return mechanism is the reason for a starter failure.p. 396

Occasionally worn contacts are found on the magnetic return switchp. 396

Defects on the actual starter motor including pinion and carbon brushes are very rare.p. 396

With a trouble shooting chart the faults in the starter system can be narrowed down. The starter system can only work when many conditions are fulfilled at the same time.p. 396

l Immobilizer deactivated?p. 396

l Ignition switch OK?p. 396

l Travel lever in correct position?p. 396

l Emergency stop not actuated?p. 396

l Battery sufficiently charged?p. 396

l Battery poles OK?p. 396

l Main battery fuse OK?p. 396

l Main battery switch closed?p. 396

l Main starter cable (terminal 30) OK?p. 396

l Starter control cable (terminal 50) OK, voltage drop?p. 396

l Ground cable OK?p. 396

l Switching of magnetic switches OK?p. 396

The sequence of these tests is generally of no significance. It mainly depends on:p. 396

l the experience of the specialistp. 396

l the failure probability of the component to be tested and the testing effort for the respective part.p. 396

Only if all criteria mentioned above are OK, the fault must be in the starter itself. In this case it can be repaired or replaced.p. 396

Testing and measuring the starterp. 396

Function control with the starter removedp. 396

Fasten the starter to make sure that it will not come loose during the test.p. 396

Fig. 34p. 396

l Connect a jumper lead between start terminal (1) and battery plus (2).p. 396

l Connect a jumper cable instantaneously between starter housing and battery minus (3).p. 396

If the motor does not start, the starter is defective. Repair or replace the starter.p. 396

Checking the magnetic switchp. 396

Fig. 35p. 396

l Connect a jumper lead between start terminal (1) and battery plus (2).p. 396

l Connect a jumper cable instantaneously between starter housing and battery minus (3).p. 396

If the pinion does not disengage, the magnetic switch is defective. Repair or replace the starter.p. 396

Continuity test for the magnetic switchp. 397

Fig. 36p. 397

l Use a continuity tester to check for continuity between terminal (1) and terminal (29 while holding the pin depressed.p. 397

l Replace the magnetic switch if no continuity is detected.p. 397

Removing and assembling the starterp. 397

Removing the starterp. 397

Fig. 37p. 397

l Switch the main battery switch to position "0"p. 397

(Fig. 37)p. 397

Fig. 38p. 397

l Disconnect the cable connections (terminal 30 and 50).p. 397

l Unscrew the screws (arrows)p. 397

(Fig. 38)p. 397

l Take off the starter.p. 397

Assembling the starterp. 398

Fig. 39p. 398

l Insert the starter.p. 398

l Tighten the screws (arrows)p. 398

(Fig. 39)p. 398

l Connect the cables (terminal 30 and 50).p. 398

Please comply with the following tightening torques when tightening the cable connections, in order to avoid damage to the starter terminals or other components.p. 398

Terminal 30, 24p. 398

±4p. 398

Terminal 50, 1 – 1,3 Nmp. 398

To tightly tightened nuts can cause damage to starter components (e.g. cracks in the cover of the magnetic switch). Moisture entering into the starter can cause short circuit – or even cable fire.p. 398

Insufficiently tightened nuts can cause cable connections to come loose and thus short circuit – or even cable fire.p. 398

8 BOMAG, Variocontrolp. 399

Infinitely variable, intelligent and flexible: BOMAG VARIOCONTROL (BVC)p. 400

Variocontrolp. 400

Infinitely variable, intelligent and flexible: BOMAG VARIOCONTROL (BVC)p. 400

Fig. 40p. 400

BOMAG VARIOCONTROL has revolutionized earth compaction.p. 400

VARIOCONTROL means:p. 400

l The drum vibrates purely linear instead of on a circular pathp. 400

l The amplitude is infinitely adjustablep. 400

l The amplitude is controlled automaticallyp. 400

3p. 400

Advantages at a glance:p. 400

l VARIOCONTROL with linear, directed vibrationp. 400

l Infinite amplitude adjustmentp. 400

l Gentle compaction in sensitive environmentsp. 400

l Outstanding power due to amplitudes of up to 2.85 mmp. 400

l Maximum flexibilityp. 400

l Automatic amplitude controlp. 400

l Indication of end of compactionp. 400

l Avoidance of jump operationp. 400

Exciter unitp. 400

The BOMAG Variocontrol uses a new type of exciter system with two counter-rotating, concentrically arranged shafts, generating directed vibrations. One common shaft carries three eccentrics, the two smaller weights near the ends and the larger eccent…p. 400

Fig. 41 Working principlep. 401

The adjustment of the exciter unit is accommodated by a hydraulic slewing motor with integrated displacement measuring system. The exciter system is driven by a hydraulic motor, the eccentrics are synchronized by gears.p. 401

Fig. 42p. 402

Automatic measuring and controllingp. 402

An infinitely adjustable directed oscillator system is at the heart of this technology. The dynamic stiffness value Ep. 402

VIBp. 402

Fig. 43p. 403

Furthermore, the BVC can also be extended with further modules. In connection with the BOMAG COMPACTION METER (BCM) and the satellite supported positioning system GPS one can provide the technical prerequisites for surface covering compaction control…p. 403

Position detection "Manual" for track dependent fieldsp. 403

The assignment of individual measuring values to the coordinates is accomplished by manual selection of a track and within the track by the tachometer signals from the displacement transducer on the roller.p. 403

Fig. 44 BCM05p. 404

Position detection "Automatic" for GPS-fieldsp. 404

The assignment of the individual measuring values to the measuring position is accomplished by means of an automatic position detection system, e.g. a GPS with high accuracy, or an automatic total station with tracking laser.p. 404

Fig. 45 GPS with reference stationp. 405

8.7 BVC/BTM05 settings before start-upp. 406

8.2 Control circuit and MESXp. 406

Acceleration transducers pick up the measuring values and transmit it to the MESX. The control (MESX) is the brain of the system, it processes the measuring values and passes them on to the slewing motor via the valve block. The slewing motor adjusts…p. 406

Fig. 1 Control circuitp. 406

The MESX control is a programmable logic control and is located in the central electric system. It controls the BOMAG Variocontrol system. A sticker on the MESX informs about the installed software version.p. 406

The chapter about electronic modules, Electrics MESX, contains a detailed description.p. 406

Fig. 2p. 406

8.7 BVC/BTM05 settings before start-upp. 407

Acceleration transducer

Fig. 1p. 407

BVC machines and machines with E-VIB meter are equipped with two piezo-electric acceleration transducers, which are mounted to the drum.p. 407

During operation these transducers transmit the acceleration signals to the measuring ESX.p. 407

Mode of actionp. 407

The piezo electric acceleration transducer consists of two basic components:p. 407

l Piezo electric materialp. 407

l Seismic massp. 407

A small wire connects the piezo element with the sensor socket.p. 407

The piezo electric effect generates a charge on the electrodes, which is proportional to the force and thus also to the acceleration.p. 407

Fig. 1p. 408

1 Seismic massp. 408

2 Piezo electric materialp. 408

3 Accelerationp. 408

8.7 BVC/BTM05 settings before start-upp. 408

8.4 Potentiometer on the slewing motor, B62p. 408

The potentiometer is directly connected with the control shaft of the slewing motor via a small coupling. This enables to control and approach the exciter position.p. 408

Disassembling the potentiometerp. 408

Fig. 1p. 408

l Unscrew the fastening screws and remove the protection hoodp. 408

(Fig. 1)p. 408

Fig. 2p. 408

l Remove the protective hood 1p. 408

(Fig. 2)p. 408

Fig. 3p. 409

l Cut the cable strapsp. 409

(Fig. 3)p. 409

l Disconnect the plug connection.p. 409

Fig. 4p. 409

l Unscrew the fastening screws.p. 409

(Fig. 4)p. 409

Fig. 5p. 409

l Pull out the potentiometer housingp. 409

(Fig. 5)p. 409

Installing the potentiometerp. 409

Fig. 1p. 409

The potentiometer must only be assembled in vertical position.p. 409

If the slewing motor is incorrectly positionedp. 409

(Fig. 1)p. 409

l …. for this purpose connect the new potentiometer to plug (electrically).p. 409

l Start the engine and run it at idle speed.p. 409

The slewing motor swivels to vertical position.p. 409

l Shut down the engine again.p. 409

Fig. 2p. 409

(Fig. 2) shows the correct installation position.p. 409

(Fig. 2)p. 409

Fig. 3p. 410

If necessary rotate the potentiometer shaft and insert it carefully into the blue coupling.p. 410

l Assemble the new potentiometer with loop ringp. 410

(Fig. 3)p. 410

Fig. 4p. 410

l Tighten the fastening screwsp. 410

(Fig. 4)p. 410

Checking the potentiometer installationp. 410

Fig. 1p. 410

l Start the engine, run it with idle speed and watch the displayp. 410

(Fig. 1)p. 410

If the potentiometer has been installed correctly, the effective amplitude will be a "0"p. 410

(Fig. 1)p. 410

Fig. 2p. 410

If the potentiometer had been mounted incorrectly (offset by 180°) the effective amplitude will be at "0,9"p. 410

(Fig. 2)p. 410

In this case the potentiometer needs to be turned by 180°p. 410

(Fig. 3)p. 410

Fine-tuning the potentiometerp. 411

Fig. 1p. 411

l Park the machine on a firm base (asphalt or concrete)p. 411

(Fig. 1)p. 411

Soft ground is not suitable.p. 411

Secure the wheels with chocks.p. 411

l Start the engine and run it with high speed.p. 411

l Switch the vibration on .p. 411

l Release the brake.p. 411

Turn the potentiometer housing clockwise, the drum will rotate slowly forward.p. 411

Turn the potentiometer housing anti-clockwise, the drum will rotate slowly backward.p. 411

l Turn the potentiometer housing anti-clockwise or clockwisep. 411

(Fig. 1)p. 411

Fig. 2p. 411

l Tighten the fastening screws.p. 411

(Fig. 2)p. 411

l Shut down the engine.p. 411

l Fasten with new cable straps.p. 411

l Assemble the protection hood.p. 411

8.7 BVC/BTM05 settings before start-upp. 412

8.5 Display and control elements Variocontrolp. 412

Fig. 3p. 412

1 Ep. 412

VIBp. 412

2 Display for jump operationp. 412

3 Push button F5 STARTp. 412

4 Push button F6 STOPp. 412

5 Push button F7 PRINTp. 412

6 Push button F8 DELETEp. 412

7 Vibration frequency displayp. 412

8 Rotary switch to set the nominal value (automatic operation)p. 412

9 Push button F14 nominal value increasep. 412

10 Push button F13 nominal value decreasep. 412

11 Rotary switch to select operating mode (automatic/ manual)p. 412

12 Push button F12 automatic operationp. 412

13 Push button F11 manual operationp. 412

14 Rotary switch for manual setting of amplitude directionp. 412

15 Push button F10 vertical effective directionp. 412

16 Push button F9 horizontal effective directionp. 412

17 Speed displayp. 412

18 Amplitude displayp. 412

19 Measuring value printerp. 412

20 Fault lightp. 412

21 Amplitude limitation activep. 412

8.7 BVC/BTM05 settings before start-upp. 413

8.6 Description of indicating and control elements Variocontrolp. 413

No. 1 = Ep. 413

VIBp. 413

Display of the dynamic soil stiffness in MN/mp. 413

2p. 413

No. 2 = Display for jump operationp. 413

yellow symbolp. 413

Drum jumpsp. 413

red symbolp. 413

Drum jumps excessively or tumblesp. 413

Select a smaller amplitude, if necessary!p. 413

No. 3 = Button F5 STARTp. 413

pressp. 413

Starts recording of measuring valuesp. 413

Control field "F5" flashes green on the screen.p. 413

No. 4 = Button F6 STOPp. 413

pressp. 413

Stops recording of measuring valuesp. 413

The red control field "F6" on the screen lights up.p. 413

Depending on the measuring result the green control field "F5" may stay on.p. 413

No. 5 = Button F 7 measuring value printerp. 413

To print out the measuring data saved during the last pass press button F7 PRINT.p. 413

short actuationp. 413

Line diagramp. 413

long actuationp. 413

³p. 413

Bar chartp. 413

Control field F7 goes out and the measuring value printer starts to print out measuring data.p. 413

After the printing process has finished any amount of diagrams can be printed out by pressing the same button F7 (PRINT).p. 413

No. 6 = Button F8 DELETEp. 413

pressp. 413

All stored faults are deleted.p. 413

If the increase of the measuring value is to be calculated on a track press button F8 DELETE only when changing the track.p. 413

No. 7 = Frequency display (only BTM 05)p. 413

with vibration switched on this instrument shows the frequency (rotating speed) of the exciter shaft.p. 413

No. 8 = Rotary switch P3 pre-setting of nominal valuesp. 413

For "Automatic" modep. 413

In dependence on the stiffness of the soil the effective direction of the amplitude will adjust automatically. The desired maximum dynamic stiffness module Ep. 413

VIBp. 413

2p. 413

The selected value is shown on the screen in field "P3"p. 413

No. 9 = Button F14 increase of nominal valuep. 413

With each actuation of the button the presetting is raised by one stage.p. 413

The selected value is shown on the screen in field "P3"p. 413

No. 10 = Button F13 reduction of nominal valuep. 413

With each actuation of the button the presetting is reduced by one stage.p. 413

The selected value is shown on the screen in field "P3"p. 413

No. 11 = Rotary switch P2 operating modep. 413

Position “Automatic Ep. 413

VIBp. 413

The machine automatically chooses the optimal effective direction of the amplitude in dependence on the stiffness of the ground and the adjusted nominal Ep. 413

VIBp. 413

Position “Ep. 413

VIBp. 413

The effective direction of the amplitude is set in 6 fixed stages (switch P1), when changing the travel direction the vibration will adapt automatically and change to other quadrant.p. 413

The selected operating mode is shown on the screen in field "P2".p. 413

No. 12 = Button F12 automatic operationp. 413

Pressing this button changes the operating mode to "Automatic".p. 413

The selected operating mode is shown on the screen in field "P2".p. 413

No. 13 = Button F11 manual operationp. 413

Pressing this button changes the operating mode to „Manual“.p. 413

The selected operating mode is shown on the screen in field "P2".p. 413

No. 14 = Rotary switch P1 manual setting of effective direction of amplitudep. 413

This switch is used to specify the vertical amplitude in "Manual" mode and is only available in this operating mode.p. 413

Position 1 (left)p. 413

Horizontal, 0 mm amplitudep. 413

Position 2p. 413

0,7 mm amplitudep. 413

Position 3p. 413

1,1 mm amplitudep. 413

Position 4p. 414

1,5 mm amplitudep. 414

Position 5p. 414

1,8 mm amplitudep. 414

Position 6 (right)p. 414

Vertical, 2,4 mm amplitudep. 414

Field P1 on the screen shows graphically with which amplitude the machine is currently working.p. 414

In travel lever position "0" the vibrator system remains in position "horizontal" for safety reasons.p. 414

On bridges or in sensitive areas it is recommended to use "Manual – Horizontal".p. 414

No. 15 = Button F10 vertical effective directionp. 414

With each actuation of the button the effective direction is changed by one step towards vertical.p. 414

The selected value is shown on the screen in field „P1“p. 414

No. 16 = Button F9 horizontal effective directionp. 414

With each actuation of the button the effective direction is changed by one step towards horizontal.p. 414

The selected value is shown on the screen in field „P1“p. 414

No. 17 = Speed displayp. 414

Shows the travel speed of the machine.p. 414

No. 18 = Amplitude displayp. 414

This gauge shows the current vertical amplitude of the machine.p. 414

No. 19 = Printer for measuring valuesp. 414

To print out the measuring data saved during the last pass press button (7) "PRINT".p. 414

No. 20 = Fault lightp. 414

Inform the BOMAG After Sales Service if it lights up.p. 414

No. 21 = Amplitude limitation activep. 414

In automatic operation the amplitude limitation enables a limitation of the effective amplitude.p. 414

no symbol displayedp. 414

Amplitude limitation inactivep. 414

Symbol shadedp. 414

Amplitude limitation active, but inactive because of the parameter setting (e.g. manual mode)p. 414

Symbol brightp. 414

Amplitude limitation activep. 414

8.7 BVC/BTM05 settings before start-upp. 414

Switching between metric and imperial unitsp. 414

Fig. 4p. 414

l Turn the starter switch to position "I"p. 414

(Fig. 4)p. 414

The control unit shows the start screen.p. 414

Fig. 5p. 414

l Press "?"p. 414

(Fig. 5)p. 414

Fig. 6p. 414

l Press "F4"p. 414

(Fig. 6)p. 414

Fig. 7p. 415

l Press "F5"p. 415

(Fig. 7)p. 415

Imperial 0p. 415

metric unitsp. 415

Imperial 1p. 415

imperial unitsp. 415

Fig. 8p. 415

l Press "F14"p. 415

(Fig. 8)p. 415

The symbol "Save" lights green for a moment to confirm.p. 415

After releasing the key "F14" the system automatically returns to the start screen and the control triggers a restart.p. 415

Fig. 9p. 415

l Switch the ignition off and on againp. 415

(Fig. 9)p. 415

Both Asphalt Manager control unit and printer have been set to the new units system.p. 415

Setting the printer languagep. 415

With a printer connectedp. 415

Optional equipmentp. 415

Fig. 10p. 415

l Set the starter switch to position "I"p. 415

(Fig. 10)p. 415

The control unit shows the start screen.p. 415

Fig. 11p. 415

l Press "?"p. 415

(Fig. 11)p. 415

Fig. 12p. 416

l Press "F6"p. 416

(Fig. 12)p. 416

Fig. 13p. 416

l Press "F11" or "F12"p. 416

(Fig. 13)p. 416

The screen shows country flags, which represent the associated language.p. 416

Fig. 14p. 416

l Press "F14"p. 416

(Fig. 14)p. 416

The symbol "Save" lights green for a moment to confirm.p. 416

Fig. 15p. 416

l Press "ESC"p. 416

(Fig. 15)p. 416

8.8 Variocontrol, selecting the operating modep. 417

The normal mode of operation is Variocontrol in automatic mode. However, based on his experience and with respect to the material to be compacted, the operator can set certain effective amplitudes manually.p. 417

In travel lever position "0" the vibrator system remains in position “horizontal” for safety reasons.p. 417

Fig. 16p. 417

l Start the engine and run it with maximum speed or position "ECO"p. 417

(Fig. 16)p. 417

l Pre-select the slow speed range .p. 417

Fig. 17p. 417

l Enable vibrationp. 417

(Fig. 17)p. 417

Variocontrol automatic operationp. 417

Fig. 18p. 417

l Press button F12 or turn rotary button P2 clockwise to set the operating mode to "Auto"p. 417

(Fig. 18)p. 417

The set mode appears in the display as P2. Display field „A“ lights green.p. 417

Fig. 19p. 417

l Press button F13 or F14 or turn rotary button P3 to set the required "nominal value"p. 417

(Fig. 19)p. 417

The set nominal value appears in the display as P3.p. 417

Normal position "Max.". Now the machine works with maximum compaction energy.p. 417

On problematic soils, such as sand, it may be necessary to reduce the compaction energy, so that the drum does not dig into the ground.p. 417

Also if you want to reduce the depth effect it may be sensible to reduce the compaction energy.p. 417

Fig. 20p. 418

l Actuate the travel leverp. 418

(Fig. 20)p. 418

Fig. 21p. 418

l Switch the vibration onp. 418

(Fig. 21)p. 418

Fig. 22p. 418

The gaugep. 418

(Fig. 22)p. 418

Variocontrol manual setting (Manual)p. 418

Fig. 23p. 418

l Press button F11 or turn rotary button P2 anti-clockwise to set the the operating mode to "Manual"p. 418

(Fig. 23)p. 418

The set mode appears in the display as P2. Display field „M“ lights green.p. 418

Fig. 24p. 418

l Press button F9 or F10 or turn rotary button P1 to set the required "direction of vibration"p. 418

(Fig. 24)p. 418

The adjusted amplitude direction appears in the display as P1p. 418

From position "0" switch slowly up step by step during operation and watch the drum while doing this. When the drum starts to jump turn the rotary switch one step back.p. 418

The gauge shows the current vertical amplitude.p. 418

On bridges or in sensitive areas it is recommended to use ”Manual – Horizontal”.p. 418

Fig. 25p. 419

l Actuate the travel leverp. 419

(Fig. 25)p. 419

Fig. 26p. 419

l Switch the vibration onp. 419

(Fig. 26)p. 419

Fig. 27p. 419

The gaugep. 419

(Fig. 27)p. 419

8.9 Variocontrol, selecting the operating modep. 419

In travel lever position "0" the vibrator system remains in position “horizontal” for safety reasons.p. 419

Fig. 28p. 419

l Start the engine and run it with maximum speed or position "ECO"p. 419

(Fig. 16)p. 419

l Pre-select the slow speed range .p. 419

Fig. 29p. 419

l Enable vibrationp. 419

(Fig. 17)p. 419

Variocontrol automatic operationp. 420

Fig. 30p. 420

l Press button F12 or turn rotary button P2 clockwise to set the operating mode to "Auto"p. 420

(Fig. 18)p. 420

The set mode appears in the display as P2. Display field „A“ lights green.p. 420

Fig. 31p. 420

l Press button F13 or F14 or turn rotary button P3 to set the required "nominal value"p. 420

(Fig. 19)p. 420

The set nominal value appears in the display as P3.p. 420

Normal position "Max.". Now the machine works with maximum compaction energy.p. 420

On problematic soils, such as sand, it may be necessary to reduce the compaction energy, so that the drum does not dig into the ground.p. 420

Also if you want to reduce the depth effect it may be sensible to reduce the compaction energy.p. 420

Fig. 32p. 420

l Actuate the travel leverp. 420

(Fig. 20)p. 420

Fig. 33p. 420

l Switch the vibration onp. 420

(Fig. 21)p. 420

Fig. 34p. 420

The gaugep. 420

(Fig. 22)p. 420

Variocontrol manual setting (Manual)p. 421

Fig. 35p. 421

l Press button F11 or turn rotary button P2 anti-clockwise to set the the operating mode to "Manual"p. 421

(Fig. 23)p. 421

The set mode appears in the display as P2. Display field „M“ lights green.p. 421

Fig. 36p. 421

l Press button F9 or F10 or turn rotary button P1 to set the required "direction of vibration"p. 421

(Fig. 24)p. 421

The adjusted amplitude direction appears in the display as P1p. 421

From position "0" switch slowly up step by step during operation and watch the drum while doing this. When the drum starts to jump turn the rotary switch one step back.p. 421

The gauge shows the current vertical amplitude.p. 421

On bridges or in sensitive areas it is recommended to use ”Manual – Horizontal”.p. 421

Fig. 37p. 421

l Actuate the travel leverp. 421

(Fig. 25)p. 421

Fig. 38p. 421

l Switch the vibration onp. 421

(Fig. 26)p. 421

Fig. 39p. 421

The gaugep. 421

(Fig. 27)p. 421

8.10 Variocontrol, selecting the operating modep. 422

In travel lever position "0" the vibrator system remains in position “horizontal” for safety reasons.p. 422

Fig. 40p. 422

l Start the engine and run it with maximum speed or position "ECO"p. 422

(Fig. 16)p. 422

l Pre-select the slow speed range .p. 422

Fig. 41p. 422

l Enable vibrationp. 422

(Fig. 17)p. 422

Variocontrol automatic operationp. 422

Fig. 42p. 422

l Press button F12 or turn rotary button P2 clockwise to set the operating mode to "Auto"p. 422

(Fig. 18)p. 422

The set mode appears in the display as P2. Display field „A“ lights green.p. 422

Fig. 43p. 422

l Press button F13 or F14 or turn rotary button P3 to set the required "nominal value"p. 422

(Fig. 19)p. 422

The set nominal value appears in the display as P3.p. 422

Normal position "Max.". Now the machine works with maximum compaction energy.p. 422

On problematic soils, such as sand, it may be necessary to reduce the compaction energy, so that the drum does not dig into the ground.p. 422

Also if you want to reduce the depth effect it may be sensible to reduce the compaction energy.p. 422

Fig. 44p. 423

l Actuate the travel leverp. 423

(Fig. 20)p. 423

Fig. 45p. 423

l Switch the vibration onp. 423

(Fig. 21)p. 423

Fig. 46p. 423

The gaugep. 423

(Fig. 22)p. 423

Variocontrol manual setting (Manual)p. 423

Fig. 47p. 423

l Press button F11 or turn rotary button P2 anti-clockwise to set the the operating mode to "Manual"p. 423

(Fig. 23)p. 423

The set mode appears in the display as P2. Display field „M“ lights green.p. 423

Fig. 48p. 423

l Press button F9 or F10 or turn rotary button P1 to set the required "direction of vibration"p. 423

(Fig. 24)p. 423

The adjusted amplitude direction appears in the display as P1p. 423

From position "0" switch slowly up step by step during operation and watch the drum while doing this. When the drum starts to jump turn the rotary switch one step back.p. 423

The gauge shows the current vertical amplitude.p. 423

On bridges or in sensitive areas it is recommended to use ”Manual – Horizontal”.p. 423

Fig. 49p. 424

l Actuate the travel leverp. 424

(Fig. 25)p. 424

Fig. 50p. 424

l Switch the vibration onp. 424

(Fig. 26)p. 424

Fig. 51p. 424

The gaugep. 424

(Fig. 27)p. 424

8.11 Measuring pass with Variocontrolp. 424

General notesp. 424

The soil measuring values (Ep. 424

VIBp. 424

A change in travel speed would affect the measuring result, because e.g. with a slow travel speed per pass the energy introduced into the ground is higher and in the comparison of all passes a higher soil measuring value would be displayed.p. 424

The following description describes an measuring pass in forward. Measuring passes in manual reverse must be performed accordingly.p. 424

Measuring values must only be compared for passes performed in the same direction.p. 424

Measuring passp. 424

Fig. 52p. 424

l Turn the ignition keyp. 424

(Fig. 52)p. 424

The BTM-E performs a self-test.p. 424

Fig. 53p. 425

l Control field F5p. 425

(Fig. 53)p. 425

Fig. 54p. 425

l Turn the ignition keyp. 425

(Fig. 54)p. 425

Fig. 55p. 425

l Mark the track to be compactedp. 425

(Fig. 55)p. 425

Since the transducer unit is mounted on the left hand side of the drum, it is necessary to arrange the tracks so that track 1 is processed first, followed by further tracks offset to the left.p. 425

Maximum track length 150 m.p. 425

Forward:p. 425

Mark 1p. 425

Start of trackp. 425

Mark 2p. 425

End of trackp. 425

The operator may also remember the start and the end of the track by means of distinct points.p. 425

Fig. 56p. 425

l Choose the maximum forward speedp. 425

(Fig. 56)p. 425

The adjusted travel speed is indicated by a green ring segment in the tachometer on the LCD display unit.p. 425

Fig. 57p. 425

l In the starting distance set the rotary switch for engine speedp. 425

(Fig. 57)p. 425

Fig. 58p. 426

l Shift the travel leverp. 426

(Fig. 58)p. 426

The machine accelerates up to the pre-adjusted travel speed.p. 426

Differences in the travel speeds falsify the measuring result!p. 426

Fig. 59p. 426

l Switch the vibration onp. 426

(Fig. 59)p. 426

Before reaching mark 1 the nominal exciter shaft speed and the adjusted amplitude must have been reached and a valid Ep. 426

vibp. 426

Fig. 60p. 426

l When mark 1 is reached, press button F5 “START”p. 426

(Fig. 60)p. 426

Control field to the left of F5 lights green.p. 426

The Ep. 426

VIBp. 426

Fig. 61p. 426

l When the end of the track, mark 2, is reached, press the button F6 “STOP”p. 426

(Fig. 61)p. 426

The first forward pass is finished.p. 426

Control field F5 lights green. This means, that the compaction is not yet completed. One or several passes are still required.p. 426

l Stop the machine.p. 426

8.12 Teaching distance pulsesp. 427

The distance pulses have already been set by default when setting the correct machine type.p. 427

Due to slippage of the drums the recorded distance measurement may differ from the actually driven distance.p. 427

An adaptation of the distances pulses in only possible within the range of +/- 10% of the default value.p. 427

l Compare the actually driven distance with the recorded distance in the printed line diagramp. 427

Optional equipmentp. 427

l In case of different distances an adaptation to these distances is required.p. 427

l Engine running.p. 427

Fig. 62p. 427

l Press key ’’?“ (menu)p. 427

(Fig. 62)p. 427

The menu appears on the screen.p. 427

Fig. 63p. 427

l Press key "F8" (distance pulses)p. 427

(Fig. 63)p. 427

The screen page with the pre-set distance pulses appears.p. 427

Fig. 64p. 427

l When the machine has stopped press key "F5" (teach mode)p. 427

(Fig. 64)p. 427

The screen page with distance pulses appears.p. 427

l Switch on vibration and drive the machine 10 m forward.p. 427

Fig. 65p. 427

l At the end of the 10 m distance press key "F6" (quit teach mode)p. 427

(Fig. 65)p. 427

The screen page to save the distance pulses appears.p. 427

l Switch off vibration and stop the machine.p. 427

Fig. 66p. 428

l Press key "F14" (safe distance pulses)p. 428

(Fig. 66)p. 428

Fig. 67p. 428

l If the screen page states that the distance pulses cannot be saved after pressing the key "F6" (quit teach mode)p. 428

(Fig. 67)p. 428

The measured distance pulses are not within the range of +/- 10% of the default value.p. 428

Saving is not possible.p. 428

l Press key "ESC" to return to the working screen.p. 428

8.13 Amplitude limitation (BVC only)p. 428

The amplitude limitation in automatic mode enables a limitation of the effective and measuring depth.p. 428

The system offers 5 regulating ranges ( 0 – 0.7 mm; 0 – 1.1 mm; 0 – 1.5 ; 0 – 1.9 mm; 0 – 2.4 mm (max).p. 428

This is e.g. sensible when a layer on a soft or instable base is to be compacted, and this base itself cannot be compacted or has a extremely high stiffness.p. 428

In operating mode "Automatic" with nominal value "MAX" the amplitude limitation is inactive.p. 428

Fig. 68p. 428

l Turn the ignition keyp. 428

(Fig. 68)p. 428

The control unit shows the start screen.p. 428

Fig. 69p. 428

l When activating the amplitude limitation, the symbolp. 428

(Fig. 69)p. 428

If no symbol appears, the amplitude limitation may need to be activated (if required).p. 428

Fig. 70p. 429

l Press button F12 or turn rotary button P2 clockwise to set the operating mode to "Auto"p. 429

(Fig. 70)p. 429

Fig. 71p. 429

l Set the amplitude limitation with keys F9 or F10, or with rotary button P1p. 429

(Fig. 71)p. 429

0p. 429

low amplitudep. 429

1p. 429

0 to 0.7 mmp. 429

2p. 429

0 to 11 mmp. 429

3p. 429

0 to 1.6 mmp. 429

4p. 429

0 to 1.8 mmp. 429

6p. 429

0 to 2.5 mm, max. amplitude, amplitude limitation not activep. 429

Activating/deactivating the amplitude limitationp. 429

Fig. 72p. 429

l Press key ’’?“ (menu)p. 429

(Fig. 72)p. 429

The menu appears on the screen.p. 429

Fig. 73p. 429

l Press key "F3" (amplitude limitation)p. 429

(Fig. 73)p. 429

The screen page "Amplitude limitation" appears on the screen.p. 429

Fig. 74p. 430

l Press key "F5" to activate/deactivate the limitationp. 430

(Fig. 74)p. 430

0p. 430

Limitation switched offp. 430

1p. 430

Limitation switched onp. 430

l Press key "F14" to save the changed setting.p. 430

l Press "ESC" to exit the screen page.p. 430

9 Hydraulicsp. 431

9.2 Travel and vibration pump, H1p. 432

9.1 Hydraulic circuitp. 432

Open circuitp. 432

Fig. 1 Open circuitp. 432

Open in this case means that the suction line of ap. 432

pumpp. 432

(Fig. 1)p. 432

In an open circuit the hydraulic fluid is fed to thep. 432

consumerp. 432

Closed circuitp. 433

Fig. 2 Closed circuitp. 433

One talks about a closed hydraulic system, when the hydraulic oil flows from thep. 433

consumerp. 433

(Fig. 2)p. 433

pumpp. 433

The closed circuit consists of a high and a low pressure side, depending on the load direction (take-off moment on the consumer).p. 433

The high pressure side is protected byp. 433

pressure relief valvesp. 433

Only the permanent leakage on pump and motor needs to be replenished. This is accomplished by ap. 433

charge pumpp. 433

check valvep. 433

charge pressure relief valvep. 433

pumpp. 433

9.2 Travel and vibration pump, H1p. 434

Variable displacement pump, H1 P 078/100 RAp. 434

Variable displacement pump RA with proportional solenoidp. 434

The variable displacement axial piston pump generates, controls and regulates a volumetric pressure fluid flow. It has been designed for mobile applications, e.g. in construction equipment.p. 434

The pump is a variable displacement axial piston pump in swash plate design for hydrostatic drives in closed circuits. The volumetric flow is proportional to the drive speed and the displacement.p. 434

Fig. 3 Axial piston pump H1p. 434

Pos.p. 434

Designationp. 434

Pos.p. 434

Designationp. 434

1p. 434

Control unitp. 434

7p. 434

Swash discp. 434

2p. 434

Servo pistonp. 434

8p. 434

Drive shaftp. 434

3p. 434

Valve platep. 434

9p. 434

Radial seal, drive shaftp. 434

4p. 434

Cover platep. 434

10p. 434

Slipper padp. 434

5p. 434

Auxiliary pump (only with vibration pump)p. 434

11p. 434

Pistonp. 434

6p. 434

Cylinder blockp. 434

12p. 434

Feedback leverp. 434

The variable displacement axial piston pump must be filled with pressure fluid and purged during start- up and operation. This must also be considered for longer periods of rest, because the system may run empty through the hydraulic lines.p. 434

Block diagramp. 435

Fig. 4p. 435

Pos.p. 436

Designationp. 436

Pos.p. 436

Designationp. 436

1p. 436

Control unitp. 436

7p. 436

Travel or vibration motorp. 436

2p. 436

Coolerp. 436

8p. 436

Charge valvep. 436

3p. 436

Tankp. 436

9p. 436

Control pressure relief valvesp. 436

4p. 436

Charge pumpp. 436

10p. 436

Servo controlp. 436

5p. 436

Charge oil filterp. 436

11p. 436

Servo adjustment platep. 436

6p. 436

High pressure relief valvesp. 436

Hp. 436

High pressurep. 436

Np. 436

Low pressurep. 436

Sp. 436

Servo pressurep. 436

Rp. 436

Return flowp. 436

High pressure relief valves with integrated boost check valves and bypass for towingp. 436

Pressure peaks occurring during very fast swashing processes, as well as the maximum pressures are safeguarded by superordinate high pressure relief valves, which open when the adjusted value is exceeded and relieve oil into the low pressure side.p. 436

The boost check valves are integrated in the high pressure relief valves. These valves open to the low pressure side and let cool and filtered oil flow from the charge oil circuit into the closed hydraulic circuit, in order to compensate leaks and fl…p. 436

Bypass for towing operations:p. 436

Do not back out more than 3 turns!p. 436

Observe the tightening torque of 70Nm.p. 436

Charge valvep. 436

The charge pressure valve belongs to the group of safety elements in a closed hydraulic circuit. This valve limits the pressure in the charge circuit to the pre-adjusted value.p. 436

Control pressure relief valve, pressure overridep. 436

If the adjusted pressure is reached, the pressure override will move the swash plate quickly back towards neutral position, thereby limiting the system pressure. With its possibility to swash the swash plate inside the pump back within a period of 90…p. 436

RA – controlp. 437

Fig. 5 RA – controlp. 437

1 Feedback leverp. 437

2 Proportional solenoidsp. 437

Depending on the pre-selected ampacity “I” on the proportional solenoids, the control cylinder on the pump is supplied with control pressure through the RA control unit. This way the swash plate and thus the displacement of the pump can be infini…p. 437

The spring return mechanism in the control unit is no safety feature.p. 437

Internal contamination – such as e.g. dirty hydraulic fluid, abrasion or dirt residues from system components – can cause blockage of the spool valve inside the control unit in an undefined position. The flow volume from the variable displacement pum…p. 437

Fig. 6p. 438

Fig. 7p. 438

M1p. 439

Charge pressure, 25 barp. 439

M5p. 439

Vibration pressure, MA 420 barp. 439

M3p. 439

Travel pressure against block, MA 420 barp. 439

M6p. 439

Vibration pressure, MB 420 barp. 439

M4p. 439

Travel pressure against block, MB 420 barp. 439

Swash plate principle, pumpp. 439

Fig. 8p. 439

The swash plate pump is a positive displacement machine with oil displacing pistons arranged axially to the drive shaft. The pistons are thereby supported by the swash plate.p. 439

Axial piston units based on the swash plate principle with fixed or variable displacement can be used as hydraulic pumps or hydraulic motors. In pump mode the mechanical energy is converted to hydrostatic energy, when used in motor mode the hydrostat…p. 439

Variable displacement pumps and motors can be change their displacement, i.e. the pump delivery rate or motor throughput, by simply changing the angle of the swash plate.p. 439

Description of functionp. 440

Fig. 9p. 440

Pos.p. 440

Designationp. 440

Pos.p. 440

Designationp. 440

1p. 440

Drive shaftp. 440

8p. 440

Through drivep. 440

2p. 440

Pistonp. 440

9p. 440

Valve platep. 440

3p. 440

Piston areap. 440

10p. 440

Top dead centre TDCp. 440

4p. 440

Piston strokep. 440

11p. 440

Bottom dead centre BTCp. 440

5p. 440

Slipping discp. 440

12p. 440

Control slots in suction side of swash plate (for sense of rotation shown)p. 440

6p. 440

Adjusting anglep. 440

13p. 440

Control slot on pressure sidep. 440

7p. 440

Cylinderp. 440

Driven by the engine, the drive shaft rotates and drives the cylinder via a splined connection. The cylinder rotates with the drive shaft and drives the 9 pistons. The pistons rest with their slipper pads on the sliding face of the swashing cradle an…p. 440

9.3 Troubleshooting axial piston pumpsp. 441

The following table should be of help when performing troubleshooting This table is by no means complete.p. 441

In practice you may encounter problems that have not been listed here.p. 441

Procedurep. 441

l Always proceed systematically, even under time pressure. Indiscriminate, ill-considered disassembly and changing of settings can lead to a situation in which the original cause of a fault can no longer be detected.p. 441

l Get an overview over the function of the product in connection with the overall system.p. 441

l Try to clarify whether the product was able to deliver the required function within the overall system before the fault occurred.p. 441

l Develop a clear understanding of the troubleshooting process. If necessary ask the direct operator or machine driver.p. 441

Try to detect changes to the overall system, the product is installed in:p. 441

l Have conditions or area of application of the product been changed?p. 441

l Were changes (e.g. changeovers) or repairs made to the overall system (machine/plant, electrics, control) or to the product? If yes: What kind?p. 441

l Has the product or the machine been operated as intended?p. 441

l How does the fault occur?p. 441

Faultp. 441

Possible causep. 441

Remedyp. 441

Unusual noisesp. 441

Insufficient suction conditions, e.g. air in the suction line, inadequate diameter of the suction line, excessive viscosity of the pressure fluid, extreme suction height, too low suction pressure, foreign bodies in the suction line.p. 441

Machine or system manufacturer (e.g. optimize feed conditions, use suitable pressure fluid).p. 441

Completely purge the axial piston unit, fill the suction line with pressure fluid.p. 441

Remove foreign bodies from inside the suction line.p. 441

Inappropriate fastening of the axial piston unit.p. 441

Check the fastening of the axial piston unit as specified by the machine or plant manufacturer. Observe the tightening torques.p. 441

Inappropriate fastening of attachment parts, e.g. coupling and hydraulic lines.p. 441

Fasten attachment parts as specified by the coupling or fittings manufacturer.p. 441

Pressure relief valves of the axial piston unit (charge pressure, high pressure, pressure override).p. 441

Purge the axial piston unit, check the viscosity of the pressure fluid, consult the service department.p. 441

Mechanical damage to the axial piston unit.p. 441

Replace the axial piston unit, consult the service department.p. 441

No or insufficient volumetric flowp. 442

Faulty mechanical drive (e.g. defective coupling).p. 442

Check and repair the drive.p. 442

Drive speed too low.p. 442

Consult the service department.p. 442

Completely purge the axial piston unit, fill the suction line with pressure fluid.p. 442

Remove foreign bodies from inside the suction line.p. 442

Pressure fluid not within the optimal viscosity range.p. 442

Use appropriate pressure fluid.p. 442

External control and setting facilities defective.p. 442

Check the external control.p. 442

Pilot or control pressure too low.p. 442

Check pilot and control pressure, consult the service department.p. 442

Functional disturbance in the control facility or the regulator on the axial piston unit.p. 442

Consult the service department.p. 442

Wear of the axial piston unit.p. 442

Replace the axial piston unit.p. 442

Mechanical damage to the axial piston unit.p. 442

Replace the axial piston unit.p. 442

No or insufficient pressurep. 443

Faulty mechanical drive (e.g. defective coupling).p. 443

Check and repair the drive.p. 443

Poor drive power.p. 443

Consult the service department.p. 443

Completely purge the axial piston unit, fill the suction line with pressure fluid.p. 443

Remove foreign bodies from inside the suction line.p. 443

Pressure fluid not within the optimal viscosity range.p. 443

Use appropriate pressure fluid.p. 443

External control and setting facilities defective.p. 443

Check the external control.p. 443

Pilot or control pressure too low.p. 443

Check pilot and control pressure.p. 443

Functional disturbance in the control facility or the regulator on the axial piston unit.p. 443

Consult the service department.p. 443

Wear of the axial piston unit.p. 443

Replace the axial piston unit.p. 443

Mechanical damage to the axial piston unit.p. 443

Replace the axial piston unit.p. 443

Drive unit defective (e.g. hydraulic motor or cylinder).p. 443

Check the drive unit, replace if necessary.p. 443

Fluctuations in pressure/volumetric flowp. 443

Axial piston unit not or insufficiently purged.p. 443

Completely purge the axial piston unit.p. 443

Completely purge the axial piston unit, fill the suction line with pressure fluid.p. 443

Remove foreign bodies from inside the suction line.p. 443

Pressure fluid too hot.p. 443

Excessive input temperature on axial piston unit.p. 443

Check the system, e.g. malfunction of the cooler, pressure fluid level in tank too low.p. 443

Malfunction of the pressure control valves (e.g. high pressure relief valve, pressure override, pressure controller).p. 443

Consult the service department.p. 443

Malfunction of the flushing valve (not for nominal size 18).p. 443

Consult the service department.p. 443

Wear of the axial piston unit.p. 443

Replace the axial piston unit.p. 443

Swash plate motor with variable displacement, series 51p. 444

Travel motor 51 C/D 110p. 444

Swash plate motor with variable displacement, series 51p. 444

Designs: C and Dp. 444

Fig. 10p. 444

Product descriptionp. 444

A plug-in fixed displacement motor converts the hydrostatic volumetric flow into mechanical rotary motion. It has mainly been designed for installation into mechanical gear drives.p. 444

Functionp. 444

The hydraulic oil flows under high pressure through the corresponding port to the back of the working pistons. Since the working pistons are arranged under an angle to the output shaft, the pressurized pistons will perform an axial stroke, thereby ca…p. 444

Once the respective piston has passed its dead centre (max. extended position), it will change to the low pressure side. As the rotation progresses, the piston will move back into the cylinder bore. Oil is thereby displaced out of the cylinder chambe…p. 444

The synchronizing shaft with roller surfaces ensures uniform rotation of output shaft and cylinder block. The ball joints of the pistons run in journal bearings, which are pressed into the outer shaft. For the connection between output shaft and pist…p. 444

Flushing valvep. 444

In a closed circuit the same pressure fluid keeps permanently circulating between pump and motor. This can cause overheating of the pressure fluid.p. 444

The flushing valve has the function to support cooling of the oil circuit by flushing the motor and thus to prolong the service life of the motor. If the hydraulic motor is operated under load, the flushing valve opens during clockwise and anti-clock…p. 444

Controlp. 444

The motor can be adjusted to two fixed displacements. This is accomplished by changing the angle between cylinder block and output shaft.p. 444

With a large angle position the motor works with maximum displacement, slow speed and high torque.p. 445

When changing the swash plate position to minimal angle the motor works with minimum displacement, high speed and low torque.p. 445

The displacement is changed by a control piston, which is tightly connected with the valve segment. The piston rod side (test port M4) is thereby permanently pressurized with the actual travel pressure. In 1st speed range (solenoid de-energized) the …p. 445

minp. 445

Fig. 11p. 445

1p. 445

Control pistonp. 445

7p. 445

Taper roller bearingp. 445

2p. 445

4-way valvep. 445

8p. 445

SAE-flangep. 445

3p. 445

Proportional valvep. 445

9p. 445

Synchronizing jointp. 445

4p. 445

Minimum swashing angle settingp. 445

10p. 445

Speed sensorp. 445

5p. 445

Valve segmentp. 445

11p. 445

Pistonp. 445

6p. 445

Bearing platep. 445

12p. 445

Flushing pressure relief valvep. 445

Description of functionp. 446

Vibration motor A2FM56p. 446

Description of functionp. 446

The plug-in fixed displacement motors A2FE and A2FM just differ by a different housing.p. 446

The A2FE/FM is a plug-in fixed displacement axial piston motor with a tapered axial piston drive in swash plate design for hydrostatic drives in open and closed hydraulic circuits. Due to this bent axle design the torque is generated directly on the …p. 446

The axial piston pump must be filled with pressure fluid and purged during start-up and operation. This must also be considered for longer periods of rest, because the system may run empty through the hydraulic lines.p. 446

Fig. 12p. 446

Posp. 446

Designationp. 446

Posp. 446

Designationp. 446

1p. 446

Drive shaftp. 446

4p. 446

Valve platep. 446

2p. 446

Pistonp. 446

5p. 446

Connecting platep. 446

3p. 446

Cylinderp. 446

6p. 446

Flushing valve, optionalp. 446

In fixed displacement motors in bent axle design the pistons (2)p. 446

(Fig. 12)p. 446

Motor functionp. 446

A fixed displacement plug-in motor converts the hydrostatic energy into mechanical energy. Pressure fluid is fed through the connecting plate (5) and the valve plate (4) into the cylinder bores. The pistons (2) inside the cylinder bores perform an ax…p. 446

Flushing valvep. 447

The flushing valve is used to discharge heat from the hydraulic circuit.p. 447

The hydraulic motor is equipped with an integrated flushing valve. When the hydraulic circuit is switched on, a pressure difference will be generated between the two sides of the closed circuit. The higher pressure moves the valve spool of the flushi…p. 447

Fig. 13 Flushing spoolp. 447

1p. 447

Flushing spoolp. 447

2p. 447

Flushing pressure relief valvep. 447

The flushing valve is fitted with a downstream 16 bar pressure relief valve. This valve makes sure that only a certain quantity of hydraulic oil is flushed out. This oil flows back to the hydraulic oil tank and is immediately replaced by oil from the…p. 447

Swash plate principle, motorp. 447

Fig. 14p. 447

The swash plate pump is a positive displacement machine with oil displacing pistons arranged axially to the drive shaft. The pistons are thereby supported by the swash plate.p. 447

If the unit is used as motor, the output speed is proportional to the supplied volume of fluid. The available (motor) torque increases with the pressure drop between high and low pressure side.p. 448

Description of functionp. 448

Fig. 15p. 448

1p. 448

Drive shaftp. 448

8p. 448

Through drivep. 448

2p. 448

Pistonp. 448

9p. 448

Valve platep. 448

3p. 448

Piston areap. 448

10p. 448

Top dead centre TDCp. 448

4p. 448

Piston strokep. 448

11p. 448

Bottom dead centre BTCp. 448

5p. 448

Slipping discp. 448

12p. 448

Control slots in suction side of swash plate (for sense of rotation shown)p. 448

6p. 448

Adjusting anglep. 448

13p. 448

Control slot on pressure sidep. 448

7p. 448

Cylinderp. 448

The motor function is a reversal of the pump function. In this case the hydraulic fluid the hydraulic system directs the oil flow to the hydraulic motor. The medium flows through control slots in the valve plate to the cylinder bores. 4 or 5 cylinder…p. 448

9.6 Trouble shooting, variable displacement axial piston motorp. 449

The following table should be of help when performing troubleshooting This table is by no means complete.p. 449

In practice you may encounter problems that have not been listed here.p. 449

Procedurep. 449

l Get an overview over the function of the product in connection with the overall system.p. 449

l Try to clarify whether the product was able to deliver the required function within the overall system before the fault occurred.p. 449

l Develop a clear understanding of the troubleshooting process. If necessary ask the direct operator or machine driver.p. 449

Try to detect changes to the overall system, the product is installed in:p. 449

l Have conditions or area of application of the product been changed?p. 449

l Were changes (e.g. changeovers) or repairs made to the overall system (machine/plant, electrics, control) or to the product? If yes: What kind?p. 449

l Has the product or the machine been operated as intended?p. 449

l How does the fault occur?p. 449

Faultp. 449

Possible causep. 449

Remedyp. 449

Unusual noisesp. 449

Inappropriate fastening of the axial piston unitp. 449

Check the fastening of the axial piston unit as specified by the machine or plant manufacturer. Observe the tightening torques!p. 449

Inappropriate fastening of attachment parts, e.g. coupling and hydraulic lines.p. 449

Fasten attachment parts as specified by the coupling or fittings manufacturer.p. 449

Mechanical damage to the axial piston unit.p. 449

Replace the axial piston unitp. 449

Fluctuations in pressure/volumetric flowp. 449

Axial piston unit not or insufficiently purged.p. 449

Completely purge the axial piston unit.p. 449

Operation data are not reached.p. 450

Insufficient flow from hydraulic pumpp. 450

Check the function of the hydraulic pumpp. 450

Minimum displacement incorrectly setp. 450

Consult the service department.p. 450

External control and setting facilities defective.p. 450

Check the external control.p. 450

Control pressure too lowp. 450

Check control pressure, consult the service department.p. 450

Functional disturbance in the control facility or the regulator on the axial piston unit.p. 450

Consult the service department.p. 450

Pressure fluid not within the optimal viscosity range.p. 450

Use appropriate pressure fluid.p. 450

Wear of the axial piston unitp. 450

Replace the axial piston unitp. 450

Mechanical damage to the axial piston unit.p. 450

Replace the axial piston unitp. 450

Pressure fluid too hot.p. 450

Excessive input temperature on axial piston unit.p. 450

Check the system, e.g. malfunction of the cooler, pressure fluid level in tank too low.p. 450

Malfunction of the pressure control valves (e.g. high pressure relief valve, pressure override, pressure controller).p. 450

Consult the service department.p. 450

Failure of the flushing valvep. 450

Consult the service department.p. 450

Wear of the axial piston unitp. 450

Replace the axial piston unitp. 450

External gear pumpsp. 451

External gear pumps mainly consist of the friction bearing mounted gear pair and the housing with front and rear covers. The drive shaft, which is sealed with a radial seal, protrudes from the front cover. The bearing forces are absorbed by friction …p. 451

Fig. 16 Axial compensation of gear pumpp. 451

Internal sealing of the pressure chambers is achieved by flow volume dependent forces. This results in an excellent rate of efficiency. On the rear side the moveable bearing bushings are pressurized and thus tightly pressed against the gears. The pre…p. 451

Functionp. 451

Fig. 17p. 451

The increasing volume caused by a tooth exiting a tooth gap results in a vacuum in the suction chamber. The pressure fluid is transported into the pressure chamber. There the meshing of teeth and tooth gaps displaces the pressure fluid into the upper…p. 451

Fig. 18p. 452

Pos.p. 452

Designationp. 452

Pos.p. 452

Designationp. 452

1p. 452

Coverp. 452

6p. 452

Gear (driven)p. 452

2p. 452

Seals and gasketsp. 452

7p. 452

Shaftp. 452

3p. 452

Housingp. 452

8p. 452

Flangep. 452

4p. 452

Gear (driving)p. 452

9p. 452

Bearing platep. 452

5p. 452

Displacement chamberp. 452

10p. 452

Bearing platep. 452

Multiple gear pumpsp. 452

Gear pumps are most suitable for multiple pump arrangements, whereby the drive shaft of the first pump is extended to a second and third pump. The shafts are connected by drivers in between. The individual pump stages are sealed to each other, i.e. t…p. 452

Fig. 19p. 452

Slewing motorp. 453

The slewing motor is a fixed displacement work piston rack-and-pinion motor.p. 453

It displaces the exciter hydraulically from horizontal to vertical, within a range of approx. 180 degree. The slewing motor is equipped with an integrated displacement measuring system. This displacement measuring system is based on a potentiometer m…p. 453

The slewing motor is actuated via a 4/3 proportional way valve, which is controlled by the Variomatic system.p. 453

The slewing motor consists mainly of:p. 453

l housing (1 )p. 453

l double acting working pistons with rack (2),p. 453

l drive pinion (3).p. 453

The working piston (2 ) of the slewing motor is pressurized in dependence on the control signals and the resultant valve position of the 4/3 proportional way valve. The high pressure oil flows from the gear pump through the 4/3 proportional way valve…p. 453

In order to avoid any pressure related deformation of the working piston a counter pressure is generated by guiding pressure oil from the P-port into the inside of the housing (4).p. 453

The slewing motor shaft transfers the resultant axial adjustment movement via the slewing journal directly to the exciter unit.p. 453

Once the working piston reaches the position associated with the control, it will hold its position and any excess high pressure oil will flow via a upstream pressure relief valve into the charge circuit.p. 453

If the Variomatic system sends a control signal for changing the slewing device while the 4/3 proportional way valve is energized, the 4/3 proportional way valve will direct high pressure oil to the working piston to move it out of neutral position.p. 453

The hydraulic oil from the opposite control chamber (3) flows directly back into the hydraulic oil tank.p. 453

Fig. 20 Cross-sectional view of slewing motorp. 453

1p. 453

Housingp. 453

4p. 453

Output pinionp. 453

2p. 453

Double acting working pistons with rackp. 453

5p. 453

Inside of housingp. 453

3p. 453

Control chamberp. 453

Fig. 21p. 454

9.9 Travel circuitp. 455

Travel systemp. 456

Fig. 22p. 456

1p. 456

Coolerp. 456

9p. 456

Drive axle with brakep. 456

2p. 456

Steering/charge pumpp. 456

10p. 456

Pressure transducerp. 456

3p. 456

Steering valvep. 456

11p. 456

Rear travel motor, with travel speed range selector Y31p. 456

4p. 456

High pressure filterp. 456

12p. 456

Travel gear with brake discsp. 456

5p. 456

Travel pump, Y16 & Y17p. 456

13p. 456

Front travel motor, with travel speed range selector Y30p. 456

6p. 456

Vibration pump with charge pumpp. 456

14p. 456

Return flow manifold with thermal elementp. 456

7p. 456

Charge oil filter with differential pressure switch, B21p. 456

15p. 456

Hydraulic oil tankp. 456

8p. 456

Brake valve, Y04p. 456

The travel circuit is a closed hydraulic circuit, it consists mainly of the travel pump with the integrated safety elements, two travel motors, the hydraulic oil filter and the hydraulic oil cooler.p. 457

Travel pump and vibration pump are mounted together to a tandem unit which is driven by the flywheel side of the engine via an elastic coupling. The travel pump has the function of supplying the travel circuit with hydraulic oil.p. 457

Drive wheels and drum are driven by fast rotating hydraulic motors. The travel motors are electrically proportionally variable in displacement and connected to one anoth in parallel mode.p. 457

Charge circuitp. 457

The gear pump driven by the auxiliary drive of the engine serves as steering pump and also as charge pump, because the oil flow from steering valve is flowing to the charge port on travel and vibration pump. Furthermore, the vibration pump has an int…p. 457

The charge circuit provides the oil for the charge system and the control functions in the closed circuits for travel and vibration drive, as well as to release the parking brakes.p. 457

Thep. 457

charge circuitp. 457

bypass valvep. 457

Dp. 457

Thep. 457

differential pressure switchp. 457

Dp. 457

Return flowsp. 457

All return flows pass through the return flow manifold with temperature controlled valve (thermostat). This thermostat guides the oil flow directly back to the hydraulic oil tank, until the operating temperature is reached. At an oil temperature of 5…p. 457

Pressure transducerp. 457

Fig. 23 Pressure transducerp. 457

The pressure transducer (B112) is installed underneath the driver's stand.p. 457

l Measuring range, 0 – 600 barp. 457

l Output range 4-20 mAp. 457

The pressure transducer with integrated pressure shock reducer is particularly suitable for hydraulic applications, in which cavitation, fluid hammers or pressure peaks may occur, i.e. influences which could cause short- term exceeding the measuring …p. 457

The installed pressure shock reducer in general is a nozzle in the passage between measuring medium and pressure sensitive element of the pressure transducer. This nozzle has an opening of 0.3 mm.p. 458

Contaminated medium may cause blockage of the nozzle. However, with upright assembly of the measuring transducer this risk of blockage is minimized, because fluid only passes through the nozzles when filling the dead space behind the nozzle.p. 458

Travel motor rear, axle motorp. 458

The drive motor is a swash plate controlled axial piston motor of series 51D110 with variable displacement.p. 458

Fig. 24 Drive axlep. 458

1 Drive axlep. 458

2 Travel motorp. 458

Fig. 25p. 458

1p. 458

Travel speed range selector valve, Y31p. 458

5p. 458

High pressure from travel pump reversep. 458

2p. 458

Port Xp. 458

6p. 458

High pressure port, drum drive motor reversep. 458

3p. 458

Connection pressure sensor, B112p. 458

7p. 458

High pressure port, drum drive motor forwardp. 458

4p. 458

High pressure from travel pump forwardp. 458

8p. 458

Speed sensor, B60p. 458

Fig. 26p. 459

02p. 460

Travel pumpp. 460

07p. 460

Drum drive motorp. 460

2.1p. 460

Charge pressure relief valvep. 460

7.1p. 460

Flushing valve with flushing pressure limitation valvep. 460

2.2p. 460

Charge pressure relief valvep. 460

7.2p. 460

Proportional control, Y30p. 460

2.3p. 460

High pressure relief valvesp. 460

7.3p. 460

Control pistonp. 460

06p. 460

Axle motorp. 460

17p. 460

Brake valve, Y04p. 460

6.1p. 460

Flushing valve with flushing pressure limitation valvep. 460

6.2p. 460

Proportional control, Y31p. 460

6.3p. 460

Control pistonp. 460

Drum drivep. 461

Fig. 27p. 461

1 Vibration motorp. 461

2 Drum drive motorp. 461

3 Travel gearp. 461

The drum drive motor is a swash plate controlled Sauer-Danfoss axial piston motor (series 51 C) with variable displacement.p. 461

The hydraulic motor drives a reduction gear. A reduction gear reduces the high output speed to the final rotational speed of the drum. The gearbox is a three-stage planetary gear.p. 461

In order to assure optimal load compensation, each planet stage is fitted with planet gears sorted by sets. The externally geared wheels have been case-hardened. The gearbox runs completely in roller bearings and is fitted with dip-feed oil lubrication.p. 461

The gearbox includes an integrated, hydraulically vented multi-disc parking brake. The integrated wet hydraulic multi-disc brake serves has the function of a parking brake. It is permanently closed by spring force and opened by feeding in pressure oil.p. 461

Fig. 28 Drum drivep. 462

1p. 462

Port forwardp. 462

4p. 462

Proportional solenoid, Y30p. 462

2p. 462

Port reversep. 462

5p. 462

Speed sensor, B59p. 462

3p. 462

Port Xp. 462

6p. 462

Tankp. 462

Brake controlp. 462

During operation the closed hydrostatic travel circuit has the function of a service brake.p. 462

When the travel lever is returned towards neutral position, the displacement of the travel motor is adjusted towards zero accordingly and the machine is hydraulically braked.p. 462

To avoid creeping movements of the machine, the machine is additionally equipped with spring accumulator multi-disc parking brakes in drum drive gear and in the axle. These close in neutral position of the travel lever and when the engine is stopped.p. 462

The parking brakes are electrically operated by the travel control and the 3/2-way solenoid valve (Y04). In de- energized state the charge oil supply to the brake pistons is interrupted, allowing the hydraulic oil to return to the tank via the 3/2-wa…p. 462

Fig. 29 Brake valve, Y04p. 463

9.10 Stopping the machine, operating the parking brakep. 464

Fig. 30p. 464

l Return the travel leverp. 464

(Fig. 30)p. 464

The machine is automatically braked by the hydrostatic drive and the parking brake is applied.p. 464

Fig. 31p. 464

The parking brake warning lamp (u)p. 464

(Fig. 31)p. 464

The parking brake also closes automatically when shutting the engine down.p. 464

9.11 Towing in case of an engine failurep. 465

Danger of accident! Danger of injury!p. 465

Before releasing the parking brake secure the machine against unintended rolling by using appropriate means (e.g. metal wheel chocks).p. 465

When using towing ropes tow the machine only uphill.p. 465

When towing downhill you must use a rigid towing device.p. 465

The machine cannot be steered.p. 465

Use a towing vehicle with sufficient traction and braking power for the unbraked towed load.p. 465

Do not touch hot engine parts.p. 465

Tow the machine only after having released the parking brake.p. 465

Towing speed 1 km/h, max. towing distance 500 m.p. 465

l Always secure the machine against unintended rolling.p. 465

Fig. 32p. 465

l Attach chains or towing ropes to the lifting pointsp. 465

(Fig. 32)p. 465

l Open the engine compartment hood and secure it.p. 465

Fig. 33p. 465

l Back out the two high pressure relief valves (1) on the travel pumpp. 465

(Fig. 33)p. 465

Do not back out more than 3 turns!p. 465

Fig. 34p. 465

l To release the brake turn counter nuts (1)p. 465

(Fig. 34)p. 465

l Turn the brake releasing screws (2) completely in against the stop.p. 465

From this stop turn the screw in for maximum another turn to release the brake!p. 465

Turn the screws in evenly on both sides.p. 465

l Turn the screws in alternately for ¼ turn at a time.p. 465

l Repeat this measure on the opposite wheel side.p. 465

Fig. 35p. 466

l Turn both screwsp. 466

(Fig. 35)p. 466

After towingp. 466

Before loosening the drawbar secure the machine against unintended rolling by using appropriate means (e.g. metal wheel chocks).p. 466

Fig. 36p. 466

l Tighten the two high pressure relief valves on the travel pumpp. 466

(Fig. 36)p. 466

Fig. 37p. 466

l Turn both screws for releasing the drum brakep. 466

(Fig. 37)p. 466

l Turn all brake releasing screws of the axle evenly back out, until they are light moving again.p. 466

Fig. 38p. 466

l Turn the brake releasing screwsp. 466

(Fig. 38)p. 466

Fig. 39p. 466

l Unscrew the brake releasing screwsp. 466

(Fig. 39)p. 466

l Repeat this adjustment procedure on the opposite wheel side.p. 466

If necessary replace the sealing ring under the counter nut if it is leaking.p. 467

For this purpose completely unscrew the brake releasing screw, replace the seal ring and lubricate the screw with silicone grease.p. 467

Reinstall the screw with a new seal ring and adjust the protrusion as described above.p. 467

9.12 Adjust the parking brakep. 467

Have adjustment work on the brakes only carried out by a specialist! Always adjust both sides.p. 467

l Secure the machine with wheel chocks against rolling.p. 467

l Start the diesel engine to relieve the brake.p. 467

Fig. 40p. 467

l Disengage the travel leverp. 467

(Fig. 40)p. 467

The parking brake is releasedp. 467

Fig. 41p. 467

l Unscrew locking plate (2)p. 467

(Fig. 41)p. 467

l Turn the square (1) in anti-clockwise direction against the stop.p. 467

Fig. 42p. 468

l In order to adjust the brake clearance turn the square (1)p. 468

(Fig. 42)p. 468

l Fasten the locking plate again.p. 468

l Pull the plug off the brake solenoid valve and perform the drive test.p. 468

The machine must be braked.p. 468

9.13 Changing the oil in the wheel hubsp. 468

Drain oil only at operating temperature.p. 468

Change the oil on both sides of the axle.p. 468

Catch old oil and dispose of environmentally.p. 468

Fig. 43p. 468

l Move the drive wheel, until the plugp. 468

(Fig. 43)p. 468

l Clean and unscrew the plug.p. 468

l Drain and catch all oil.p. 468

Fig. 44p. 468

l Move the drive wheel, until the plugp. 468

(Fig. 44)p. 468

l Fill in oil, until it reaches the bottom edge of the bore.p. 468

For quality and quantity of oil refer to the table of fuels and lubricants.p. 468

l Turn the plug tightly back in.p. 468

9.14 Changing the oil in the axle reduction gearp. 469

Drain the oil only at operating temperature.p. 469

Catch the old oil and dispose of environmetally.p. 469

Fig. 45p. 469

l Unscrew the filler plugp. 469

(Fig. 45)p. 469

l Unscrew the oil drain plug and catch the running out oil.p. 469

l Once the oil has run out clean the drain plug and screw it tightly back in.p. 469

l Fill in oil through the filler and control bore until it reaches the lower edge of the control bore.p. 469

For quality and quantity of oil refer to the table of fuels and lubricants.p. 469

l Clean the filler plug and screw it back in tightly with a new sealing ring.p. 469

9.15 Change the oil in the drum reduction gearp. 469

Drain oil only at operating temperature.p. 469

Catch old oil and dispose of environmentally.p. 469

l Move the drum until drain and filler plugs are exactly vertically in line.p. 469

Fig. 46p. 469

l Unscrew the filler plug at the topp. 469

(Fig. 46)p. 469

l Unscrew the drain plug at the bottom and catch running out oil.p. 469

l Turn the oil drain plug back in tightly after all oil has run out.p. 469

Fig. 47p. 469

l Unscrew the level inspection plugp. 469

(Fig. 47)p. 469

Fig. 48p. 470

l Fill in oil through the filler borep. 470

(Fig. 48)p. 470

For quality and quantity of oil refer to the table of fuels and lubricants.p. 470

l Clean filler and level control plugs and screw them tightly back in with new sealing rings.p. 470

Exciter unitp. 471

Vibration circuitp. 471

Fig. 1p. 471

1p. 472

Coolerp. 472

8p. 472

Gas accumulator with high pressure filterp. 472

2p. 472

Steering/charge pumpp. 472

9p. 472

Vibration motorp. 472

3p. 472

Steering valvep. 472

10p. 472

Valve blockp. 472

4p. 472

High pressure filterp. 472

11p. 472

Slewing motorp. 472

5p. 472

Travel pump, Y16 & Y17p. 472

12p. 472

Return flow manifold with thermal elementp. 472

6p. 472

Vibration pump with charge pumpp. 472

13p. 472

Hydraulic oil tankp. 472

7p. 472

Charge oil filter with differential pressure switch, B21p. 472

14p. 472

Drump. 472

The vibration circuit is a closed hydraulic circuit, it consists mainly of the vibration pump with the integrated safety elements and:p. 472

l an additional gear pumpp. 472

l the vibration motorp. 472

l a valve block with pressure relief valve and shock valvesp. 472

l a pressure cut-off valve with gas accumulator and high pressure line filterp. 472

l a slewing motor with integrated position measuring systemp. 472

l the return flow manifold and the oil cooler.p. 472

Travel pump and vibration pump are mounted together to a tandem unit which is driven by the flywheel side of the engine via an elastic coupling. The vibration pump has the function of supplying the vibration circuit with hydraulic oil.p. 472

Charge circuitp. 472

The charge circuit provides the oil for the charge system and the control functions in the closed circuits for travel and vibration drive, as well as to release the parking brakes.p. 472

Thep. 472

charge circuitp. 472

bypass valvep. 472

Dp. 472

Thep. 472

differential pressure switchp. 472

Dp. 472

Return flowsp. 472

Fig. 2p. 473

Exciter unitp. 473

Fig. 3 Working principlep. 474

Hydraulic diagramp. 475

Fig. 4p. 475

Fig. 5p. 476

01p. 477

Vibration pumpp. 477

08p. 477

Vibration motorp. 477

1.1p. 477

Charge pressure relief valvep. 477

09p. 477

Flushing valvep. 477

1.2p. 477

Charge pressure relief valvep. 477

20p. 477

Pressure cut-off valve with pressure accumulatorp. 477

1.3p. 477

High pressure relief valvesp. 477

21p. 477

High pressure line filterp. 477

1.4p. 477

Charge pumpp. 477

22p. 477

Valve blockp. 477

04p. 477

Vario pumpp. 477

23p. 477

Slewing motorp. 477

Valve blockp. 477

Fig. 6 Valve blockp. 477

Fig. 7 Valve blockp. 477

1p. 477

Pressure test port for work pressure (M8), 130 barp. 477

3p. 477

Pressure relief valve, 130 barp. 477

2p. 477

Shock valves, 120 barp. 477

Pressure cut-off valve with pressure accumulatorp. 478

Fig. 8p. 478

The pressure cut-off valve with pressure accumulator is located between Vario pump and valve block. It serves the purpose of keeping losses through the PRV as low as possible.p. 478

1p. 478

P3 inletp. 478

6p. 478

P6 to accumulator, gas pressure 85 barp. 478

2p. 478

P5 to valve blockp. 478

7p. 478

High pressure line filterp. 478

3p. 478

Tp. 478

8p. 478

T1p. 478

4p. 478

Tp. 478

9p. 478

P4p. 478

5p. 478

Pressure cut-off valve, opens and closes, 110 bar / 99 barp. 478

10p. 478

Gas pressure accumulatorp. 478

High pressure line filterp. 479

Fig. 9p. 479

9.17 Vario exciter oil changep. 480

Danger of bearing damage!p. 480

Make sure that no dirt falls into the exciter housing.p. 480

Change the oil at operating temperature. For this purpose run the machine approx. half an hour with vibration.p. 480

Overfilling causes overheating and destruction of the vibration bearings!p. 480

Catch running out oil and dispose of environmentally.p. 480

l Park the machine on level ground.p. 480

l Thoroughly clean oil level inspection and oil filler plugs.p. 480

Fig. 10p. 480

l Move the drum, until the drain plug 1p. 480

(Fig. 10)p. 480

l Unscrew the drain plug, let the oil run out and catch it.p. 480

l Turn the oil drain plug back in tightly after all oil has run out.p. 480

Fig. 11p. 481

l Unscrew oil level inspection plug 1p. 481

(Fig. 11)p. 481

For quality and quantity of oil refer to the table of fuels and lubricants.p. 481

l Screw oil filler (2) and level inspection plug (1) back in tightly.p. 481

l Check the oil level once again at operating temperature (after running the machine for about half an hour with vibration).p. 481

9.18 Check the hydraulic oil levelp. 481

In hydraulic systems filled with Panolin HLP Synth. 46 always use the same oil to top up. With other ester based oils consult the lubrication oil service of the respective oil manufacturer.p. 481

Fig. 12p. 481

l Check the hydraulic oil level in the inspection glassp. 481

(Fig. 12)p. 481

Normal levelp. 481

approx. 3 cm below the top edge of the inspection glass.p. 481

Minimum levelp. 481

Middle of inspection glass.p. 481

If, during the daily inspection of the oil level the hydraulic oil level is found to have dropped, check all lines, hoses and components for leaks.p. 481

l If necessary fill in hydraulic oil through the filler neck.p. 481

For quality and quantity of oil refer to the table of fuels and lubricants.p. 481

9.19 Changing hydraulic oil and breather filterp. 482

See also the notes on the hydraulic system in the chapter "General notes on maintenance".p. 482

Danger of scalding!p. 482

When draining off hot hydraulic oil!p. 482

The hydraulic oil must also be changed after major repairs in the hydraulic system.p. 482

Perform the oil change when the hydraulic oil is warm.p. 482

Replace the hydraulic oil filter elements with every hydraulic oil change.p. 482

Change the filter only after the hydraulic oil change and after the test run.p. 482

Clean the area round hydraulic oil tank, filler opening and breather filter.p. 482

Do not start the engine after draining the hydraulic oil.p. 482

Do not use any detergents to clean the system.p. 482

Use only lint-free cleaning cloths.p. 482

For quality and quantity of oil refer to the "table of fuels and lubricants".p. 482

When changing from mineral oil based hydraulic oil to an ester based biologically degradable oil, you should consult the lubrication oil service of the oil manufacturer for details.p. 482

Catch running out hydraulic oil and dispose of environmentally.p. 482

Fig. 13p. 482

l Unscrew the plugp. 482

(Fig. 13)p. 482

l Check the seal ring, replace if necessary and turn the plug tightly back in.p. 482

Fig. 14p. 482

l Remove the filler capp. 482

(Fig. 14)p. 482

l Fill in new hydraulic oil through the screen.p. 482

We recommend to use the BOMAG filling and filtering unit with fine filter to fill the system. This ensures finest filtration of the hydraulic oil, prolongs the lifetime of the hydraulic oil filter and protects the hydraulic system.p. 482

l Check the oil level in the inspection glass.p. 482

Nominal value:p. 482

approx. 3 cm below the upper edge of the inspection glassp. 482

The breather filter for the hydraulic oil tank is integrated in the filler cap. You should therefore replace the complete filler cap.p. 482

l Close the tank with a new cover.p. 482

9.20 Replace hydraulic oil filterp. 483

Danger of scalding!p. 483

Danger of scalding by hot oil when unscrewing the filter.p. 483

If the filter has to be changed together with the hydraulic oil, the filter must only be changed after the oil change and after the test run.p. 483

Do not use the oil in the filter bowl again.p. 483

Catch running out oil, dispose of oil and filter element environmentally.p. 483

Apart from the normal oil change intervals, the filter element must also be changed after major repairs in the hydraulic system.p. 483

Fig. 15p. 483

l Unscrew the filter bowls on both filtersp. 483

(Fig. 15)p. 483

l Examine the surface of the filter elements thoroughly for any visible dirt.p. 483

Visible dirt may be an early sign for the failure of system components and indicate the possible failure of components. In this case determine the cause and replace or repair the defective components, if necessary. Negligence may cause destruction to…p. 483

Do not clean or reuse the filter element.p. 483

l Take out the old filter elements and clean filter bowls and threads.p. 483

l Install each filter bowl with a new filter element and new O-rings.p. 483

l After a short test run check the filter for leaks.p. 483

Changing the high pressure filterp. 483

Fig. 16p. 483

l Loosen the screwsp. 483

(Fig. 16)p. 483

Fig. 17p. 483

l Clean the area around the high pressure filterp. 483

(Fig. 17)p. 483

l Disconnect the hydraulic oil lines from the high pressure filter.p. 483

l Remove the high pressure filter and assemble the new high pressure filter, pay attention to the flow direction (arrow).p. 483

l Connect and tighten the hydraulic lines.p. 483

l Close the cover and tighten the screws.p. 483

l After a short test run check hydraulic oil filter and high pressure filter leaks.p. 483

9.21 Changing the bypass filterp. 484

Optional equipmentp. 484

Danger of scalding!p. 484

Danger of scalding by hot oil when unscrewing the oil filter.p. 484

If the filter has to be changed together with the hydraulic oil, the filter must only be changed after the oil change and after the test run.p. 484

Replace the filter element at the latest after one yearp. 484

Dispose of the old filter element environmentally.p. 484

Fig. 18p. 484

l Open the engine hoodp. 484

(Fig. 18)p. 484

Fig. 19p. 484

l Unscrew the fastening screwsp. 484

(Fig. 19)p. 484

l Replace the filter element, attach the cover and fasten it with the screw.p. 484

10 Electric steeringp. 485

Articulated jointp. 486

10.1 Steering circuitp. 486

All BVC single drum rollers are equipped withp. 486

electric steeringp. 486

Hydraulic steering is optionally available.p. 486

Fig. 1 Electric steering wheelp. 486

Electric steering contains an electronically closed control circuit and a hydraulic steering circuit.p. 486

Fig. 2 Control circuitp. 486

Thep. 486

electronically controlled circuitp. 486

elect. steering wheel (A45)p. 486

ESX-control (A34)p. 486

proportional solenoids of the steering valve (Y92/93)p. 486

steering angle sensor (B65)p. 486

Fig. 3 Assembly notep. 487

The sensor (B65) contains an integrated potentiometer.p. 487

The electric end stops of the sensor must be learned by the ESX-control (A34).p. 487

Hydraulic steering circuitp. 488

Thep. 488

hydraulic steering circuitp. 488

Fig. 4p. 488

Fig. 5 Emergency steering valve and steering valvep. 489

Thep. 489

steering valve, Y92/93p. 489

emergency steering valve, Y112/113p. 489

1p. 489

Steering valve port, Pp. 489

5p. 489

Steering valve Shock valves, 230 barp. 489

2p. 489

Steering valve port, Tp. 489

6p. 489

Steering valve Accumulator, preloading pressure 50 barp. 489

3p. 489

Steering valve port, A and Bp. 489

7p. 489

Steering valve Prop. solenoid, 400 …1200 mAp. 489

4p. 489

Steering valve PRV, 175 + 25 barp. 489

8p. 489

Steering valve Prop. solenoid, 400 …1200 mAp. 489

Emergency steeringp. 489

Fig. 6 additional gear pump and emergency steering valvep. 489

The emergency steering valve is an option and can only be operated after entering a special code. An additional vario gear pump supplies the required hydraulic oil.p. 489

Articulated jointp. 489

Front and rear frames of the single drum rollers are connected by an oscillating articulated joint. This ensures that drum and wheels are at all times in contact with the ground, even when driving extreme curves.p. 489

The rear console is tightly bolted to the rear frame.p. 489

The front console is fastened with screws to the rear cross-member of the front frame. The use of rocker bearings between front and rear frame ensures that both frames can oscillate to each other for +/- 12°. This gives drum and wheels excellent gro…p. 489

Fig. 7p. 490

When turning the steering wheel the steering cylinders will extend or retract. The piston rods swivel the front console around the vertical bolts. This articulates the machine and results in a steering movement.p. 490

BW 177/179 only one steering cylinder.p. 490

Steering pumpp. 490

The steering pump is a gear pump with fixed displacement. It is driven by the auxiliary drive of the diesel engine, draws the hydraulic oil out of the hydraulic oil tank and pumps it through the steering valve to the steering cylinders or to the boos…p. 490

10.2 Electric steering wheelp. 491

Fig. 1p. 491

The steering unit consists of a bearing and two independent sensors. Each of these sensors delivers two output signals with 64 pulses per revolution.p. 491

The steering unit can be used from – 40°C to +85°C with a speed of 0 to 300 rpm.p. 491

Mode of action:p. 491

If mechanical motions (e.g. steering) are to be observed, the rotary encoder serves as the most important link between mechanics and control. Rotary encoders, also referred to as angular encoders, convert a rotary movement into signals for electrical…p. 491

A sensor scans a pulse disc with worked in notches. The sense of rotation can then be determined by two signals which are offset by 90 degree, and a reference signal for zeroizing is additionally emitted once with each revolution.p. 491

Fig. 1p. 491

The steering unit emits four Open-Collector-Signals (two signal pairs).p. 491

11 Hydraulic steering (optional)p. 493

Steering circuitp. 494

two steering cylindersp. 494

Fig. 1p. 494

1p. 494

Steering valvep. 494

4p. 494

Hydraulic oil tankp. 494

2p. 494

Steering and charge pump with pressure test portp. 494

5p. 494

Steering cylinderp. 494

3p. 494

Charge circuit filterp. 494

Option, cabin with heatingp. 495

Fig. 2p. 495

1p. 495

Steering valvep. 495

4p. 495

Hydraulic oil tankp. 495

2p. 495

Steering and charge pump with pressure test portp. 495

5p. 495

Steering cylinderp. 495

3p. 495

Charge circuit filterp. 495

6p. 495

Silencer, it is always subjected to hydraulic oil flow and has the function of eliminating any vibrations and noises.p. 495

Fig. 3p. 496

03p. 498

Charge pumpp. 498

05p. 498

Steering cylinderp. 498

04p. 498

Steering valvep. 498

10p. 498

Steering cylinderp. 498

4.1p. 498

Metering pumpp. 498

11p. 498

charge oil filterp. 498

4.2p. 498

Distributor valvep. 498

4.3p. 498

Steering pressure relief valvep. 498

4.4p. 498

Check valve, pre-loaded to 0.5 barp. 498

4.5p. 498

Anti-cavitation valvesp. 498

4.6p. 498

Shock valvep. 498

M2p. 498

Steering pressure at steering limit, 200 barp. 498

Articulated jointp. 498

The rear console is tightly bolted to the rear frame.p. 498

Fig. 4p. 498

Steering valvep. 498

The steering valve consists mainly of:p. 498

l the distributor valvep. 498

l the rating pumpp. 498

l the steering pressure relief valvep. 498

l the shock valvesp. 498

Fig. 5 Steering valvep. 499

1p. 499

Neutral setting springsp. 499

6p. 499

Ring gearp. 499

2p. 499

Housingp. 499

7p. 499

Gearp. 499

3p. 499

Inner spoolp. 499

8p. 499

Check valvep. 499

4p. 499

Outer spoolp. 499

9p. 499

Pressure relief valvep. 499

5p. 499

Universal shaftp. 499

When turning the steering wheel the distributor valve guides the oil flow to the corresponding steering cylinder sides. A rating pump inside the steering unit measures the exact oil quantity corresponding with the turning angle of the steering wheel …p. 499

The steering valve contains also a pressure relief valve. This valve limits the steering pressure to 175 bar. Since the oil is available for the charge circuit after it as left the steering unit, the charge pressure must be added to this value. The m…p. 499

Suddenly occurring pressure peaks, which may be caused by e.g. external influences like driving against a curb stone, are compensated by two shock valves, which are integrated in the steering valve. Each of these shock valves is fitted with an additi…p. 499

A check valve inside the steering unit makes sure that the hydraulic oil cannot flow to the steering pump if forces are introduced from outside. In such a case the steering cylinders would act as pumps and press the oil back to the pump.p. 499

This steering system is a dynamic steering system, i.e. a small quantity of oil (approx. 1 – 2 l/min) will always flow via the LS-line.p. 499

Steering pumpp. 499

12 Tests and adjustmentsp. 501

12.2 Activate service modep. 502

12.1 Special tools, tests and adjustmentsp. 502

The following list informs about special tools for testing and adjustment work. You should choose the corresponding tool for the work to be carried out.p. 502

Fig. 1p. 502

54. Vibration reed frequency meterp. 502

1000 – 4.000 rpmp. 502

17 – 67 Hzp. 502

BOMAG part-no.: 300 120 80p. 502

Fig. 2p. 502

55. Sirometer (frequency meter)p. 502

800 – 50.000 rpmp. 502

14 – 750 Hzp. 502

BOMAG part-no.: 059 710 02p. 502

Fig. 3p. 502

56. Anti-freeze tester, quick and accurate measuring, sturdy plastic housing, automatic temperature correction, no after-dripping, instructions for use on unit, reading down to -40 °C. Plastic, temperature range: down to -40 °Cp. 502

BOMAG part-no.: 050 100 75p. 502

Fig. 4p. 503

57. Digital rpm-meter for petrol enginesp. 503

BOMAG part-no.: 079 948 99p. 503

Fig. 5p. 503

58. Digital rpm-meter for petrol enginesp. 503

BOMAG part-no.: 059 711 12p. 503

Fig. 6p. 503

59. Digital rpm-meter, optical/mechanical, universal usep. 503

BOMAG part-no.: 079 948 98p. 503

Fig. 7p. 503

60. Infrared hand-held thermometer, -18 to 275°Cp. 503

BOMAG part-no.: 057 668 06p. 503

Fig. 8p. 504

61. Hydraulic test case, largep. 504

BOMAG part-no.: 007 610 03p. 504

4 X 600 bar pressure gaugesp. 504

4 X 60 bar pressure gaugesp. 504

8 pressure test hosesp. 504

Fig. 9p. 504

62. Hydraulic test case, smallp. 504

BOMAG part-no.: 079 930 01p. 504

2X 60 bar pressure gaugesp. 504

2X 600 bar pressure gaugesp. 504

4 pressure test hosesp. 504

Fig. 10p. 504

63. Pressure test hosesp. 504

1000 mm BOMAG part-no.: 079 930 02p. 504

2500 mm BOMAG part-no.: 079 930 03p. 504

Fig. 11p. 504

64. Pressure gaugep. 504

60 bar BOMAG part-no.: 059 721 07p. 504

600 bar BOMAG part-no.: 059 721 04p. 504

Fig. 12p. 505

65. Adapter for pressure test hosep. 505

BOMAG part-no.: 055 439 02p. 505

Fig. 13p. 505

66. Gear pump testing devicep. 505

BOMAG part-no.: 007 610 05p. 505

Fig. 14p. 505

67. Vacuum pump for hydraulic oil tankp. 505

BOMAG part-no.: 007 610 04 (12 Volt)p. 505

BOMAG part-no.: 007 610 24 (24 Volt)p. 505

12.2 Activate service modep. 506

Fig. 1p. 506

Activate the input modep. 506

1. Set the travel lever to braking positionp. 506

The function can only be activated when the travel lever is engaged in braking position.p. 506

2. Switch on the ignition.p. 506

3. Press both Info-buttonsp. 506

(Fig. 1)p. 506

T he green buttons can be used select the values in thep. 506

Fig. 2p. 506

Activate service modep. 506

The input mode starts with flashing of the left hand digitp. 506

(Fig. 2)p. 506

The green buttons F2, F4p. 506

(Fig. 3)p. 506

With the blue button F5, F3p. 506

(Fig. 4)p. 506

Once the last digit has been entered the code will be transmitted to the control by pressing the right hand blue button (F3) again.p. 506

T he green buttons can be used select the values in thep. 506

Fig. 3p. 506

4. Enter access code "9999".p. 506

Fig. 4p. 507

If the access code has been entered correctly, the "spanner" symbol appears in the display and the first digit flashes again.p. 507

Individual operating states can now be interrogated, activated or deactivated by transmitting further input codes to the control.p. 507

Deactivating the service modep. 507

5. Quit the service mode by switching the ignition off.p. 507

12.3 Driving against the closed brakep. 508

On this machine the electric plug connection to the brake valve must not be pulled off, because the ESX-control would in this case detect a line interruption in the current path to the brake.p. 508

Fig. 1p. 508

Activate the input modep. 508

1. Set the travel lever to braking positionp. 508

The function can only be activated when the travel lever is engaged in braking position.p. 508

2. Switch on the ignition.p. 508

3. Press both Info-buttonsp. 508

(Fig. 1)p. 508

T he green buttons can be used select the values in thep. 508

Fig. 2p. 508

Activate service modep. 508

The input mode srats with flashing of the left hand digitp. 508

(Fig. 2)p. 508

The green buttons F2, F4p. 508

(Fig. 3)p. 508

With the blue button F5, F3p. 508

(Fig. 4)p. 508

Once the last digit has been entered the code will be transmitted to the control by pressing the right hand blue button (F3) again.p. 508

T he green buttons can be used select the values in thep. 508

Fig. 3p. 508

4. Enter code number "9999".p. 508

Fig. 4p. 509

If the access code has been entered correctly, the "spanner" symbol appears in the display and the first digit flashes again.p. 509

Fig. 5p. 509

Activating the brake functionp. 509

5. Enter code number "0500" via the LC displayp. 509

(Fig. 5)p. 509

The brake will not be released when actuating the travel lever.p. 509

The warning buzzer sounds to inform the operator about this status. The brake control light in the LC display remains activated.p. 509

Deactivating the brake functionp. 509

6. Enter code number "501" or switch the ignition off to stop this function.p. 509

12.4 Turn the steering against an end stop.p. 510

The steering is actuated against an "electronic" stop by the ESX-control. To actuate the steering against the mechanical stop the ESX-control must be switched to the mode "Teaching the electronic end stops of the angle transducer (BVC)".p. 510

Fig. 1p. 510

Activate the input modep. 510

1. Set the travel lever to braking positionp. 510

The function can only be activated when the travel lever is engaged in braking position.p. 510

2. Switch on the ignition.p. 510

3. Press both Info-buttonsp. 510

(Fig. 1)p. 510

T he green buttons can be used select the values in thep. 510

Fig. 2p. 510

Activate service modep. 510

The input mode starts with flashing of the left hand digitp. 510

(Fig. 2)p. 510

The green buttons F2, F4p. 510

(Fig. 3)p. 510

With the blue button F5, F3p. 510

(Fig. 4)p. 510

Once the last digit has been entered the code will be transmitted to the control by pressing the right hand blue button (F3) again.p. 510

T he green buttons can be used select the values in thep. 510

Fig. 3p. 510

4. Enter code number "9999".p. 510

Fig. 4p. 511

If the access code has been entered correctly, the "spanner" symbol appears in the display and the first digit flashes again.p. 511

Fig. 5p. 511

Activating the modep. 511

5. Enter code number "2010"p. 511

(Fig. 5)p. 511

The steering can now be actuated against the mechanical stop.p. 511

The display shows the nominated steering position (0..1000).p. 511

Deactivating the modep. 511

6. Enter code number "501" or switch the ignition off to stop this function.p. 511

12.5 Check the leakage rate of the vibration motorp. 512

Perform measurements at operating temperature of the hydraulic oil (50 °C).p. 512

Fig. 1p. 512

1. Drive the drum of the machine on an elastic base (rubber buffers)p. 512

(Fig. 1)p. 512

1. Apply the brake.p. 512

Fig. 2p. 512

2. Block the flushing pressure relief valvep. 512

(Fig. 2)p. 512

Fig. 3p. 512

3. Disconnect the leak oil hosep. 512

(Fig. 3)p. 512

4. Start the engine and run it with maximum speed.p. 512

5. Switch the vibration on and measure the running out leak oil during one timed minute.p. 512

Nominal valuep. 512

max. 1.5 litre/minp. 512

Evaluation of testp. 512

If the permissible leak oil rate is exceeded, replace the vibration motor.p. 512

12.6 Pressure test in steering circuitp. 513

Special toolsp. 513

Hydraulic test case, gear pump testing equipmentp. 513

Perform measurements at operating temperature of the hydraulic oil (approx. 50 °C).p. 513

Measurement 1p. 513

Fig. 1p. 513

1. Connect a 600 bar pressure gauge to the steering pressure test portp. 513

(Fig. 1)p. 513

Fig. 2p. 513

Activate teach modep. 513

Turn the steering against the mechanical stop, see corresponding chapter.p. 513

2. Enter code number "2010"p. 513

(Fig. 2)p. 513

3. Start the engine and run it at idle speed.p. 513

Danger of crushing, do not access the articulation area of the machine!p. 513

4. Turn the steering against an end stop.p. 513

5. Set the travel lever to neutral position (no braking function).p. 513

6. Read the pressure gauge.p. 513

Nominal valuep. 513

see technical data, max. steering pressure of steering/charge pump.p. 513

Evaluation of test 1p. 513

If the nominal value is reached, check the steering cylinder.p. 513

Deactivate the steering modep. 513

7. Quit the teach mode by switching the ignition off.p. 513

Fig. 3p. 514

Measurement 2p. 514

8. Disconnect the hydraulic hoses from ports L and Rp. 514

(Fig. 3)p. 514

9. Start the engine and run it at idle speed.p. 514

10. Turn the steering wheel.p. 514

11. Read the pressure gauge.p. 514

Nominal valuep. 514

see technical data for steering/charge pump.p. 514

Evaluation of test 2p. 514

If the nominal value is reached, replace the steering cylinder.p. 514

If the nominal value is not reached, check the steering/charge pump.p. 514

12. Reconnect the hydraulic hoses to the steering cylinders.p. 514

Fig. 4p. 514

Measurement 3p. 514

13. Close the pump outlet portp. 514

(Fig. 4)p. 514

14. Crank the engine with the starterp. 514

Nominal valuep. 514

see technical data for steering/charge pump.p. 514

Evaluation of test 3p. 514

If the nominal value is reached, replace the steering valve.p. 514

If the nominal value is not reached, replace the steering/charge pump.p. 514

13 Flushing and bleedingp. 515

13.1 Special tools for flushingp. 516

Fig. 1p. 516

The following list informs about special tools for flushing. You should choose the corresponding tool for the work to be carried out.p. 516

15. Filling and filtering unitp. 516

BOMAG part-no.: 058 240 22p. 516

Fig. 2p. 516

16. Flushing filter (S connection)p. 516

BOMAG part-no.: 007 000 01p. 516

17. Filter element 1p. 516

mp. 516

BOMAG part-no.: 079 930 52p. 516

18. Flushing hose 20S – 25S (2 pieces)p. 516

BOMAG part-no.: 055 509 19p. 516

19. Screw socket R1“ – 25S (2 pieces)p. 516

BOMAG part-no.: 055 400 52p. 516

Fig. 3p. 516

20. Flushing filter (L connection)p. 516

BOMAG part-no.: 079 390 29p. 516

21. Filter elementp. 516

BOMAG part-no.: 079 390 14p. 516

22. Flushing hose 15L (2 pieces)p. 516

BOMAG part-no.: 055 510 09p. 516

23. Screw socket R3/4“ — 15L (2 pieces)p. 516

BOMAG part-no.: 055 400 89p. 516

Fig. 4p. 516

24. SAE-flange 1“ – 20Sp. 516

BOMAG part-no.: 058 142 60p. 516

25. O-ringp. 516

BOMAG part-no. 062 203 30p. 516

Fig. 5p. 517

26. Flanged plate 1“ – 25Sp. 517

BOMAG part-no.: 007 160 18p. 517

27. O-ringp. 517

BOMAG part-no. 062 202 22p. 517

Fig. 6p. 517

28. Reducing fitting 18L – 15Lp. 517

BOMAG part-no.: 055 422 92p. 517

Fig. 7p. 517

29. Reducing fitting 25S – 20Sp. 517

BOMAG part-no.: 055 422 98p. 517

Fig. 8p. 517

30. Reducing fitting 20S – 16Sp. 517

BOMAG part-no.: 055 423 26p. 517

Fig. 9p. 518

31. Connecting socket 15Lp. 518

BOMAG part-no.: 055 426 55p. 518

Fig. 10p. 518

32. Connecting socket 18Lp. 518

BOMAG part-no.: 055 426 06p. 518

Fig. 11p. 518

33. Connecting socket 16Sp. 518

BOMAG part-no.: 055 459 43p. 518

Fig. 12p. 518

34. Connecting fitting 20Sp. 518

BOMAG part-no.: 055 459 44p. 518

Fig. 13p. 519

35. Connecting fitting 25Sp. 519

BOMAG part-no.: 055 459 45p. 519

Fig. 14p. 519

36. Angular fitting 18Lp. 519

BOMAG part-no.: 055 421 26p. 519

Fig. 15p. 519

37. Elbow fitting 16Lp. 519

BOMAG part-no.: 055 421 36p. 519

Fig. 16p. 519

38. Elbow 20Sp. 519

BOMAG part-no.: 055 421 37p. 519

Fig. 17p. 520

39. Elbow 25Sp. 520

BOMAG part-no.: 055 421 38p. 520

Fig. 18p. 520

40. Pipe connection 16S – 16Sp. 520

BOMAG part-no.: 493 301 01p. 520

Fig. 19p. 520

41. Connecting hose 15Lp. 520

BOMAG part-no.: 055 510 09p. 520

13.2 Flushing – generalp. 521

Changing a componentp. 521

Always flush the complete oil circuit after you have replaced a component.p. 521

Solid particles in the circuit will very quickly cause damage to machine components.p. 521

Fig. 1p. 521

Effect of contaminationp. 521

Coarse particles (> 15 µm)p. 521

Sudden failure of components.p. 521

Fine particle contamination (5 – 15 µm)p. 521

Wear of components, internal leaks, inaccurate controlling behaviour, blockage of valves.p. 521

Extra fine particle contamination (< 2 – 5 µm)p. 521

Silting of oil, accelerated aging of oil, corrosion.p. 521

Water in oilp. 521

Increased wear, accelerated aging of oil.p. 521

Chips (abrasion) in the oilp. 521

l Open and clean all components in the oil circuit, replace if necessary.p. 521

l Clean all high pressure hoses in the oil circuit, replace if necessary.p. 521

l If abrasion is found in the travel circuit you should also flush the vibration circuit.p. 521

l If abrasion is found in the vibration circuit you should also flush the travel circuit.p. 521

Before flushingp. 522

Change the filter elementp. 522

Fig. 1p. 522

Clean the hydraulic tankp. 522

Fig. 2p. 522

Change the oil in case of excessive contamination, oil discoloration or if the oil change interval is almost due.p. 522

l Filter the tank content with the filling and filtering unit and pump it into an oil container.p. 522

l Mark all hoses and disconnect them from the hydraulic oil tank.p. 522

l Clean the oil tank thoroughly from inside, if necessary remove the tank cover.p. 522

l Reconnect all hoses.p. 522

l Fill the hydraulic oil tank again with the filling and filtering unit.p. 522

Bleedingp. 522

Fig. 3p. 522

l Always bleed closed hydraulic circuits if lines had been removed or connected.p. 522

Servicing the flushing filter kitp. 522

Fig. 4p. 522

l Replace the filter element of the flushing filter when the red control pin of the contamination indicator is pressed out during the filtering process.p. 522

l Clean hoses and connections and store the flushing kit in a clean and protected environment.p. 522

Flushing schematic travel circuit (distribution axle motor)

1 Elbow union (tool)p. 523

2 Connecting union (tool)p. 523

3 Drum drive motorp. 523

4 Axle motorp. 523

5 Screw socket R1 – 25S (tool)p. 523

6 Flushing filter with filter element 1p. 523

mp. 523

7 Travel pumpp. 523

8 High pressure hose (drum drive motor forward)p. 523

9 High pressure hose (drum drive motor reverse)p. 523

10 High pressure hose (axle motor reverse)p. 523

11 High pressure hose (axle motor forward)p. 523

12 Flushing hose 25S – 20S (tool)p. 523

13 Flushing hose 25S – 20S (tool)p. 523

13.4 Flushing the travel circuit (axle motor distribution)p. 524

Flushing the drum drivep. 524

Replacing the hydraulic oil filter elementp. 524

Cleaning the hydraulic oil tankp. 524

Observe the chapter "Flushing – General"p. 524

Fig. 1p. 524

Installing the flushing filterp. 524

Before the installation of the filters check hoses and connections for cleanliness.p. 524

The flushing filter must be installed in the low pressure side in the return flow to the pump, so that only cleaned oil will enter the travel pump in reverse travel.p. 524

With the connection shown in the illustration the travel pump must therefore be actuated to reverse direction.p. 524

1. Disconnect the high pressure hose (11) (see chapter "Flushing schematic – travel circuit") from the travel pump (B) and connect it with the flushing hose (13) (flushing filter inlet "IN").p. 524

2. Connect the flushing hose (12) (flushing filter outlet "OUT") to the high pressure port (B) on the travel pump.p. 524

Fig. 2p. 524

Disconnect the drum drive motorp. 524

3. Take the drum drive motor out of the hydraulic circuit by joining the high pressure hoses (8 and 9) on the drum drive motor together.p. 524

Fig. 3p. 525

Bleeding the travel circuitp. 525

Bleed the travel circuit, see chapter "Bleeding the travel circuit" .p. 525

Fig. 4p. 525

Flushing the hosesp. 525

Keep circulating the complete tank content with the filling and filtering unit throughout the entire flushing process.p. 525

Fig. 5p. 525

4. Block drums and wheels with suitable chocks.p. 525

Fig. 6p. 525

Move the travel lever only to travel direction reverse, as otherwise the flushing filter will be subjected to oil flow from the wrong direction.p. 525

5. Start the engine and shift the travel lever to travel direction reverse.p. 525

6. Perform the flushing process at various engine speeds for approx. 10 minutes.p. 525

7. Shut down the engine.p. 525

8. Reconnect the hydraulic hoses (8 and 9) to the drum drive motor.p. 525

Fig. 7p. 526

Flushing the drum drive motorp. 526

Danger of accident!p. 526

The drum must rotate freely.p. 526

9. Jack up the front of the machine, so that the drum can rotate freely.p. 526

10. Secure the rear wheels with chocks.p. 526

11. Pre-select the slow speed range.p. 526

Fig. 8p. 526

Keep circulating the complete tank content with the filling and filtering unit throughout the entire flushing process.p. 526

Fig. 9p. 526

Move the travel lever only to travel direction reverse, as otherwise the flushing filter will be subjected to oil flow from the wrong direction.p. 526

12. Start the engine, run it with maximum speed and shift the travel lever to travel direction reverse.p. 526

13. Run the flushing procedure for approx. 10 minutes. During this process keep changing the pump flow by shifting the travel lever several times between full and halve reverse travel.p. 526

14. Shut down the engine.p. 526

Flushing the axle motorp. 527

Fig. 10p. 527

Danger of accident!p. 527

Both wheels must be off the ground. The wheels must be able to rotate freely.p. 527

15. Jack up the rear of the machine, so that the wheels can rotate freely.p. 527

16. Secure the drum with wheel chocks.p. 527

17. Pre-select the slow speed range.p. 527

Fig. 11p. 527

Keep circulating the complete tank content with the filling and filtering unit throughout the entire flushing process.p. 527

Fig. 12p. 527

Move the travel lever only to travel direction reverse, as otherwise the flushing filter will be subjected to oil flow from the wrong direction.p. 527

18. Start the engine, run it with maximum speed and shift the travel lever to travel direction reverse.p. 527

19. Run the flushing procedure for approx. 10 minutes. During this process keep changing the pump flow by shifting the travel lever several times between full and halve reverse travel.p. 527

20. Shut down the engine.p. 527

21. Remove the flushing filter and reconnect the high pressure lines.p. 527

Bleeding the travel circuitp. 527

22. Bleed the travel circuit (see corresponding chapter).p. 527

Keep circulating the tank content.p. 527

23. After completing the bleeding process circulate the tank content with the filtering unit for another 15 minutes.p. 527

Fig. 13p. 528

Function testp. 528

24. Check the hydraulic oil level in the tank, fill up if necessary.p. 528

25. Check all connections for leaks with the engine running (visual inspection).p. 528

26. Perform a test drive, load the travel system in forward and reverse, e.g. by driving uphill or starting on a gradient.p. 528

27. Check all ports and connections for leak tightness (visual inspection).p. 528

Flushing schematic for vibration drive

1 Elbow union (tool)p. 529

2 Connecting union (tool)p. 529

3 Vibration motorp. 529

4 Vibration pumpp. 529

5 Screw socket R1 – 25S (tool)p. 529

6 Flushing hose 25S – 20S (tool)p. 529

7 Flushing hose 25S – 20S (tool)p. 529

8 Flushing filter with filter element 1p. 529

mp. 529

9 not usedp. 529

10 High pressure hose (B, high frequency)p. 529

11 High pressure hose (A, low frequency)p. 529

13.8 Bleeding the vibration circuitp. 530

13.6 Flushing the vibration circuitp. 530

Replacing the hydraulic oil filter elementp. 530

Cleaning the hydraulic oil tankp. 530

Observe the chapter "Flushing – General"p. 530

Fig. 1p. 530

Installing the flushing filterp. 530

Before the installation of the filters check hoses and connections for cleanliness.p. 530

The flushing filter must be installed in the low pressure side in the return flow to the pump, so that only cleaned oil will enter the vibration pump in high frequency.p. 530

For the connection schematic shown here the vibration must always be filtered with "high frequency / low amplitude".p. 530

1. Disconnect the high pressure hose 10 (see chapter "Flushing schematic – vibration circuit") from the vibration pump (4) and connect it with the flushing hose (7) (flushing filter inlet "IN").p. 530

2. Connect the flushing hose (6) (flushing filter outlet "OUT") to the (high pressure port A) on the vibration pump.p. 530

Fig. 2p. 530

Disconnect the vibration motorp. 530

3. Take the vibration motor out of the hydraulic circuit by joining the high pressure hoses (10 and 11) on the vibration motor together.p. 530

Fig. 3p. 531

Bleeding the vibration circuitp. 531

Bleeding the vibration circuit, see chapter "Bleeding the vibration circuit".p. 531

Fig. 4p. 531

Flushing the hosesp. 531

4. Block drums and wheels with suitable chocks.p. 531

Fig. 5p. 531

Keep circulating the complete tank content with the filling and filtering unit throughout the entire flushing process.p. 531

Fig. 6p. 531

Use only high frequency, as otherwise the flushing filter will be subjected to oil flow from the wrong direction.p. 531

5. Switch on vibration with high frequency.p. 531

6. Start the engine and run it with maximum speed.p. 531

7. Flush the circuit for approx. 10 minutes, thereby switch the vibration on and off at intervals of approx. 30 seconds.p. 531

8. Shut down the engine.p. 531

9. Reconnect the hydraulic hoses (10 and 11) to the vibration motor.p. 531

Fig. 7p. 532

Flushing the vibration motorp. 532

10. Unscrew the fastening screws for the vibration motor and pull the motor out of the coupling.p. 532

Fig. 8p. 532

Keep circulating the complete tank content with the filling and filtering unit throughout the entire flushing process.p. 532

Fig. 9p. 532

Use only high frequency, as otherwise the flushing filter will be subjected to oil flow from the wrong direction.p. 532

11. Start the engine and run it with maximum speed.p. 532

12. Run the flushing procedure for approx. 10 minutes. Switch the vibration on and off at intervals of approx. 30 seconds.p. 532

13. Shut down the engine.p. 532

14. Remove the flushing filter and reinstall the vibration motor.p. 532

Bleeding the vibration circuitp. 532

15. Bleed the vibration circuit (see corresponding chapter).p. 532

Keep circulating the tank content.p. 532

16. After completing the bleeding process circulate the tank content with the filtering unit for another 15 minutes.p. 532

Fig. 10p. 533

Function testp. 533

17. Check the hydraulic oil level in the tank, fill up if necessary.p. 533

18. Test drive.p. 533

19. Check all ports and connections for leak tightness (visual inspection).p. 533

13.8 Bleeding the vibration circuitp. 534

13.7 Bleeding the travel circuitp. 534

Catch hydraulic oil and dispose of environmentally.p. 534

1. Install a pressure test hose to the charge pressure test port (M1).p. 534

2. Install a pressure test hose each to the high pressure test ports (M3 and M4).p. 534

Fig. 1p. 534

3. Actuate the emergency stop switch.p. 534

The engine should not start.p. 534

Fig. 2p. 534

4. Hold the open ends of the pressure test hosesp. 534

(Fig. 2)p. 534

5. Operate the starter motor for approx. 30 seconds. Wait one minute and repeat this procedure, until oil starts to run out from the pressure test hoses.p. 534

6. Disconnect the pressure test hoses (M3 and M4).p. 534

Fig. 3p. 534

7. Unlock the emergency stop switchp. 534

Apply the brake.p. 534

8. Connect a 60 bar pressure gauge to the charge pressure test port (M1) and run the engine max. 15 seconds at idle speed.p. 534

9. Pause for approx. 30 seconds and keep repeating this procedure, until the gauge shows a constant charge pressure reading.p. 534

Fig. 4p. 535

With the flushing filter installed shift the travel lever only to travel direction forward, as otherwise the flushing filter will be subjected to oil flow from the wrong direction.p. 535

Run the engine with idle speed.p. 535

10. Start the engine.p. 535

11. Shift the travel leverp. 535

(Fig. 4)p. 535

12. After approx. 1 to 2 minutes shut down the engine for a minute.p. 535

This waiting time is necessary to allow air bubbles to escape through the leak oil return line.p. 535

13. After a waiting time of approx. 1 minute keep repeating this procedure, until the indicated charge pressure drops directly to zero when shutting down the engine.p. 535

13.8 Bleeding the vibration circuitp. 536

Catch hydraulic oil and dispose of environmentally.p. 536

1. Install a pressure test hose to the charge pressure test port (M1).p. 536

2. Install a pressure test hose each to the high pressure test ports (M5 and M6).p. 536

Fig. 1p. 536

3. Actuate the emergency stop switch.p. 536

The engine should not start.p. 536

Fig. 2p. 536

4. Hold the open ends of the pressure test hosesp. 536

(Fig. 2)p. 536

5. Crank the engine approx. 10 seconds with the starter motor. Wait one minute and keep repeating this procedure, until oil starts to run out from the pressure test hoses.p. 536

6. Disconnect the pressure test hoses (M5 and M6).p. 536

Fig. 3p. 536

7. Unlock the emergency stop switchp. 536

Apply the brake.p. 536

8. Connect a 60 bar pressure gauge to the charge pressure test port (M1) and run the engine max. 15 seconds at idle speed.p. 536

9. Wait for approx. 30 seconds and repeat the procedure, until the pressure gauge shows a constant charge pressure.p. 536

Fig. 4p. 537

With the flushing filter installed use only high frequency, as otherwise the flushing filter will be subjected to oil flow from the wrong direction.p. 537

10. For bleeding switch on vibration with high frequencyp. 537

(Fig. 4)p. 537

11. Start the engine.p. 537

12. After running the engine 1 to 2 minutes pause for approx. one minute.p. 537

This waiting time is necessary to allow air bubbles to escape through the leak oil return line.p. 537

13. After a waiting time of approx. 1 minute keep repeating this procedure, until the indicated charge pressure drops directly to zero when shutting down the engine.p. 537

14 582 502 15 dust protection / 582 502 16 gasketp. 539

14.1 Assembling the dust protectionp. 540

Fig. 1p. 540

1. Unscrew the fastening screwsp. 540

(Fig. 1)p. 540

Fig. 2p. 540

2. Lift the operating console up and outp. 540

(Fig. 2)p. 540

Fig. 3p. 540

3. Pull the wiring loom carefully out of the dashboardp. 540

(Fig. 3)p. 540

Fig. 4p. 540

4. Attach the new gasket to the back of the operating consolep. 540

(Fig. 4)p. 540

Pull the adhesive strip off the gasket and stick on the gasket.p. 540

Fig. 5p. 541

5. Pull the dust protection bag over the operating consolep. 541

(Fig. 5)p. 541

(Fig. 6)p. 541

(Fig. 7)p. 541

Fig. 6p. 541

Fig. 7p. 541

Fig. 8p. 541

6. Tighten the screws for the operating console hand tightp. 541

(Fig. 8)p. 541

Ensure the seal/gasket is fitted correctly.p. 541

Fig. 9p. 542

7. Disassemble the dashboard, for this purpose unscrew the fastening screws (4X), take off spacers and washersp. 542

(Fig. 9)p. 542

Fig. 10p. 542

8. Lift the dashboard upp. 542

(Fig. 10)p. 542

Fig. 11p. 542

9. … fold it backp. 542

(Fig. 11)p. 542

Fig. 12p. 542

10. Wrap the dust protection bag around the wiring looms and fasten it with cable strapsp. 542

(Fig. 12)p. 542

Fig. 13p. 543

11. Assemble the dashboardp. 543

(Fig. 13)p. 543

Fig. 14p. 543

12. Fasten the dashboard with fastening screws (4X), spacers and washersp. 543

(Fig. 14)p. 543

Fig. 15p. 543

13. Tighten the fastening screwsp. 543

(Fig. 15)p. 543

Check the function of control switches.p. 543

15 Enginep. 545

15.1 Diesel enginep. 546

Series 4 single drum rollers are powered by 4 or 6 cylinder Deutz diesel engines type TCD 2013 or a 6-cylinder engine TCD 2012.p. 546

The engines are water cooled in-line engines with EMR3 electronics.p. 546

The engines are mainly designed in two-valve technology with turbo charging and intercooler. They are highly compact and come with a Deutz-Common-Rail injection system, called DCR in short.p. 546

All engines are designed with exhaust gas recirculation and thus reach emission values complying with EPA/ COM/ Tier/ stage lllp. 546

The engines are characterized by the following positive features:p. 546

l compact designp. 546

l low noise levelp. 546

l almost vibration free operationp. 546

l low fuel consumptionp. 546

l low exhaust emission EPA/COM IIlp. 546

l high power densityp. 546

l excellent access to all service locations.p. 546

l high reliabilityp. 546

l low running costs,p. 546

l long lifetimep. 546

Fig. 1 Deutz diesel engine TCD 2012 and 2013p. 546

15.2 Engine description TCD 2013, 4 and 6 cylinderp. 547

Fig. 1 Deutz diesel engine TCD 2013 L04 2V, right hand sidep. 547

1 Combustion air inlet (possibility to install a heating flange, optionally)p. 547

2 Connection cabin heater ort compensation linep. 547

3 Fanp. 547

4 Generatorp. 547

5 Belt pulley on crankshaftp. 547

6 V-beltp. 547

7 Fuel lift pump drivep. 547

8 Fuel filterp. 547

9 Replaceable lubrication oil filterp. 547

10 Lubrication oil coolerp. 547

11 Possible installation of hydraulic pump or compressor (optional)p. 547

12 Lubrication oil return line crankcase ventilationp. 547

13 Central plug (for engine control)p. 547

14 Fuel control unitp. 547

15 High pressure pumpp. 547

16 Crankcase ventilation valvep. 547

17 Injectorp. 547

18 Lubrication oil filling neckp. 547

Fig. 2 Deutz diesel engine TCD 2013 L04 V2, left hand sidep. 548

1 Lubrication oil filling neck (optional)p. 548

2 Transmission connection (SAE)p. 548

3 Engine mountsp. 548

4 Lubrication oil drain plugp. 548

5 Lubrication oil sumpp. 548

6 Starter motorp. 548

7 Lubrication oil return line from exhaust gas turbo chargerp. 548

8 Exhaust turbo chargerp. 548

9 Coolant inletp. 548

10 Charge air connection to intercoolerp. 548

11 Coolant outletp. 548

12 Exhaust manifoldp. 548

13 Charge air linep. 548

14 Transport devicep. 548

Fig. 3 Deutz diesel engine TCD 2013 L06 2V, right hand sidep. 549

1 Combustion air inletp. 549

2 Lubrication oil filling neckp. 549

3 Transport devicep. 549

4 Fan hubp. 549

5 Generatorp. 549

6 Replaceable lubrication oil filterp. 549

7 Fuel filterp. 549

8 Lubrication oil sumpp. 549

9 Oil dipstickp. 549

10 Lubrication oil drain plugp. 549

11 Oil return line crankcase ventilationp. 549

12 Engine mountsp. 549

13 Transmission connection (SAE)p. 549

14 Central plug (for engine control)p. 549

15 High pressure pumpp. 549

16 Railp. 549

17 Crankcase ventilation valvep. 549

18 Injectorp. 549

Fig. 4 Deutz diesel engine TCD 2013 L06 2V, left hand sidep. 550

1 Exhaust turbo chargerp. 550

2 Exhaust manifoldp. 550

3 Starter motorp. 550

4 Lubrication oil flow to exhaust turbo chargerp. 550

5 Coolant drain plugp. 550

6 Coolant inletp. 550

7 Ribbed V-beltp. 550

8 Fan hubp. 550

9 Idler pulleyp. 550

10 Connection cabin heater ort compensation linep. 550

11 Ventilation line to compensation tankp. 550

12 Coolant line from engine to radiatorp. 550

15.3 Lubrication oil circuit TCD 2012 / 2013p. 551

Fig. 1 Lubrication oil diagramp. 551

1 Lubrication oil sumpp. 551

2 Lubrication oil suction pipep. 551

3 Lubrication oil pumpp. 551

4 Pressure relief valvep. 551

5 Lubrication oil coolerp. 551

6 Return flow check valve (only on 2012)p. 551

7 By-pass valvep. 551

8 By-pass valve lubrication oil filterp. 551

9 Pressure control valvep. 551

10 Replaceable lubrication oil filterp. 551

11 Main lubrication oil linesp. 551

12 Internally switched exhaust gas recirculationp. 551

13 Crankshaft bearingsp. 551

14 Conrod bearingsp. 551

15 Camshaft bearingsp. 551

16 Line to spray nozzlep. 551

17 Piston cooling nozzle with pressure maintaining valvep. 551

18 Plunger with rocker arm pulse lubricationp. 551

19 Push rod, lubrication oil supply for rocker arm lubricationp. 551

20 Rocker armp. 551

21 Return line to lubrication oil sumpp. 551

22 Lubrication oil flow to exhaust turbo chargerp. 551

23 Exhaust turbo chargerp. 551

24 Return line from compressor / hydraulic pump to crankcasep. 551

25 Compressor or hydraulic pumpp. 551

26 Lubrication oil line to crankshaft and camshaft, compressor / hydraulic pumpp. 551

27 Return flow from exhaust turbo chargerp. 551

15.4 Coolant circuit TCD 2012 / 2013p. 552

Fig. 1 Fuel diagramp. 552

1 Coolant outlet on radiatorp. 552

2 Thermostatp. 552

3 Coolant – supply to water pumpp. 552

4 Coolant pumpp. 552

5 Lubrication oil coolerp. 552

6 Cylinder coolingp. 552

7 Cylinder liner / head coolingp. 552

8 Coolant flow to heaterp. 552

9 Cabin heater (optional)p. 552

10 Coolant to thermostatp. 552

11 Connection for cabin heaterp. 552

12 Compensation linep. 552

13 Ventilation line to compensation tankp. 552

14 Coolant outlet to radiatorp. 552

15 Compensation tankp. 552

16 Compensation line to heat exchangerp. 552

15.5 Fuel system TCD 2012 / 2013p. 553

Fig. 1 Coolant diagramp. 553

1 Fuel tank A= minimum distance 500 mmp. 553

2 Fuel pre-filter with pre-pressure pumping possibility to fill the low pressure section (provided by customer)p. 553

3 Line to fuel lift pumpp. 553

4 Fuel lift pumpp. 553

5 Fuel filterp. 553

6 Fuel supply line to fuel control unitp. 553

7 Railp. 553

8 High pressure pumpp. 553

9 Fuel supply line to injectorp. 553

10 Injectorp. 553

11 FCU (Fuel Control Unit)p. 553

12 Fuel return flow on cylinder headp. 553

13 Fuel return line to fuel tankp. 553

14 Fuel lines from fuel control unit to high pressure pumps and railp. 553

15 Fuel lift pump 2013p. 553

Fuel pre-filterp. 554

Fig. 2 Fuel pre-filterp. 554

1 Fuel supply to pumpp. 554

2 Fuel return flow from FCU (Fuel Control Unit)p. 554

3 Manual fuel pump with bayonet lock to lock and unlockp. 554

4 Thermostat valve with shut-down leverp. 554

5 Filter cartridgep. 554

6 Possibility to connect an electric water level sensorp. 554

7 Drain tapp. 554

8 Water collecting bowlp. 554

9 Fuel inlet from fuel tankp. 554

10 Fuel return flow to fuel tankp. 554

A Electric water level sensorp. 554

TCD 2013 Fuel filter systemp. 555

Fig. 3 TCD 2013 Fuel systemp. 555

1 Fuel pre-filterp. 555

2 Hand pumpp. 555

3 Fuel pressure filter min. 3µmp. 555

4 Input fuel control unitp. 555

5 Fuel low pressure sensorp. 555

TCD 2012 Fuel filter systemp. 556

Fig. 4 TCD 2012 Fuel systemp. 556

1 Fuel pre-filterp. 556

2 Hand pumpp. 556

3 Fuel pressure filter min. 3µmp. 556

4 Input fuel control unitp. 556

5 Fuel low pressure sensorp. 556

15.6 Deutz Common Rail (DCR) injection system for TCD 2012 / 2013p. 557

The diesel engines type TCD 2012 and 2013 are equipped with a "Deutz Common Rail" injection system, DCR in short.p. 557

The English term "Common Rail" indicates that the system is based on a common rail. It describes the use of a common high pressure fuel line with corresponding branches to supply all cylinders with fuel.p. 557

The "Common Rail" injection is an injection system for combustion engines, in which a high pressure pump pressurizes the fuel to a high pressure level. The pressurized fuel fills a piping system, which is permanently under pressure while the engine i…p. 557

The general idea is the total isolation of the pressure generation from the actual injection process. An injection solely controlled by mapping is only possible under this condition. Injection timing and injection quantity are controlled by the engin…p. 557

The electric control is accomplished by the electronic control unit (EDC16) with EMR3, in dependence on the operating parameters. The system is capable of providing a wide range of limp-home functions, should any of the sensors fail. This ensures a r…p. 557

Fig. 1 TCD 2012 and 2013p. 557

Fig. 2 Schematic of the Deutz Common Rail System "DCR"p. 558

1 Fuel filter high pressurep. 558

2 Fuel low pressure sensor (5-7bar) B145p. 558

3 High pressure pumpsp. 558

4 Fuel lift pumpp. 558

5 Rail (high pressure pipe up to 1600 bar)p. 558

6 PRV (max. rail pressure limitation 1600bar)p. 558

7 Rail pressure sensor (B935)p. 558

8 Injectors (Y148)p. 558

9 FCU Fuel Control Unit (Y137)p. 558

10 Engine control EDC16 – EMR3p. 558

11 Fuel filter with water separatorp. 558

12 Hand pumpp. 558

Under normal conditions the rail pressure is between 300 and 1350 barp. 558

The PRV is set to 1600 barp. 558

If the PRV is defective or always open, the pressure in the rail will only build up to max. 700 bar.p. 558

The rail pressure must be at least 1.5 bar to start the diesel enginep. 558

The fuel low pressure sensor is located after the fuel filter and the pressure is normally between 5 and 7 bar.p. 558

The solenoid valve of the Fuel Control Unit (FCU) is dead, open towards the tank.p. 558

The voltage applied to the injectors is normally approx. 40 V.p. 558

FCU Fuel Control Unit (Y137)p. 559

Fig. 3 Fuel Control Unit FCUp. 559

Two high pressure pumpsp. 559

Fig. 4 High pressure pumpp. 559

Injector ( Y148 )p. 560

Fig. 5 Injectorp. 560

Wiring diagram page 4p. 560

Fig. 6 Excerpt from the wiring diagramp. 560

TCD 2013p. 561

Fig. 7 TCD 2013p. 561

1 Fuel pre-filterp. 561

2 Hand pumpp. 561

3 Fuel filterp. 561

4 FCU Fuel Control Unit (Y137)p. 561

5 Railp. 561

6 Fuel low pressure sensor (B145)p. 561

7 Connecting plug EMR3p. 561

TCD 2012p. 562

Fig. 8 Diesel engine TCD 2012p. 562

1 Rail pressure sensor (B93)p. 562

2 Rail pressure PRVp. 562

3 Fuel filterp. 562

4 FCU Fuel Control Unit (Y137)p. 562

5 Railp. 562

6 Fuel low pressure sensor (B145)p. 562

7 Connecting plug EMR3p. 562

15.7 Exhaust gas recirculation TCD 2012 / 2013p. 563

In order to be able to meet the exhaust gas standards EC and stage/Tier3, all engines are designed with exhaust gas recirculation.p. 563

On 4-cylinder 2-valve engines TCD 2012/2013 the exhaust gas recirculation has been realized internally through the intake valves, on 6-cylinder 2- valve engines through the exhaust valves. For this purpose the camshaft has been manufactured with an a…p. 563

Fig. 1 Exhaust/intake valve control TCD 2012 / 2013p. 563

15.8 Wastegate – charge pressure controller on TCD-enginesp. 564

The Wastegate is a exhaust gas bypass valve and is located on or in the exhaust turbochargerp. 564

The Wastegate (exhaust gas bypass valve) is used to control the charge pressurep. 564

The charge pressure control takes place by means of a charge pressure triggered pressure valve in connection with the exhaust gas bypass valve. Depending on this bypass valve hot exhaust gases flow past the exhaust gas turbine into the exhaust withou…p. 564

The bypass valve is normally closedp. 564

Fig. 1 Exhaust gas turbocharger with Wastegatep. 564

Wastegate active, charge pressure control, i.e. bypass valve openp. 564

Fig. 1 Exhaust gas turbocharger with Wastegatep. 564

Wastegate on TCD 2013p. 565

Fig. 2 Exhaust gas turbocharger with Wastegatep. 565

15.9 Engine problemsp. 566

Faultp. 566

Possible causep. 566

Remedyp. 566

Engine does not start or starts poorlyp. 566

Temperature below starting limitp. 566

Oil level too lowp. 566

Lubrication oil level too highp. 566

Lubrication oil cooler defectivep. 566

Checkp. 566

Fill up lubrication oilp. 566

Check the lubrication oil level, drain off if necessaryp. 566

Checkp. 566

Exhaust gas counter pressure too highp. 566

Checkp. 566

V-belt/ribbed V-belt (fuel pump in belt drive)p. 566

check, whether torn or loosep. 566

Engine oil with wrong SAE viscosity classp. 566

Change the lubrication oilp. 566

Fuel quality not as specified in the operating instructionsp. 566

Change the fuelp. 566

Air in the fuel systemp. 566

Bleed the fuel systemp. 566

Battery defective or not chargedp. 566

Check the batteryp. 566

Cable to starter loose or oxidizedp. 566

Check cable connectionp. 566

Starter defective or pinion does not engagep. 566

Check starterp. 566

Engine does not start and diagnostic lamp flashingp. 566

Engine electronics prevent startingp. 566

Check fault by fault code, repair as necessaryp. 566

Engine starts, but runs irregularly or misfiresp. 566

V-belt/ribbed V-belt (fuel pump in belt drive)p. 566

check, whether torn or loosep. 566

Incorrect valve clearancep. 566

Adjustp. 566

Injector defectivep. 566

Replacep. 566

Injection valve defectivep. 566

Check / replace the injection valvep. 566

Glow plug defectivep. 566

Replacep. 566

Air in the fuel systemp. 566

Bleed the fuel systemp. 566

Fuel pre-cleaner soiledp. 566

Clean/replacep. 566

Fuel quality not as specified in the operating instructionsp. 566

Change the fuelp. 566

Injection line leakingp. 566

Check the injection linep. 566

Speed changes are possible and diagnostic lamp lightsp. 566

Engine electronics detected a system fault and activates a substitute speedp. 566

Check fault by fault code, repair as necessaryp. 566

Engine overheating, temperature warning system respondsp. 567

Bleeding line cloggedp. 567

Clean ventilation linep. 567

Injector defectivep. 567

Replacep. 567

Coolant heat exchanger soiledp. 567

Cleanp. 567

Coolant pump defective (V-belt torn or loose)p. 567

check, whether torn or loosep. 567

Lack of coolantp. 567

Fill upp. 567

Charge air pipe leakingp. 567

Check the charge air pipep. 567

V-belt/ribbed V-belt (fuel pump in belt drive)p. 567

check, whether torn or loosep. 567

Lubrication oil filter soiledp. 567

Replacep. 567

Lubrication oil level too lowp. 567

Fill up lubrication oilp. 567

Lubrication oil level too highp. 567

Check the lubrication oil level, drain off if necessaryp. 567

Air filter clogged / exhaust turbocharger defectivep. 567

Check/replacep. 567

Fan defective / V-belt torn or loosep. 567

Check fan / V-belt, replace if necessaryp. 567

Short circuit of heat in cooling systemp. 567

Check the cooling systemp. 567

Resistance in cooling system too high / flow quantity too lowp. 567

Check the cooling systemp. 567

Engine has to low or no oil pressurep. 567

Lubrication oil level too lowp. 567

Fill up lubrication oilp. 567

Engine oil with wrong SAE viscosity classp. 567

Change the lubrication oilp. 567

Insufficient engine powerp. 567

Engine oil level too highp. 567

Drain the engine oil down to the top dipstick markp. 567

Fuel quality not as specified in the operating instructionsp. 567

Change the fuelp. 567

Air filter clogged / exhaust turbocharger defectivep. 567

Check/replacep. 567

Charge air pipe leakingp. 567

Check the charge air pipep. 567

Intercooler soiledp. 567

Cleanp. 567

Injection line leakingp. 567

Check the injection linep. 567

Injector defectivep. 567

Replacep. 567

Injection valve defectivep. 567

Check the injection valvep. 567

Insufficient engine power and diagnostic lamp lightsp. 567

Engine electronics reduces the powerp. 567

Check fault by fault code, repair as necessaryp. 567

Engine does not work with all cylindersp. 567

Injection line leakingp. 567

Check the injection linep. 567

Injection valve defectivep. 567

Check / replace the injection valvep. 567

Engine has excessive oil consumptionp. 568

Lubrication oil level too highp. 568

Check the lubrication oil level, drain off if necessaryp. 568

Blue engine exhaust smokep. 568

Lubrication oil level too highp. 568

Check the lubrication oil level, drain off if necessaryp. 568

White engine exhaust smokep. 568

Temperature below starting limitp. 568

Checkp. 568

Fuel quality not as specified in the operating instructionsp. 568

Change the fuelp. 568

Injection valve defectivep. 568

Check/replacep. 568

Black engine exhaust smokep. 568

Air filter clogged / exhaust turbocharger defectivep. 568

Check/replacep. 568

Charge air pipe leakingp. 568

Check charge air linep. 568

Injection valve defectivep. 568

Check / replace the injection valvep. 568

Injector defectivep. 568

Replacep. 568

15.10 Checking the engine oil levelp. 568

15.10 Checking the engine oil levelp. 569

Danger of injury!p. 569

Support the engine hood for all maintenance and repair work.p. 569

The machine must be in horizontal position.p. 569

If the engine is warm, shut it down and check the oil level after five minutes.p. 569

With a cold engine the oil level can be checked immediately.p. 569

For quality of oil refer to the "table of fuels and lubricants".p. 569

Fig. 3p. 569

l Pull the dipstickp. 569

(Fig. 3)p. 569

l Pull the dipstick back out.p. 569

l The oil level must always be between the "MIN"- and "MAX"-marks. If the oil level is too low, top up oil to the "MAX" mark immediately.p. 569

15.11 Changing engine oil and oil filterp. 569

Danger of scalding!p. 569

When draining off hot oil.p. 569

By hot oil when unscrewing the engine oil filter.p. 569

Drain the oil only when the engine is warm.p. 569

For quality and quantity of oil refer to the "table of fuels and lubricants".p. 569

Catch running out oil and dispose of environmentally together with the oil filter cartridge.p. 569

Fig. 4p. 569

l Unscrew the drain plugp. 569

(Fig. 4)p. 569

l Turn the drain plug tightly back in.p. 569

Fig. 5p. 569

l Thoroughly clean the outside of the filter cartridgep. 569

(Fig. 5)p. 569

l Unscrew the filter cartridge using an appropriate filter wrench.p. 569

l Clean the sealing face on the filter carrier from any dirt.p. 570

l Slightly oil the rubber seal on the new filter cartridge.p. 570

Fig. 6p. 570

l Turn the new filter cartridgep. 570

(Fig. 6)p. 570

l Tighten the filter element for another half turn.p. 570

Fig. 7p. 570

l Fill in new engine oilp. 570

(Fig. 7)p. 570

l Tighten the oil filler cap properly.p. 570

l After a short test run check the oil level on the dipstick . The oil level should reach the MAX-mark, top up oil if necessary.p. 570

l Check filter cartridge and drain plug for leaks.p. 570

15.12 Replace the fuel filter cartridgep. 570

Fire hazard! Health hazard!p. 570

When working on the fuel system do not use open fire, do not smoke and do not spill any fuel.p. 570

Do not inhale any fuel fumes.p. 570

Ensure strict cleanliness! Thoroughly clean the area around the fuel filters.p. 570

The filter cartridge must never be filled beforehand.p. 570

After work on the fuel system bleed the system, perform a test run and check for leaks.p. 570

Additional bleeding of the fuel system by a 5 minute test run in idle speed or low load is mandatory.p. 570

Catch running out fuel and dispose of environmentally.p. 570

Fig. 8p. 570

l Loosen and unscrew the fuel filter cartridgep. 570

(Fig. 8)p. 570

l Clean the sealing face on the filter carrier from any dirt.p. 570

Fig. 9p. 571

l Slightly oil the rubber sealp. 571

(Fig. 9)p. 571

l Turn the new filter cartridge on by hand, until the seal contacts.p. 571

l Tighten the filter element for another half turn.p. 571

15.13 Change the fuel pre-filter cartridgep. 571

Fire hazard! Health hazard!p. 571

When working on the fuel system do not use open fire, do not smoke and do not spill any fuel.p. 571

Do not inhale any fuel fumes.p. 571

Ensure strict cleanliness! Thoroughly clean the area around the fuel filters.p. 571

The filter cartridge must never be filled beforehand.p. 571

After work on the fuel system bleed the system, perform a test run and check for leaks.p. 571

Additional bleeding of the fuel system by a 5 minute test run in idle speed or low load is mandatory.p. 571

Catch running out fuel and dispose of environmentally.p. 571

Change the fuel pre-filter cartridgep. 571

Fig. 10p. 571

l Tighten the cable on the water separatorp. 571

(Fig. 10)p. 571

l (1) Loosen the bleeding screw and drain off fuel from the bleeding screw.p. 571

l (2) Loosen and unscrew the fuel pre-filter cartridge using an appropriate filter wrench.p. 571

l (3) Unscrew the water separator from the filter cartridge.p. 571

l (4) Apply a thin coat of oil to the rubber seal of the water separator.p. 571

l (5) Turn the water separator on by hand, until the seal contacts, then tighten hand-tight.p. 571

l (6) Apply a thin coat of oil to the rubber seal of the filter element (5).p. 572

l (7) Turn the filter cartridge on by hand, until the seal contacts, then tighten hand-tight.p. 572

l Plug the water sensor cable back on.p. 572

Bleed the fuel systemp. 572

Air in the fuel system causes irregular running of the engine, a drop in engine power, stalls the engine and makes starting impossible.p. 572

Therefore bleed the fuel system after changing the fuel pre-filter or working on the fuel system.p. 572

Fig. 11p. 572

l Slacken the bleeding screwp. 572

(Fig. 11)p. 572

l Operate the hand pump manually, until fuel flows out of the slackened bleeding screw without air bubbles.p. 572

l Then tighten the bleeding screw while pumping.p. 572

l Check the filter cartridge for leaksp. 572

15.14 Checking, cleaning the water separatorp. 572

Fire hazard!p. 572

When working on the fuel system do not use open fire, do not smoke.p. 572

Catch running out fuel and dispose of environmentally.p. 572

The service intervals for the water separator depend on the water content in the fuel and can therefore not be determined precisely. After taking the engine into operation you should check the filter bowl initially every day, later as required, for s…p. 572

If a too high quantity is drained off, the filter needs to be bled, see section "Replacing the fuel pre-cleaner cartridge".p. 572

Fig. 12p. 572

l If the water in the fuel warning light (p)p. 572

(Fig. 12)p. 572

Fig. 13p. 573

l Slacken the drain plugp. 573

(Fig. 13)p. 573

l Turn the plug tightly back in. Check for leaks, if necessary use a new seal ring.p. 573

Once the water separator is empty the warning light for water in fuel must go out.p. 573

15.15 Check the coolant levelp. 573

Danger of scalding!p. 573

Fill up coolant only when the engine is cold.p. 573

If, during the daily inspection the coolant level is found to have dropped, check all lines, hoses and engine for leaks.p. 573

Do not use radiator sealant to seal leaks.p. 573

For quality and quantity of coolant refer to the "table of fuels and lubricants".p. 573

Fig. 14p. 573

l Check the coolant levelp. 573

(Fig. 14)p. 573

l To top up unscrew the filler cap and fill in coolant up to the MAX-mark.p. 573

15.16 Changing the coolantp. 574

Danger of scalding!p. 574

Change the coolant only when the engine is cold.p. 574

Do not start the engine after draining off the coolant.p. 574

In case of lubrication oil entering into the cooling system or a suspicious turbidity caused by corrosion residues or other suspended matter, the coolant must be drained off and the complete cooling system needs to be cleaned. Lubrication oil can dam…p. 574

When changing the coolant without any signs of contamination, cleaning of the cooling system is not necessary.p. 574

For quality and quantity of coolant refer to the "table of fuels and lubricants".p. 574

Do not mix different coolants and additives, see section "Fuelds and Lubricants – Coolant".p. 574

Catch coolant and dispose of environmentally.p. 574

Fig. 15p. 574

l Unscrew the coverp. 574

(Fig. 15)p. 574

Fig. 16p. 574

l Unscrew the plug, let the coolant run out and catch itp. 574

(Fig. 16)p. 574

l Check the condition of the coolant.p. 574

Thoroughly flush the cooling system if the coolant is contaminated by corrosion residues or other suspended matter.p. 574

If lubrication oil has entered you must add a cleansing agent in order to remove any residues from the system. Follow the instructions of the manufacturer. If in doubt consult your local service station or the engine manufacturer.p. 574

l Remove the thermostat.p. 574

l Fill in clean water.p. 574

l Start the diesel engine and run it warm to operating temperature.p. 574

l Allow the engine to cool down to approx. 50 °C.p. 574

l Drain all water off.p. 574

l Repeat the flushing process twice using a cleansing agent with clear water.p. 574

l Screw the plug back in once all coolant has run out.p. 574

l Reinstall the thermostat .p. 574

The anti-freeze concentration (additive) must be at least 35 Vol% and maximum 50 Vol%.p. 574

Fig. 17p. 575

l Fill in coolantp. 575

(Fig. 17)p. 575

l Start the diesel engine and run it warm to operating temperature.p. 575

l Check the coolant level again, top up if necessary.p. 575

15.17 Air filter maintenancep. 575

Do not start the engine after having removed the air filter.p. 575

If necessary, the air filter may be cleaned up to six times. After one year at the latest it must be replaced together with the safety element.p. 575

Cleaning does not make sense if the air filter element is covered with a sooty deposit.p. 575

Do not use gasoline or hot fluids to clean the filter element.p. 575

After cleaning the air filter must be inspected for damage using a torch.p. 575

Do not continue to use a damaged air filter element. If in doubt use a new air filter.p. 575

If the air filter is damaged, the safety element must be replaced as well.p. 575

The safety element must not be cleaned.p. 575

We generally recommend to renew the air filter. A new filter element is far less expensive than a possible engine damage.p. 575

Fig. 18p. 575

Maintenance of the air filter is due when air filter control light (j)p. 575

(Fig. 18)p. 575

Once the air filter warning light lights up, work may be continued until the end of the day.p. 575

Fig. 19p. 576

l Open the engine hoodp. 576

(Fig. 19)p. 576

Fig. 20p. 576

l Loosen both locking hooksp. 576

(Fig. 20)p. 576

l Clean housing cover and dust discharge valve.p. 576

Fig. 21p. 576

l Pull out the air filterp. 576

(Fig. 21)p. 576

Danger of injury!p. 576

Wear protective clothing (goggles, gloves).p. 576

Fig. 22p. 576

l Blow the air filterp. 576

(Fig. 22)p. 576

Fig. 23p. 576

l Examine the air filter with a torch for cracks and holes in the paper bellowsp. 576

(Fig. 23)p. 576

l In case of damage replace the air filter and the safety element.p. 576

Fig. 24p. 576

l Slide the air filter carefully into the housingp. 576

(Fig. 24)p. 576

The dust discharge valve must point vertically downwards.p. 576

Make sure that the cover locks engage correctly.p. 577

l Reassemble the housing cover.p. 577

Replacing the safety elementp. 577

The safety element must not be cleaned and should not be used again after it has been removed.p. 577

The safety element must be replaced:p. 577

l if the air filter is damaged.p. 577

l at the latest after 1 year.p. 577

l if the air filter warning lamp comes on again after the air filter has been cleaned.p. 577

Fig. 25p. 577

l Remove the housing cover and pull the main filter element off.p. 577

l Pull the safety elementp. 577

(Fig. 25)p. 577

l Push in a new safety filter element.p. 577

l Insert the air filter and reassemble the housing cover.p. 577

15.18 Adjust the valve clearancep. 577

We recommend to have this work carried out by trained personnel or our after sales service.p. 577

Before checking the valve clearance let the engine cool down for at least 30 minutes. The engine oil temperature must be below 80°C (176°F).p. 577

Valve clearance adjustment angle:p. 577

Intake valve: 90°p. 577

±15°p. 577

Exhaust valve: 150°p. 577

±15°p. 577

l Remove the valve covers.p. 577

l Turn the crankshaft with the cranking device until the valves are overlapping.p. 577

Firing order 1-3-4-2p. 577

Overlapping of valves: Exhaust valve not yet closed, intake valve starts to open.p. 577

Valvesp. 577

Cylinderp. 577

overlappingp. 577

1p. 577

3p. 577

4p. 577

2p. 577

adjustmentp. 577

4p. 577

2p. 577

1p. 577

3p. 577

Fig. 26p. 577

l Loosen the counter nut (1)p. 577

(Fig. 26)p. 577

l Attach the rotation angle disc (3) and the spanner socket (4) to the valve clearance adjustment screw (2).p. 577

l Fix the magnet (5) of the rotation angle disc.p. 577

l Turn the rotation angle disc clockwise against the stop (rocker arm no clearance) and set the scale to zero.p. 578

l Turn the rotation angle disc counter-clockwise, until the specified angle is reached.p. 578

l Hold the rotation angle disc tight, so that it does not turn, and tighten counter nut (1).p. 578

Tightening torque: 20 Nm (15 ft·lbs)p. 578

l Repeat this adjustment procedure an all other cylinders, after cranking the crankshaft accordingly.p. 578

l Install the cylinder head cover with a new gasket.p. 578

Tightening torque: 13 Nm (10 ft·lbs)p. 578

l After a short test run check the engine for leaks.p. 578

15.19 Replacing ribbed V-belt and idler pulleyp. 578

l Remove the compressor V-beltp. 578

Optional equipmentp. 578

Fig. 27p. 578

l Press idler pulley (1)p. 578

(Fig. 27)p. 578

l Take the ribbed V-belt (2) first off the smallest pulley.p. 578

l Unscrew fastening screws (5) and take off idler pulley.p. 578

l Install a new idler pulley and tighten the fastening screw with 80 Nm (59 ft.lbs)p. 578

l Install the new ribbed V-belt.p. 578

l Counter the idler pulley with a ratchet and remove the locking pin.p. 578

l Check whether the ribbed V-belt is correctly seated in the guides.p. 578

l Install and tighten the compressor V-belt.p. 578

15.20 Special tools, Deutz engine (TCD 2013 2V)p. 579

16 Air conditioning systemp. 599

16.1 Physical basicsp. 600

In order to understand the working principle of an air conditioning system one must first become familiar with the physical basics of such a system.p. 600

The four well known physical conditions of water apply also for the refrigerant in the air conditioning system.p. 600

1. gaseous (invisible)p. 600

2. vaporousp. 600

3. liquidp. 600

4. solidp. 600

Fig. 1p. 600

If the water in a container is heated up (absorption of heat), the rising steam is visible. If the steam is heated up further, due to the absorption of heat, the visible steam will turn into invisible gas. This process is reversible. When withdrawing…p. 600

A – heat absorptionp. 600

B- Heat dissipationp. 600

Fig. 2p. 600

Heat always flows from the warmer to the colder matter. Any matter consists of a mass of moving molecules. The rapidly moving molecules or a warmer matter dissipate part of their energy to the slower moving molecules with less heat. The movement of t…p. 600

Pressure and boiling pointp. 601

The boiling point is the temperature at which fluid changes to gaseous state.p. 601

Changing the pressure above a fluid also changes the boiling point. It is a well known fact, that e.g. the lower the pressure applied to water, the lower the boiling point.p. 601

When looking at water, the following values do apply:p. 601

l Atmospheric pressure, boiling point 100°Cp. 601

l Overpressure 0.4 bar, boiling point 126°Cp. 601

l Vacuum -0.6 bar, boiling point 71°Cp. 601

For an optimal exchange of heat, liquid refrigerants must have a low boiling point, so that they can absorb and dissipate heat quickly.p. 601

Fig. 3 Steam pressure curvep. 601

Steam pressure curve for refrigerant R134ap. 601

The steam pressure curve is a means for explaining the operation principle of an air conditioning system.p. 601

A- liquidp. 601

B- gaseousp. 601

The diagram shows the evaporation curve of R134a. The diagram for example shows, that R134a is liquid at 0°C and a pressure of 5 bar, but becomes gaseous at 40°C and 5 bar.p. 601

For better understanding one must also be aware of the following:p. 601

1. A gas heats up when being compressed (e.g. air pump, turbo charger, …).p. 601

2. When relieving gas it will cool down (e.g. white frost forms on the valve when relieving air pressure from a car tire).p. 601

3. Condensing gas dissipates a lot of heat energy.p. 601

4. If a fluid evaporates it requires a lot of heat, i.e. the fluid thereby cools down the surrounding environment (e.g. alcohol on skin)p. 601

At absolute pressure 0 bar correspond with an absolute vacuum. The normal ambient pressure (overpressure) corresponds with 1 bar absolute pressure. On the scales of most pressure gauges 0 bar corresponds with an absolute pressure of 1 bar (indicated …p. 601

Fig. 4 Pressure – Temperature Diagramp. 601

In the pressure – temperature diagram for the refrigerant the drawn in closed curve shows the cycle of the refrigerant. This cycle permanently continues in direction of the arrow.p. 601

The characters A, B, C, D stand for:p. 601

A – compressionp. 601

B- condensationp. 601

C- relaxationp. 601

D- evaporation.p. 601

Excerpt from the wet steam tablep. 602

This table is used for the determination of evaporation and condensation temperature.p. 602

Saturation temperaturep. 602

Overpressure (pressure gauge reading Pe in bar)p. 602

Absolute pressure (pamb = 1 bar P in bar)p. 602

-20p. 602

0,33p. 602

1,33p. 602

-10p. 602

1,01p. 602

2,01p. 602

0p. 602

1,93p. 602

2,93p. 602

10p. 602

3,15p. 602

4,15p. 602

20p. 602

4,72p. 602

5,72p. 602

16.2 Refrigerant R134ap. 603

Generalp. 603

The evaporation and condensation process is the method commonly used in mobile air conditioning systems. The system in this case works with a substance that boils at low temperature, a substance referred to a refrigerant. The refrigerant used is tetr…p. 603

Although the refrigerant circuit is a hermetically closed loop, the system loses approx. 100g of refrigerant over the course of 1 year by diffusion through hoses, pipes and seals, even though the system is free of leaks. If too much refrigerant is lo…p. 603

Physical data of the refrigerant R134ap. 603

Chemical formula:p. 603

CH2F-CF3 or CF3-CH2Fp. 603

Chemical designation:p. 603

Tetrafluoroethanep. 603

Boiling point at 1 bar:p. 603

– 26.5 °Cp. 603

Solidification point:p. 603

-101.6 °Cp. 603

Critical temperature:p. 603

100,6 °Cp. 603

Critical pressure:p. 603

40.56 bar (absolute)p. 603

Critical point:p. 603

Critical point (critical temperature and critical pressure) means that above this point there is no separating interface between liquid and gas. Above its critical point any substance is gaseous. At temperatures below the critical point all refrigera…p. 603

Characteristics of the refrigerant R134a:p. 603

Refrigerant R134a is currently available under the following trade marks. H-FKW 134a SUVA 134a KLEA 134ap. 603

Colour:p. 603

Refrigerant in form of vapour or liquid is colourless as water. The gas is invisible. Only the bordering layer between gas and liquid is visible. (Fluid level in rising pipe of filling cylinder or bubbles in inspection glass). In the inspection glass…p. 603

Steam pressure:p. 603

In an incompletely filled, closed container, vaporous refrigerant will volatilize from the surface in the same quantity that will turn liquid in combination with steam particles. This state of equilibrium occurs under pressure and is frequently refer…p. 603

Physical properties of R134a:p. 603

The steam pressure curves of R134a and other refrigerants are partly very similar, making a clear differentiation solely by pressure impossible. With R 134a the compressor is lubricated by special synthetic refrigeration oils, e.g. PAG-oils (polyalky…p. 603

Behaviour with metals:p. 603

In pure condition refrigerant R134a is chemically stable and does not attack iron and aluminium. However, contamination of the refrigerant, e.g. with chlorine compounds, leads to aggressiveness against certain metals and plastics. This can cause clog…p. 603

Critical temperature / critical pressure:p. 603

Up to a gas pressure of 39.5 bar overpressure (this corresponds with a temperature of 101 °C) the refrigerant R134a remains chemically stable, above this temperature the refrigerant decomposes (see combustibility).p. 603

Water content:p. 603

In liquid refrigerant water can only be dissolved in very low quantities. In contrast to this refrigerant steam mixes with water steam at any ratio. If the dryer in the liquid container has absorbed approx. 8 gr. of water, the refrigerant circuit tra…p. 603

Inflammability:p. 604

Refrigerant is not inflammable. On the contrary, it has fire inhibiting or fire extinguishing properties. Refrigerant is decomposed by flames or glowing surfaces. Ultraviolet light also cracks refrigerant (caused by electric welding). This results in…p. 604

Filling factor:p. 604

In a container there must be a steam space above the liquid space. The liquid expands with increasing temperature. The steam filled space becomes smaller. From a certain time on the container will be filled with just liquid. After this only a minor t…p. 604

Environmental aspectsp. 604

The contribution of R134a to the greenhouse effect is by factor 10 smaller than the contribution of R12.p. 604

Since approx. 1992 the air conditioning systems for newly produced construction equipment were successively converted to refrigerant R134a. This refrigerant does not contain any chlorine and is thus harmless for the ozone layer. Until approx. 1992 ai…p. 604

16.3 Compressor oil / refrigeration oilp. 604

The compressor oil lubricates the movable parts in the compressor, seals e.g. the gap between piston and cylinder inside the compressor to prevent refrigerant loss and prevents other seals in the system from drying up.p. 604

Part of the compressor oil dissolves in the refrigerant until saturation is reached, so that a gas mixture of refrigerant, water steam, compressor oil and contrast agent circulates through the system.p. 604

Compressor oil (the oil quantity should be 10 % of the refrigerant weight) mixes with the refrigerant and circulates permanently through the system.p. 604

In connection with R134a- air conditioning systems special synthetic compressor oils, e.g. polyalkylene glycol (PAG) oils, are used. This is necessary, because e.g. mineral oil does not mix with R134a. Apart from this, the materials in the R134a air …p. 604

Properties of compressor oil / refrigeration oil:p. 604

The most important properties are high solvency in connection with refrigerants, good lubrication characteristics, that they are free of acids and their low water content. For this purpose only certain oils can be used. PAG-oils suitable for use with…p. 604

16.4 Working principle of the air conditioning systemp. 605

All air conditioning systems are based on the same principle. They extract heat from the surrounding environment. Everybody knows the effect: if a sweating body is exposed to wind it will cool down, because heat is extracted. For this purpose a refri…p. 605

Fig. 1 Principle sketch of an air conditioning systemp. 605

An engine driven compressor (1) draws in gaseous refrigerant from the evaporator (5) and compresses it. During this process the temperature of the refrigerant increases tremendously.p. 605

The refrigerant vapour is then pumped to the condenser (2). This condenser is arranged directly in front of the vehicle radiator, so that a sufficient air flow is assured. In the condenser (2) the gas is cooled down and consequently liquefied.p. 605

In the dryer / liquid container (3) the refrigerant is then collected and freed of moisture and contaminants.p. 605

The expansion valve (4) regulates the flow rate from the dryer / liquid container (3) back to the evaporator (5) and the circuit starts again.p. 605

16.5 Monitoring devicesp. 605

Pressure switchp. 605

The pressure switch (8) is used as monitoring feature for too high and too low pressures. The switching contacts (4 and 5) effect the magnetic clutch of the compressor via a relay (6).p. 605

If the system pressure increases excessively, e.g. because of a excessively soiled condenser, a failed fan or a defective expansion valve, the high pressure contact (5) will cut off the electric power supply to the magnetic clutch when the set pressu…p. 605

The low pressure contact (4) interrupts the electric power supply to the magnetic clutch when the set pressure is fallen short of (possible causes: lack of refrigerant, defective expansion valve, too low heat load, defective evaporator fan, …). Sin…p. 605

Thermostatp. 605

A frost protection thermostat (3) protects the evaporator against icing. Similar to the pressure switch, the thermostat activates or deactivates the magnetic clutch for the compressor. Depending on the design, the feeler of the temperature control is…p. 605

With adjustable temperature regulators the switching point can be changed so that the compressor is already shut down at higher temperatures. This enables regulation of the air temperature.p. 605

Monitoring chainp. 606

Fig. 2 Monitoring chain consisting of:p. 606

l 1 Switchp. 606

l 2 Fusep. 606

l 3 Thermostatp. 606

l 4 Low pressure switch contactp. 606

l 5 High pressure switch contactp. 606

l 6 Relayp. 606

l 7 Connection for magnetic clutchp. 606

l 8 Pressure switchp. 606

16.6 Description of componentsp. 606

Compressorp. 606

Fig. 1p. 606

The compressor is mounted to the engine and has the duty to build up the refrigerant pressure required for the function of the system. Coupling and decoupling is accomplished by an electromagnetically controlled mechanical clutch, which is integrated…p. 606

Compressor datap. 606

Displacement: 155 cm²p. 606

Weight: 6.9 kgp. 606

max. rpm: 6000p. 606

Sense of rotation: clockwisep. 606

Refrigerant: R134ap. 606

Oil quantity (scope of delivery): 207 grp. 606

Oil: PAG SP-20 (H14-003-404)p. 606

The compressor oil level must be checked after replacing a system component or if a leak in the system is suspected. Use only refrigeration oil PAG SP-20 (H14-003-404).p. 606

When replacing a heat exchanger, e.g. evaporator or condenser, any compressor oil / refrigeration oil lost by exchanging the components, must be replaced with fresh oil.p. 606

The actual quantity depends on the amount of oil that may have been lost in connection with the possible replacement of other components.p. 606

Used compressor oil / refrigeration oil must be disposed of as hazardous waste.p. 606

The following table shows how much compressor oil / refrigeration oil will be lost in connection with various types of work on the air conditioning system.p. 606

Reason of oil lossp. 607

Amount of oil lostp. 607

Loss when emptyingp. 607

approx. 15 grp. 607

Defective A/C hosep. 607

approx. 30 grp. 607

Hose changep. 607

approx. 15 grp. 607

Replacement of condenserp. 607

approx. 30 grp. 607

Replacement of evaporatorp. 607

approx. 30 grp. 607

Replacement of liquid containerp. 607

approx. 30 grp. 607

Replacement of expansion valvep. 607

approx. 15 grp. 607

Please bear in mind, that the new compressor is delivered with a filling of 207 gr. compressor oil. To avoid excessive oil in the A/C-system and thus a poor cooling effect, the oil level in the A/C-system must be adjusted accordingly.p. 607

The quantity depends on the amount of oil that may have been lost in connection with the possible replacement of other components.p. 607

The compressor oil quantity must be 10% of the refrigerant quantity in the complete system.p. 607

With a refrigerant filling of 1100 gr. the system requires a compressor oil / refrigerant oil filling of 100 gr.p. 607

Procedure:p. 607

Drain and measure the compressor oil from the old compressor.p. 607

Drain the compressor oil from the new compressor and only fill in the exact quantity that had been drained out of the old compressor. The compressor oil from the new compressor can be used for this purpose.p. 607

Topping up compressor oil / refrigeration oil is possible on a pressureless compressor directly into the oil pan, in a pressureless refrigeration system directly into the pressure side, but it is also possible to draw it into the pressure side of the…p. 607

Condenserp. 607

Fig. 1p. 607

The condenser is located in front of the the radiator for the machine. It emits heat energy from the system into the surrounding air and liquefies the gaseous refrigerant.p. 607

The fins must be free of dirt and damage.p. 607

When replacing a heat exchanger, e.g. evaporator or condenser, any compressor oil lost by exchanging the components, must be replaced with fresh oil.p. 607

Dryer / filter / fluid container / inspection glassp. 608

Fig. 1p. 608

Dryer / filterp. 608

The fluid container collects the fluid drops and passes these then as a constant flow to the expansion valve. Moisture that has entered during assembly of the refrigerant circuit is absorbed by a dryer in the fluid container.p. 608

At evaporation temperatures below zero the refrigerant will deposit previously absorbed moisture on the expansion valve, where this water turns into ice and thus adversely affects the controllability of the expansion valve. Moreover, moisture in the …p. 608

Inside the refrigerant container the heavy liquid refrigerant collects in the lower part of the container, flows through a rising pipe to the outlet marked "A" and thus ensures bubble free operation of the expansion valve.p. 608

Since the absorbing capacity of this filter/dryer is limited, it must be changed within certain service intervals. We recommend to replace it 1 x per years, before the start of the season.p. 608

The filter/dryer must generally be replaced whenever opening the refrigerant circuit, because moisture will enter in such a case.p. 608

This requires emptying the air conditioning system!p. 608

Installation position:p. 608

The arrow marks on the filter/dryer must point in flow direction, i.e. towards the expansion valve.p. 608

Filter/dryer cannot be treated for further use!p. 608

Pressure relief valvep. 608

Fig. 2p. 608

The fluid container is equipped with a safety valve.p. 608

Response pressure 32 +/- 4 barp. 608

Tightening torque 10 – 15 Nmp. 608

Inspection glassp. 608

Fig. 3p. 608

During operation the refrigerant must flow through the inspection glass without air bubbles. In most cases the presence of air bubbles is a sign for a too low refrigerant level in the system. Apart from this, the refrigerant may not sufficiently cond…p. 608

However, incorrect evacuation or filling may also be the reason for air entering into the system and since air cannot be condensed, one will not be able to get rid of these bubbles by topping up refrigerant. In this case the air conditioning system n…p. 608

Air in the system is characterized by high pressures and temperatures.p. 609

On R134a refrigeration systems from KONVEKTA the inspection glasses are equipped with moisture indicators. In addition to the float, the dryer/collector/inspection glass combination has an indicator pearl integrated in the inspection glass, which cha…p. 609

The refrigerant level should be inside the inspection glass and should only be checked after approx. 5 minutes continuous operation, because the refrigerant must first evenly distribute all over the system.p. 609

In case of mechanical damage or corrosion on this pressure container this collector unit must be replaced, to avoid bursting and further damage.p. 609

Expansion valvep. 609

Fig. 1p. 609

The expansion valve is mounted inside the HKL-module in the cabin. The expansion valve always allows a small amount of the high pressure liquefied refrigerant to flow into the evaporator, which has a much lower pressure. This lower pressure causes th…p. 609

The thermostatic expansion valve operates with an external pressure compensation. This type of expansion valve works with high accuracy, because it uses pressure and temperature at the evaporator outlet and adjusts and overheating of approx. 7 K. The…p. 609

In case of dirt in the refrigerant system you should also check or clean the screen at the expansion valve inlet.+p. 609

Evaporatorp. 610

Fig. 1p. 610

The evaporator is mounted inside the HKL-module in the cabin. It consists of a heat exchanger (inside air – refrigerant), with refrigerant flowing to a pipe system with cooling flanges.p. 610

As with the condenser, correct operation of all fans and cleanliness of the fins must be assured.p. 610

Air conditioning systems have a circulation air filter mounted in the air flow in front of the evaporator, which should be cleaned or changed by the operator after each third trip, depending on the amount of dirt.p. 610

A condensation water filter is mounted in the air flow after the evaporator. This filter has the function to collect the water that has condensed from the air in the evaporator block and to discharge this water into the water pan With a defective con…p. 610

When replacing a heat exchanger, e.g. evaporator or condenser, any compressor oil lost by exchanging the components, must be replaced with fresh oil.p. 610

Thermostatp. 610

Thermostat with fixed settingp. 610

Fig. 1p. 610

The feeler of a defroster thermostat to switch off the magnetic clutch in case of icing up or to switch the clutch back on after defrosting, is mounted on the evaporator.p. 610

With fixed temperature controls the control switches the compressor off at about +1 °C and back on again at about +2.5°C to +5.5 °C.p. 610

Adjustable thermostatp. 610

With adjustable temperature regulators the switching point can be changed so that the compressor is already shut down at higher temperatures. This enables regulation of the air temperature.p. 610

Fig. 2 adjustable temperature controllerp. 610

The adjusted temperature must be below the actual temperature inside the cabin, so that the compressor will be switched on.p. 610

Pressure switchp. 611

Fig. 1p. 611

After a minimum pressure is reached in the low pressure side or a maximum pressure in the high pressure side, the pressure switch will switch of the magnetic clutch of the compressor, thus to avoid destruction of system components by excessive pressu…p. 611

Working pressure:p. 611

Low pressure off: 1,5 ±0,5 barp. 611

Low pressure on: 3.5 barp. 611

Overpressure off: 25,0 ±1,5 barp. 611

Overpressure on: 18,0 ±1,5 barp. 611

Pipes and hosesp. 611

Pipes and hoses in air conditioning systems must meet very high requirements with respect to resistance against heat and pressure. The requirements concerning leak tightness and, in case of hoses, against diffusion, i.e. seepage of refrigerant throug…p. 611

O-rings are made of a special type of chloroprene rubber (neoprene). Before assembly of the air conditioning system these O-rings must be lubricated with compressor oil / refrigeration oil. The O-rings must always be replaced when assembling A/C-comp…p. 611

Recommended tightening torques for O-ring sealed fittingsp. 611

Threadp. 611

Spanner widthp. 611

Torquep. 611

5/8“p. 611

17 or 19p. 611

13,6 – 20,3 Nmp. 611

3/4“p. 611

32,5 – 39,3 Nmp. 611

7/8“p. 611

27p. 611

35,3 – 42,0 Nmp. 611

1 1/16“p. 611

32p. 611

40,7 – 47,5 Nmp. 611

M30X2p. 611

36p. 611

105,0 – 115,0 Nmp. 611

M36X2p. 611

41p. 611

165,0 – 175,0 Nmp. 611

Bending radii for air conditioning hosesp. 611

Hose typep. 611

Nominal widthp. 611

Bending radiusp. 611

GH 134p. 611

NW8p. 611

min. 50 mmp. 611

GH 134p. 611

NW10p. 611

min. 65 mmp. 611

GH 134p. 611

NW12p. 611

min. 75 mmp. 611

GH 134p. 611

NW16p. 611

min. 100 mmp. 611

GH 494p. 611

NW20p. 611

min. 160 mmp. 611

GH 494p. 611

NW25p. 611

min. 194 mmp. 611

GH 494p. 611

NW32p. 611

min. 225 mmp. 611

16.10 Checking, replacing the refrigerant compressor V-beltp. 612

16.7 Measuring the compressor oil levelp. 612

The compressor oil level must be checked after replacing a system component or if a leak in the system is suspected. Use only compressor oil / refrigeration oil PAG SP-20 (H14-003-404).p. 612

l Run the compressor for 10 minutes at engine idle speed.p. 612

l remove the refrigerant from the air conditioning system.p. 612

Fig. 1p. 612

l Turn the compressor, as shown inp. 612

(Fig. 1)p. 612

l Remove the oil plug.p. 612

The oil level must reach the bottom edge of the bore, top up or drain off oil if necessary.p. 612

l Close the oil plug again.p. 612

The contact area must be clean and should be free of damage.p. 612

Tightening torque 15 to 25 Nmp. 612

l Refill the air conditioning system.p. 612

16.10 Checking, replacing the refrigerant compressor V-beltp. 612

16.8 Checking the magnetic clutchp. 612

l Measure the voltage.p. 612

Nominal value = vehicle voltagep. 612

l Check the magnetic coil locking ring for secure fit.p. 612

l Check the current consumption.p. 612

Fig. 1p. 612

at 12 Volt vehicle voltage approx. 3.5 Amp.p. 612

at 24 Volt vehicle voltage approx. 1.75 Amp.p. 612

Overcurrent indicates a short circuit inside the magnetic coil.p. 612

No current indicates an interrupted electric circuit.p. 612

Fig. 2 Measuring the air gapp. 612

l Measure the air gap on the magnetic clutch between V-belt pulley (2) and thrust plate (1).p. 612

The gap should be 0.4 to 0.8 mm.p. 613

l Take off the drive V-belt and rotate the V-belt pulley by hand while the magnetic clutch is disengaged.p. 613

In case of excessive flatness faults or deviations the magnetic clutch needs to be replaced.p. 613

Cross-section of magnetic clutchp. 613

Fig. 3 shows a cross-section of the magnetic clutch. If the coil (7) is not supplied with operating voltage, there is no contact between the front plate of the clutch (1) and the V-belt pulley (2). A spring presses the front plate away from the belt …p. 613

Fig. 3 Cross-section of magnetic clutchp. 613

16.10 Checking, replacing the refrigerant compressor V-beltp. 613

16.9 Inspection and maintenance workp. 613

l Visual inspection of the complete system for damage.p. 613

l Check the compressor mounting bracket on the vehicle engine for tight fit and damage.p. 613

l Check the condition, alignment and tightness of the V-belt.p. 613

l Check the routing of refrigerant hoses and cables in the area of the vehicle engine and transmission, as well as on the chassis for chafing and rectify any detected faults. Ensure sufficient clearance to hot parts, such as the exhaust; install a pr…p. 613

l Check the routing of hoses and hoses on the attachment box or in the cabin.p. 613

l Check all hose and screw fittings for leaks.p. 613

l Check the fastening of the condenser unit.p. 613

l Clean the condenser fins, replace the condenser block if damaged fins are found.p. 613

l Check the fastening of the evaporator unit.p. 613

l Check the function of evaporator and condenser fans.p. 613

l Check the electric control panel. If discolorations on conductors are found, these should be replaced and possibly also the corresponding relays.p. 613

l Switch on the cooling system and check the refrigerant level.p. 613

l Filter/dryer and filter/dryer/fluid container combinations must always be replaced after opening the refrigerant circuit. If these are in service for more than 1 year, there is a risk that they may be clogged by excessive absorption of moisture! Th…p. 613

l Measure the temperature on the evaporator: Measure the intake air temperature – Measure the blow out air temperature – The temperature difference should be at least 8-10 K.p. 613

l Measuring the pressure in the refrigerant circuitp. 613

16.10 Checking, replacing the refrigerant compressor V-beltp. 614

Optional equipmentp. 614

Danger of injury!p. 614

Work on the V-belt must only be performed with the engine shut down.p. 614

Wear safety goggles.p. 614

Check the V-beltp. 614

Fig. 4p. 614

l Inspect the entire circumference of the V-beltp. 614

(Fig. 4)p. 614

l Check with thumb pressure whether the V-belt can be depressed more than 10 to 15 mm (0.4 – 0.6 inches) between the V-belt pulleys, retighten if necessary.p. 614

Tighten the V-belt.p. 614

Fig. 5p. 614

l Slightly slacken fastening screws 1, 2 and 3p. 614

(Fig. 5)p. 614

l Press the compressor in direction of arrow, until the correct V-belt tension is reached.p. 614

l Retighten all fastening screws.p. 614

Changing the V-beltp. 614

l Slightly slacken the fastening screws 1, 2 and 3.p. 614

l Press the compressor against the direction of arrow completely against the engine.p. 614

l Take the old V-belt off.p. 614

l Fit the new V-belt to the V-belt pulleys.p. 614

l Tension the V-belt as previously described.p. 614

Check the V-belt tension after a running time of 30 minutes.p. 614

16.11 Service the air conditioningp. 615

Optional equipmentp. 615

Clean the condenserp. 615

Danger of accident!p. 615

Do not clean with a hot water jet. Heat will cause extreme overpressure, which could cause damage or explosion of the system.p. 615

Use access steps and grips to mount and dismount the machine.p. 615

A soiled condenser results in a considerable reduction of air conditioning power.p. 615

Under extremely dusty conditions it may be necessary to clean the condenser several times per day.p. 615

If, during operation of the air conditioning system, the warning buzzer sounds switch the air conditioning off and clean the condenser.p. 615

In case of formation of foam have the air conditioning system inspected by the service department.p. 615

Fig. 6p. 615

l Unscrew the condenser fastening screwsp. 615

(Fig. 6)p. 615

l Clean the condenser fins on front and back with compressed air or cold water .p. 615

Checking the refrigerant levelp. 615

l Start the engine.p. 615

Fig. 7p. 615

l Turn the rotary switch for the cab ventilatorp. 615

(Fig. 7)p. 615

Fig. 8p. 615

l Choose a cooling temperature with the rotary switch for the air conditioning systemp. 615

(Fig. 8)p. 615

l Open the air outlet nozzles.p. 615

l Check, whether the out flowing air is noticeably cooler.p. 615

The adjusted temperature must be below the actual temperature inside the cabin, so that the compressor will be switched on.p. 615

Fig. 9p. 616

l Check whether the white floatp. 616

(Fig. 9)p. 616

The refrigerant level is correct.p. 616

Fig. 10p. 616

l If the white floatp. 616

(Fig. 10)p. 616

The refrigerant level is not correct.p. 616

l Refrigerant must be filled up, if necessary check the air conditioning system for leaks.p. 616

Checking the moisture level of the drying agentp. 616

Fig. 11p. 616

l Check the moisture indication pearlp. 616

(Fig. 11)p. 616

orangep. 616

Drying agent o.k.p. 616

colourlessp. 616

moisture level of drying agent too high.p. 616

l Inform the service department. Replace drier/collector unit, check air conditioning system.p. 616

Have the drier/collector unit replaced by the service department every year before the operating season.p. 616

Checking the condition of the drier/collector unitp. 616

According to the regulation for pressure reservoirs all pressure reservoirs must be repeatedly inspected by a specialist. In this sense repeated inspections are external examinations, normally on pressure reservoirs in operation. In connection with t…p. 616

Danger of injury!p. 616

In case of mechanical damage or corrosion on this drier/collector unit this unit must be replaced, to avoid bursting and further damage.p. 616

Fig. 12p. 617

l Check the drier/collector unitp. 617

(Fig. 12)p. 617

16.12 Drying and evacuationp. 617

Evacuation of air conditioning systems using R-type refrigerants not only has the purpose of emptying the system of all air before filling in refrigerant, but also to verify the leak tightness over a longer lifetime in the achieved vacuum. However, t…p. 617

Any water residues in the refrigerant circuit will combine with the refrigerant, which will lead to the previously described consequential damage.p. 617

Vacuum pumps with a capacity of more than 100 l/min and a final pressure of less than 30 micron, i.e. 0.039 mbar should be used to evacuate the refrigeration system.p. 617

The refrigerant compressor is not suitable for the purpose of evacuation, because it is not able to achieve a sufficient final vacuum and, apart from this, may be mechanically damaged because of a lack of lubrication when running empty during evacuationp. 617

It is common practice to evacuate the refrigeration system to a final vacuum of 1 Torr, i.e. 1.33 mbar.p. 617

Function drying:p. 617

Under normal ambient pressure (1.013 mbar) evaporates absolute at 100° C. If the pressure is reduced, water will already evaporate, e.g. under a pressure of 10 mbar, at an ambient temperature of almost 7°C, but the water will not evaporate all at o…p. 617

16.13 Emptying in case of repairp. 618

For repair work the air conditioning systems must very often be emptied of all refrigerant.p. 618

Especially with expensive refrigerants and larger amounts of oil it may be necessary to keep the refrigerant for later use.p. 618

For later use these refrigerants must be drawn out with suitable equipment and intermediately stored in collecting containers.p. 618

Contaminated refrigerant must be disposed of environmentallyp. 618

Releasing refrigerant into the atmosphere is prohibited (see restrictive injunction concerning CFC, day of enforcement 01. 08. 1991, § 8)p. 618

For draining refrigeration systems you should not simply use any delivery containers, but only appropriate pressure bottles, which must be specially marked and should comply with the pressure gas directive.p. 618

When transferring refrigerant you must make sure that the bottle does not contain more than the permitted amount of refrigerant in litres and has sufficient gas space for expansion (filling factor: 0,7).p. 618

In order to reduce the evacuation period in case of short repairs, you may fill the refrigerant circuit with approx. 0.5 bar nitrogen when opening. This ensures that nitrogen will flow out of the refrigerant circuit while it is open and no air or moi…p. 618

16.14 Leak testp. 618

The use of leak detection colouring matter is not permitted, because its chemical composition is unknown and its effect on compressor oil and rubber elements is not predictable. The use of leak detection colouring matter makes any warranty claims nul…p. 618

Before starting the evacuation process, the refrigerant circuit is filled with nitrogen through a pressure reducer valve (approx. 22 bar). After this all connections in the air conditioning system are checked with the help of a suitable leak detectio…p. 618

A leak test is required if a pressure drop is noticed.p. 618

The leak test must be repeated after filling the air conditioning system with refrigerant.p. 618

Leak test with electronic leak testerp. 618

Fig. 1 Electronic leak testerp. 618

Small leaks with only very low amounts of refrigerant escaping can be detected, e.g. with an electronic leak tester. Such equipment is able to detect leaks of less than 5 gr. per year.p. 618

The leak tester used must be specially designed for the refrigerant composition in the air conditioning system. For example, leak detectors for refrigerant R12 are not suitable for R134a, because the refrigerant R134a is free of chlorine atoms, meani…p. 618

Leak test with soap bubblesp. 618

Fig. 2 Soap bubble testp. 618

Points susceptible for leakage are sprayed with a soapy solution. Bubbles indicate the leak. The detection limit for R 134a is 250 g/year.p. 618

16.15 Filling instructionsp. 619

Filling instructionsp. 619

Filling of refrigerant into the dried, vented and oil filed machines takes place under various conditions.p. 619

In most large series production facilities highly complicated equipment is available for this purpose, whereas individual machines at the place of installation must be filled directly from the refrigerant container.p. 619

Liquid refrigerant is only used to pre-fill the pressure side of the evacuated refrigeration system (protective filling).p. 619

After switching the refrigeration system on and watching the inspection glass, gaseous refrigerant can be filled into the system while the engine is running, if the refrigerant level is found to be too low (gas bubbles in the inspection glass).p. 619

Liquid refrigerant in the suction side of the compressor should generally be avoided during filling and operation of the refrigeration system, since this could damage the compressor..p. 619

When filling the air conditioning system directly from the refrigerant bottle care must be taken not to overfill the system. As an additional control and for statistical purposes, e.g. for refilling, it is important to write down the weight of the fi…p. 619

With correct operation of the air conditioning the refrigerant container should be about 1/3 filled with liquid refrigerant, the evaporator should be maximally filled at the calculated evaporation temperature, i.e. the suction line should only be a f…p. 619

White frost on the suction line is no measure for assessing the filling.p. 619

Fig. 1p. 620

Pos.p. 620

Designationp. 620

Pos.p. 620

Designationp. 620

1p. 620

High pressure – gaseousp. 620

13p. 620

Manual shut-off valve (not used)p. 620

2p. 620

High pressure – liquidp. 620

14p. 620

Pressure switch with high and low pressure contactsp. 620

3p. 620

Low pressure – gaseousp. 620

15p. 620

Defroster thermostatp. 620

4p. 620

Compressorp. 620

16p. 620

Vacuum meterp. 620

5p. 620

Compressor pressure switch (not used)p. 620

17p. 620

Low pressure gaugep. 620

6p. 620

not usedp. 620

18p. 620

High pressure gaugep. 620

7p. 620

Evaporatorp. 620

19p. 620

Pressure reducing valvep. 620

8p. 620

Expansion valvep. 620

20p. 620

Vacuum pumpp. 620

9p. 620

Inspection glassp. 620

21p. 620

Nitrogen bottlep. 620

10p. 620

Filter dryerp. 620

22p. 620

Refrigerant bottlep. 620

11p. 620

Fluid containerp. 620

23p. 620

Pressure gauge barp. 620

12p. 620

Capacitorp. 620

Filling instructionsp. 621

1 Connect the service adapter with the blue hand wheel in the suction side.p. 621

2 Connect the service adapter with the red hand wheel in the pressure side (the hand wheels on the service adapters must be fully backed out – left hand stop)p. 621

3 Connect the blue suction hose below the blue hand wheel on the pressure gauge bar to the blue service adapter.p. 621

4 Connect the red pressure hose below the red hand wheel on the pressure gauge bar to the red service adapter.p. 621

5 Connect the yellow hose below the yellow hand wheel on the manometer bar to the 2-stage vacuum pump.p. 621

6 Connect the last hose below the black hand wheel on the nitrogen bottle via the pressure reducing valve.p. 621

7 Check on the pressure gauge bar that all hand wheels are closed.p. 621

8 Turn the hand wheels on both service adapter clockwise. This opens the valves (right hand stop).p. 621

9 Open the valve on the nitrogen bottle (only via pressure reducer); pressure approx. 20 bar.p. 621

10 Open the black and red hand wheels on the pressure gauge bar and fill nitrogen into the system, until a pressure of approx. 3.5 to 5.0 bar is indicated on the suction side.p. 621

11 Then open the blue hand wheel and raise the pressure in the suction side (max. 10 bar). Check for leaks with a leak detection fluid or soapsuds.p. 621

12 If the system is leak tight, release the nitrogen from the system. For this purpose disconnect the hose from the nitrogen bottle and open the red, blue and black hand wheels on the pressure gauge bar.p. 621

13 Then connect the hose to the refrigerant bottle.p. 621

14 Switch on the vacuum pump and open all hand wheels on the pressure gauge bar. In case of a leak no or only an insufficient vacuum will be reached. In this case proceed as described under point 9-12. Once the leak is sealed continue with point 14.p. 621

15 Once a sufficient vacuum is reached, both pressure gauges show -1, close all hand wheels on the pressure gauge bar.p. 621

16 Switch off the vacuum pump, watch the pressure gauges to see whether the vacuum is maintained.p. 621

17 Open the valve on the refrigerant bottle and open the black and red hand wheels on the pressure gauge bar. Fill refrigerant into the system, until a pressure equilibrium between suction and pressure side is reached (reading of pressure gauges).p. 621

18 Close the red hand wheel.p. 621

19 Perform a leak test with the electronic leak detector.p. 621

20 Start the engine and switch on the system.p. 621

21 Open the blue hand wheel and continue filling in refrigerant until the inspection glass is free or air bubbles (in fluid container/dryer combinations the white pearl should float in the upper third of the inspection glass). Then close the refriger…p. 621

22 Close the blue hand wheel on the pressure gauge bar.p. 621

23 Preparing the test run: -Close windows and doors -Fan on full speed stage -Mount measuring feelers to air discharge and air intake.p. 621

24 Run the system for approx. 20 minutes with medium engine speed.p. 621

25 The temperature difference between air discharge and air intake should be (depending on type of air condition) 8-10°C. Ambient temperature in this case approx. 20 °C. (These data are only reference values, which may be influenced by possible ins…p. 621

26 Switch off system and engine and check for leaks again.p. 621

27 Turn out (left hand stop) and remove the hand wheels on both service adapters.p. 621

28 Fit all valves with dust caps.p. 621

29 Perform a leak test.p. 621

30 Mark the system with the corresponding type plates and information decals, such as type of oil and refrigerant.p. 621

16.16 Trouble shooting in refrigerant circuit, basic principlesp. 622

Basic principlesp. 622

Requirementsp. 622

For trouble shooting two requirements must be fulfilled:p. 622

l Expert knowledgep. 622

l technical equipmentp. 622

Technical equipmentp. 622

Pressure gauge and thermometer are the most important auxiliary means for trouble shooting. The refrigerant states, such as overheating and undercooling, provide important information when performing trouble shooting. Even your own senses should not …p. 622

The following tools and auxiliary means should be available for trouble shooting:p. 622

l Service stationp. 622

l Pressure gaugep. 622

l Thermometerp. 622

l dry nitrogenp. 622

l Refrigerant bottle for new refrigerantp. 622

l Container for old oilp. 622

l Vacuum pumpp. 622

l Hosesp. 622

l Scalesp. 622

l Suction stationp. 622

l Leak detectorp. 622

The measuring equipment must be checked at regular intervals. Calibration can only be made by an approved testing authority.p. 622

Pressure gaugep. 622

Most pressure gauges used in practice are (for cost reasons) overpressure gauges. These pressure gauges measure the excess pressure in relation to the ambient pressure (air pressure). In order to achieve the absolute (actual) pressure the ambient pre…p. 622

Pp. 622

absp. 622

ambp. 622

ep. 622

Pp. 622

absp. 622

Pp. 622

ambp. 622

Pp. 622

ep. 622

Fig. 2 Pressure gaugep. 622

Example:p. 622

A totally empty air conditioning system holds an atmospheric pressure of approx. Pp. 622

ambp. 622

Filling the system with refrigerant causes an overpressure of Pp. 622

ep. 622

Pp. 622

absp. 622

ambp. 622

ep. 622

Evacuating the system down to Pp. 622

ep. 622

Pp. 622

absp. 622

ambp. 622

ep. 622

Pressure gauge with saturation temperature scalep. 623

Fig. 3 Absolute pressure gaugep. 623

Temperature scales on the pressure gauges always refer to the absolute pressures Pabs. Please note that it is not possible to measure a temperature directly with a pressure gauge. The indicated temperatures are just reference values. Only the saturat…p. 623

If the refrigerant is fluid, the temperature is below the saturation temperature.p. 623

If the refrigerant is gaseous, the temperature is above the saturation temperature.p. 623

Pressure gauges must indicate 0 bar when not connected to the system.p. 623

Low pressure gauges have a blue, high pressure gauges a red border.p. 623

Thermometerp. 623

The thermometers used are normally digital thermometers with surface or attachment sensors. Good heat insulation of the measuring location must be assured, especially in case of big temperature differences. An economical use of heat-conduction paste …p. 623

Overheatingp. 623

Common overheating valuesp. 623

Due to its design a refrigerant compressor can only deliver gaseous or vaporous substances. Fluids are not compressible and must therefore not enter into the compression chamber of the compressor.p. 623

If the suction condition of the compressor is directly on the dew line, an e.g. incorrect evaporator load can cause "wet suction". This can lead to two processes, which are destructive for the compressor. The liquid refrigerant washes off the lubrica…p. 623

Apart from protecting the compressor against fluid, overheating has further advantages. Since the fluid proportions in the drawn in steam reduces the flow rate of the compressor, it may be increased by a overheating. Overheating also improves the oil…p. 623

Common overheating valuesp. 623

The optimal overheating value is approx. 5 – 8 Kelvin. With this overheating the maximum system power is reached. However, the thermostatic expansion valve is unable to regulate this value exactly. Depending on design and operating conditions overhea…p. 623

Overheating is calculated as follows:p. 623

D tp. 623

Dp. 623

o2hp. 623

op. 623

D tp. 623

Dp. 623

o2hp. 623

tp. 623

o2hp. 623

tp. 623

op. 623

"p. 623

hp. 623

Supercoolingp. 623

Common supercooling valuesp. 623

It is the function of the expansion valve to reduce the refrigerant to a lower pressure level (evaporation pressure) after it has been liquefied. For an optimal function of the valve pure fluid must be applied to its inlet port.p. 623

The refrigerant must "squeeze" (literally speaking) through a throttle gap inside the expansion valve. When comparing a certain mass of refrigerant in liquid and vaporous condition (under constant pressure), the vaporous refrigerant requires a much h…p. 623

Vaporous refrigerant in front of the expansion valve reduces the flow rate and results in an undersupply of the evaporator with refrigerant. Evaporation pressure and evaporator power will drop.p. 623

If the refrigeration system is operated with the "expansion valve inlet" condition directly on the boiling curve, slightest fluctuations in operating condition may cause a formation of bubbles in front of the expansion element.p. 624

For this reason one shifts the condition "Expansion Valve Inlet" away from the boiling curve into the fluid area and refers to this condition as Supercooling. This supercooling ensures a fluid supply in front of the expansion valve.p. 624

Common supercooling valuesp. 624

In systems with fluid container the supercooling at the fluid container outlet is approx. Zero "0" Kelvin (assumed that the system is filled with the correct refrigerant quantity). In this case the fluid container provides the required fluid supply.p. 624

Supercooling is calculated as follows:p. 624

D tp. 624

Dp. 624

c2up. 624

cp. 624

c2up. 624

D tp. 624

Dp. 624

c2up. 624

tp. 624

c2up. 624

tp. 624

cp. 624

"p. 624

up. 624

Fig. 1 Refrigerant circuit with t, h- diagramp. 625

Posp. 625

Designationp. 625

Posp. 625

Designationp. 625

1p. 625

Hot gas line (overheated steam)p. 625

9p. 625

Evaporatorp. 625

2p. 625

Deheating (overheated steam)p. 625

10p. 625

Overheating (overheated steam)p. 625

3p. 625

Condenser / liquefierp. 625

11p. 625

Suction steam line (overheated steam)p. 625

4p. 625

Condensation (wet steam)p. 625

12p. 625

Compressorp. 625

5p. 625

Fluid line (supercooled fluid)p. 625

13p. 625

Supercooling (fluid)p. 625

6p. 625

Expansion valvep. 625

14p. 625

Compactionp. 625

7p. 625

Injection line (wet steam)p. 625

15p. 625

Expansionp. 625

8p. 625

Evaporation (wet steam)p. 625

16.17 Trouble shooting, refrigerant circuit diagramp. 626

Fig. 1 Refrigerant circuit diagramp. 626

Pos.p. 626

Designationp. 626

Pos.p. 626

Designationp. 626

1p. 626

Cold airp. 626

9p. 626

Pressure switch with high and low pressure contactsp. 626

2p. 626

Evaporatorp. 626

10p. 626

Dryerp. 626

3p. 626

Thermostatp. 626

11p. 626

Fluid containerp. 626

4p. 626

Warm airp. 626

12p. 626

Hot airp. 626

5p. 626

Gebläsep. 626

13p. 626

Compressorp. 626

6p. 626

Inspection glassp. 626

14p. 626

Condenserp. 626

7p. 626

Expansion valvep. 626

15p. 626

Cooling airp. 626

8p. 626

Pressure gauge, high pressurep. 626

16p. 626

Pressure gauge, low pressurep. 626

16.18 Trouble shooting procedurep. 627

Procedurep. 627

Knowledgep. 627

Trouble shooting is not possible with exact knowledge about the system design, the installed components and their function in the system trouble shooting is not possible:p. 627

Visual inspectionp. 627

With the appropriate experience some faults can be visually detected or felt. Frequently occurring condenser soiling or formation of steam bubbles in the inspection glass can be quickly detected.p. 627

In case of unusual formation of hoarfrost on the evaporator the hoarfrost pattern provides useful information. Hoarfrost only occurring at the inlet side is a clear indication of insufficient refrigerant feed, which in turn indicates an incorrectly w…p. 627

Even overheating can sometimes be detected with the naked eye. At the end of the evaporator there should be an area which is dry or at least drier at evaporator temperatures above -2 °C.p. 627

The fluid line in the refrigeration system is warm. If a local cooling can be felt or if condensation develops, this is a clear indicator for an extreme pressure drop in the line. Similar phenomena can be noticed in case of blocked filters.p. 627

Unusually cold pressure lines indicate "wet" intake of the compressor.p. 627

The oil level in the compressor sight glass provides information about the oil quantity and the oil recirculation in the system. However, the oil level may also be considerably influenced by condensing refrigerant. Discoloration informs about the sta…p. 627

Water in the system can simply be detected through the inspection glass with moisture indicator.p. 627

The dangerous part of common rules is that they apply in most, but not in all cases. The refrigerant states in the individual piping sections or components must therefore be exactly determined by means of pressure and temperature measurements.p. 627

Test prerequisitesp. 627

l Cooler and condenser are clean, clean if necessary.p. 627

l The ribbed belt for compressor and generator is correctly tightened.p. 627

l All air ducts, covers and seals are OK and correctly fitted. Flaps reach their end positions.p. 627

l The engine has operating temperature.p. 627

l Evaporator and heating (with highest fresh air fan speed) do not draw leak air.p. 627

l The fresh air fan runs when the engine is running and the air conditioning system is set to max. cooling power.p. 627

l Ambient temperature above 15 °C.p. 627

l The thermostat is correctly installed and the switching temperatures are correct.p. 627

Example: Measurement of overheatingp. 628

Measuring points and measurementsp. 628

Fig. 2 Flow diagram with measuring pointsp. 628

l C, condenser measuring pointsp. 628

l E, expansion valve measuring pointsp. 628

l O, evaporator measuring pointsp. 628

l V, compressor measuring pointsp. 628

The flow diagram contains "Minimum Requirements" which must be fulfilled to be able to check the system or perform trouble shooting.p. 628

Example: Measurement of overheatingp. 628

l a) Which measuring equipment is required?p. 628

l b) Where to measure with which size?p. 628

l c) A pressure gauge connected to the evaporator indicates "Pp. 628

eo2p. 628

op. 628

l d) How high is the evaporator temperature "tp. 628

op. 628

l e) A thermal sensor attached to the evaporator outlet measures the temperature "tp. 628

o2hp. 628

Dp. 628

o2hp. 628

l f) Evaluation of the measured overheating.p. 628

Solution:p. 629

l a) Pressure gauge, thermometer, steam tablep. 629

l b) Evaporation pressure "Pp. 629

eo2p. 629

o2hp. 629

l c) Pp. 629

op. 629

eo2p. 629

ambp. 629

l d) "Pp. 629

cp. 629

op. 629

l e)p. 629

Dp. 629

o2hp. 629

op. 629

l f) The determined overheating is within the usual range of 4 – 12 Kelvin.p. 629

Example: Measuring supercoolingp. 629

l a) Which measuring equipment is required?p. 629

l b) Where to measure with which size?p. 629

l c) A pressure gauge connected to the condenser indicates "Pp. 629

ec2p. 629

cp. 629

l d) How high is the condensing temperature "tp. 629

cp. 629

l e) A thermal sensor attached to the condenser outlet measures the temperature "tp. 629

c2up. 629

Dp. 629

c2up. 629

l f) Evaluation of the measured supercooling.p. 629

Solution:p. 629

l a) Pressure gauge, thermometer, steam tablep. 629

l b) Condensing pressure "Pp. 629

ec2p. 629

c2up. 629

l c) Pp. 629

cp. 629

ec2p. 629

ambp. 629

l d) "Pp. 629

cp. 629

l e)p. 629

Dp. 629

c2up. 629

cp. 629

c2up. 629

l f) The determined overheating is within the usual range of approx. "0" Zero Kelvin.p. 629

Typical faults and possible causesp. 629

Most faults in the refrigerant side of the system can be clearly assigned with the help a checklist. r Occurring faults frequently have a similar appearance, but different causes. An evaporator showing hoarfrost may be quite normal. However, there ma…p. 629

The following list contains pressure values in a system, that can be expected at various ambient temperatures (measured at medium speeds).p. 629

Suction pressure (low pressure gauge)p. 629

Ambient temperature in °Cp. 629

Excess pressure in barp. 629

25p. 629

approx. 2,0p. 629

30p. 629

approx. 2,5p. 629

35p. 629

approx. 3p. 629

High pressure (high pressure gauge)p. 629

Ambient temperature in °Cp. 629

Excess pressure in barp. 629

25p. 629

approx. 8,0p. 629

35p. 629

approx. 13p. 629

40p. 629

approx. 16p. 629

45p. 629

approx. 18p. 629

Noise in systemp. 630

Values effecting the operating pressuresp. 630

Since the pressures occurring in a refrigeration system are highly dependent on environmental conditions, it is mandatory to know these dependencies. The following table contains some of these dependencies.p. 630

Measuring valuep. 630

Suction pressurep. 630

High pressurep. 630

increasesp. 630

dropsp. 630

increasesp. 630

dropsp. 630

Compressor speedp. 630

increasesp. 630

Xp. 630

dropsp. 630

Xp. 630

Vehicle interior temperaturep. 630

increasesp. 630

Xp. 630

dropsp. 630

Xp. 630

Ambient temperaturep. 630

increasesp. 630

Xp. 630

dropsp. 630

Xp. 630

Humidityp. 630

increasesp. 630

Xp. 630

dropsp. 630

Xp. 630

Noise in systemp. 631

Suction pressure too low (1), high pressure too low to normal (2)p. 631

Fig. 3p. 631

Causep. 631

Possible effectp. 631

Remedyp. 631

Lack of refrigerantp. 631

no supercooling, bubbles in inspection glass, high overheating, hoarfrost on evaporatorp. 631

Check for leaks, refillp. 631

Evaporator fins or air filter soiledp. 631

Cooling power too lowp. 631

cleanp. 631

Evaporator fan failedp. 631

Low pressure shut offp. 631

Repair the fanp. 631

Expansion valve defectivep. 631

Suction pressure gauge shows vacuum, because the valve has closedp. 631

Replace the valvep. 631

Screen or nozzle in expansion valve cloggedp. 631

high overheatingp. 631

cleanp. 631

Filter dryer cloggedp. 631

Bubbles in inspection glass, high overheating, filter dryer coldp. 631

Change filter dryerp. 631

Heat power too lowp. 631

Frequent low pressure shut off, thawing thermostat / rotary thermostat switching too frequentlyp. 631

Check the controlp. 631

Noise in systemp. 632

Suction pressure normal (1), high pressure too high (2)p. 632

Fig. 4p. 632

Causep. 632

Possible effectp. 632

Remedyp. 632

Condenser dirtyp. 632

high hot gas temperature, low cooling powerp. 632

cleanp. 632

Condenser fan failedp. 632

high hot gas temperature, high pressure shut downp. 632

repairp. 632

overfilledp. 632

high hot gas temperature, low supercooling, low cooling powerp. 632

Correct the filling capacityp. 632

Leak gas (air)p. 632

high hot gas temperature, low measured supercooling, low cooling powerp. 632

renew fillingp. 632

Restriction between compressor and condenserp. 632

high hot gas temperature, low cooling powerp. 632

Check lines and valvesp. 632

Noise in systemp. 633

Suction pressure too high (1), high pressure too low to normal (2)p. 633

Fig. 5p. 633

Causep. 633

Possible effectp. 633

Remedyp. 633

Compressor defectivep. 633

Cooling power too lowp. 633

Replace the compressorp. 633

Noise in systemp. 634

Suction pressure too high (1), high pressure too high (2)p. 634

Fig. 6p. 634

Causep. 634

Possible effectp. 634

Remedyp. 634

Expansion valve defectivep. 634

overheating too low, wet operation of compressorp. 634

Replace the valvep. 634

Noise in systemp. 635

Other faultsp. 635

Symptomp. 635

Causep. 635

Possible effectp. 635

Remedyp. 635

Hot gas temperature too high, the hot gas line becomes so hot that it cannot be touched long with a handp. 635

Lack of refrigeration oilp. 635

increased compressor wearp. 635

Refill refrigeration oilp. 635

Compressor does not startp. 635

Pressure switch or any other safety feature has triggered, electrical fault, cylinder filled with liquid refrigerantp. 635

System stoppedp. 635

Check the control units, check cause for switching and rectifyp. 635

Compressor switches continuouslyp. 635

Switching difference too small, triggering of a switching element (overpressure switch, low pressure switch), lack of refrigerant, fan defective, overfilledp. 635

Cycling of compressor, increased wear, too low cooling powerp. 635

Check the control units, check cause for switching and rectifyp. 635

Excessive overheatingp. 635

Expansion valve deadjusted or screen blocked, lack of refrigerantp. 635

low cooling power, hot gas temperatures too highp. 635

Replace the expansion valve, clean the screen, fill in refrigerant, leak testp. 635

Hoarfrost on inlet side of evaporatorp. 635

incorrectly working expansion valve, lack of refrigerantp. 635

too low infeed of refrigerant into the evaporatorp. 635

Check the expansion valve, check the refrigerant fillingp. 635

Evaporator fully covered with hoarfrostp. 635

Load problem, too low air flow volumep. 635

low cooling power of systemp. 635

Clean the evaporator, check the evaporator fanp. 635

Fluid line is warm and shows condensationp. 635

Pressure drop in fluid line, filter dryer cloggedp. 635

low cooling powerp. 635

Eliminate the pressure drop, replace the filter dryerp. 635

Exceptionally cold pressure linesp. 635

"Wet intake" of the compressor due to insufficient overheating of evaporatorp. 635

low cooling power, excessive wear of compressorp. 635

Clean the compressor, replace if necessary, replace the expansion valve if necessaryp. 635

Noise in systemp. 635

Faultsp. 635

Possible causep. 635

Remedyp. 635

V-belt loose or excessively wornp. 635

V-belt slips and generates noisep. 635

Retention or renew the V-beltp. 635

Magnetic clutch loudp. 635

Magnetic clutch runs until high pressure builds up, then the clutch starts to slipp. 635

Repair or replace the magnetic clutchp. 635

Refrigerant compressor is loudp. 635

Mounting bracket is loose, internal parts worn, low oil level in compressorp. 635

Repair the mounting bracket, replace the compressor, renew the refrigeration oilp. 635

Fan is loud, fan motor excessively wornp. 635

Replace the fan motorp. 635

Whistling and rattling noise in operation, noticeable unevenness when turning by handp. 635

V-belt pulley and bearing wornp. 635

Replace the bearing, check V-belt pulley for wearp. 635

Rattling noise or vibration of high pressure line, knocking noise in compressor, ball in inspection glass floating at the topp. 635

System overfilledp. 635

Draw out refrigerantp. 635

Expansion valve loudp. 635

excessive moisture in systemp. 635

Replace the dryerp. 635

Hissing noise in evaporator housing, on expansion valve, turbidity in inspection glass or ball does not floatp. 635

refrigerant level in system too lowp. 635

Perform a leak test, fill up the systemp. 635

Inspection glassp. 636

Faultsp. 636

Possible causep. 636

Remedyp. 636

Steam bubbles in inspection glassp. 636

No supercooling before expansion valve, lack of refrigerant in system, pressure loss in system, supercooling caused by excessively soiled filter dryerp. 636

Fill up the system, replace the filter dryer, perform a leak testp. 636

Discolouration of inspection glass (black from inside)p. 636

Lubricant destroyed by excessive operating temperaturesp. 636

Replace the refrigeration oil, examine the temperature increasep. 636

Moisture indicator changes to pinkp. 636

Moisture level of drying agent too highp. 636

Replace the filter dryerp. 636

Ball floats at bottomp. 636

lack of refrigerantp. 636

Fill the systemp. 636

Monitoring devicesp. 636

Faultsp. 636

Possible causep. 636

Remedyp. 636

The high pressure contact has switched off the magnetic clutchp. 636

System pressure exceeded, condenser excessively soiled, condenser fan defective, expansion valve defectivep. 636

Clean the condenser, replace the expansion valve, check the condenser fanp. 636

The low pressure contact has switched off the magnetic clutchp. 636

System pressure fallen short of, refrigerant level too low, expansion valve defective, evaporator fan defective, heat load too low, ambient temperature below 1.5 °Cp. 636

Clean the evaporator, replace the expansion valve, check the evaporator fanp. 636

The thermostat has switched off the magnetic clutchp. 636

Ambient temperature below 1°C, expansion valve defective, thermostat defective, air flow volume too lowp. 636

Check the thermostat switching point, replace the expansion valve, clean the evaporator, check the evaporator fanp. 636

Steam table for R134a

Temperaturep. 637

Pressurep. 637

Densityp. 637

spec. volumep. 637

spec. enthalpyp. 637

Evaporation heatp. 637

of the fluidp. 637

of the steamp. 637

of the fluidp. 637

of the steamp. 637

of the fluidp. 637

of the steamp. 637

17 Cabin assemblyp. 643

General safety regulations for assemblyp. 644

When installing the cabin to your machine you must strictly comply with the valid accident prevention instructions or the country specific regulations. However, dangers for persons and property may still arise, if:p. 644

l the lifting gear used has a too low bearing capacityp. 644

l damaged or worn lifting tackle is usedp. 644

l unqualified personnel is entrusted with the installationp. 644

l the safety instructions are not observedp. 644

Each person involved in the installation of the cabin must therefore read and comply with these safety regulations. If necessary, the customer must demand a written confirmation with signature.p. 644

Moreover, the following instructions and regulations must obviously also be complied with:p. 644

l applicable accident prevention instructionsp. 644

l generally accepted safety and road traffic regulationsp. 644

l country specific safety regulations. It is the duty of the operator to be acquainted with these instructions and to apply these accordingly. This applies also for local regulations concerning different types of handling work. Should the recommendat…p. 644

Changes and conversions to the cabin/ machinep. 644

Unauthorized changes to the cabin are prohibited for safety reasons.p. 644

Original parts and accessories have been specially designed for this machine. We wish to make explicitly clear that we have not tested or approved any parts or accessories not supplied by us. The installation and/ or use of such products may have an …p. 644

The manufacturer explicitly excludes any liability for damage caused by the use of non-original parts or accessories.p. 644

Notes on safety in the assembly instructionsp. 644

Paragraphs marked like this highlight possible dangers for persons.p. 644

Paragraphs marked like this highlight possible dangers for machines or parts of the machine.p. 644

Paragraphs marked like this contains technical information and hints for optimal assembly.p. 644

Paragraphs marked like this point out practices for safe and environmental disposal of fuels and lubricants as well as replacement parts.p. 644

Strictly observe the national regulations for the protection of the environment.p. 644

Information and safety stickers/decals on the cabinp. 644

Keep stickers/decals in good and legible condition (see spare parts catalogue) and comply with their meaning.p. 644

Replace damaged stickers/decalsp. 644

Work on heating linesp. 644

Before starting work on heating pipes relieve any pressure and let them cool down – danger of scalding!p. 644

After completing work on the heating system of the machine check all connections and fittings for leaks.p. 644

Working on electric parts of the machinep. 644

Before starting to work on electric parts of the machine disconnect the battery and cover it with insulating material.p. 644

Do not use fuses with higher ampere ratings and do not repair fuses with a piece of wire. Fire hazard.p. 644

17.1 Preparationsp. 645

Danger of accident!p. 645

For transport purposes the driver's seat must be tied down with cable straps thus to operate the seat contact switch. Before resuming operation of the machine these cable straps must strictly be removed to ensure safe and reliable function of the sea…p. 645

Check the 4 lifting eyes on the cabin roof for tight fit.p. 645

Fasten the lifting gear to all four lifting eyes.p. 645

Use lifting gear (chains or ropes) of sufficient load bearing capacity. The minimum load bearing capacity of the crane must be 1000 kg.p. 645

Do not stand or step under loads being lifted.p. 645

Fig. 7p. 645

l Make sure that all fastening screws, washers, spacers and nuts to fasten the cabin are availablep. 645

(Fig. 7)p. 645

l Check whether rear rack, foot mat, step plate and fastening kit are available.p. 645

Fig. 8p. 645

l Fasten the lifting gear to the four lifting eyes 1p. 645

(Fig. 8)p. 645

l Loosen possible fastening on the transport pallet.p. 645

l Slowly list the crane with a crane.p. 645

Danger of accident!p. 645

Do not stand or step under loads being lifted.p. 645

17.2 Cabin assemblyp. 646

Danger of accident!p. 646

Use lifting gear (chains or ropes) of sufficient load bearing capacity. The minimum load bearing capacity of the crane must be 1000 kg.p. 646

Do not stand or step under loads being lifted.p. 646

l Clean the operator's stand of dirt, oil and moisture.p. 646

Fig. 9p. 646

l Stick the supplied sealing tape 1p. 646

(Fig. 9)p. 646

Only unroll and stick the sealing tape on just before mounting the cab to the operator's stand. The sealing tape will swell a few minutes after being unrolled. In this case the cabin can no longer be mounted!p. 646

Fig. 10p. 646

l Stick the sealing tape 1p. 646

(Fig. 10)p. 646

l Do not run the sealing tape across the front recess in the operator's stand (2), since this is the air inlet for the cabin ventilation.p. 646

Mount the cabin immediately after sticking on the sealing tape, because the sealing tape will swell.p. 646

Fig. 11p. 646

l Spray the sealing tape with soapsudsp. 646

(Fig. 11)p. 646

Fig. 12p. 646

l Slowly lower the cabin vertically to the operator's standp. 646

(Fig. 12)p. 646

The cabine must be lowered vertically onto the operator's stand.p. 646

Fig. 13p. 647

Take care that none of the hoses and electric cables become squashedp. 647

(Fig. 13)p. 647

l Run cables and hoses from inside the cabin through the operator's stand to the outside.p. 647

Fig. 14p. 647

l Turn both fastening screwsp. 647

(Fig. 14)p. 647

Fig. 15p. 647

If the bores do not match the cabin can be moved into position by means of a crow barp. 647

(Fig. 15)p. 647

Fig. 16p. 647

l Tighten the bottom fastening screw on the access sidep. 647

(Fig. 16)p. 647

Fig. 17p. 647

l Loosen both fastening screwsp. 647

(Fig. 17)p. 647

The cabin will now slide into final assembly position.p. 647

l Tighten both fastening screwsp. 647

(Fig. 17)p. 647

Fig. 18p. 647

l Tighten the rear lateral fastening screw on the left hand side with 578 Nmp. 647

(Fig. 18)p. 647

Fig. 19p. 648

l Tighten the rear lateral fastening screw on the right hand side with 578 Nmp. 648

(Fig. 19)p. 648

Fig. 20p. 648

l Tighten the rear inside fastening screw on the right hand side with 578 Nmp. 648

(Fig. 20)p. 648

Fig. 21p. 648

l Turn nuts with washers onto both studs and tighten with 200 Nmp. 648

(Fig. 21)p. 648

Fig. 22p. 648

l Tighten the front lateral fastening screw on the right hand side with 578 Nmp. 648

(Fig. 22)p. 648

Fig. 23p. 648

l Tighten the front lateral fastening screw on the left hand side with 578 Nmp. 648

(Fig. 23)p. 648

Fig. 24p. 648

l Cover all lateral fastening screws with plastic capsp. 648

(Fig. 24)p. 648

Fig. 25p. 649

l Insert the foot mat 1p. 649

(Fig. 25)p. 649

Fig. 26p. 649

l Attach the step plate 1p. 649

(Fig. 26)p. 649

Fig. 27p. 649

l Insert the dashboard and fasten it with four fastening screwsp. 649

(Fig. 27)p. 649

Fig. 28p. 649

l Insert the rear rack and knock both plastic fasteners carefully into the bores with a hammerp. 649

(Fig. 28)p. 649

Fig. 29p. 649

l Connect the feed 1p. 649

(Fig. 29)p. 649

l Connect the feed (4) and the return flow (3) of the heating. (Observe the marks on the hoses).p. 649

Run the connecting lines for the heating parallel to each other (do not cross).p. 649

Check the function of air conditioning and heating within the scope of the function test.p. 649

Observe identical hose diameters when connecting.p. 649

Fig. 30p. 650

l Plug on both connecting plugs for the washing water pumpsp. 650

(Fig. 30)p. 650

Fig. 31p. 650

l Plug on the hoses for the washing water supply to front and rear windscreens 1p. 650

(Fig. 31)p. 650

Check the function of the washing water system within the scope of the function test.p. 650

Fig. 32p. 650

l Insert the plug 1p. 650

(Fig. 32)p. 650

l Close the bayonet catch by turning the corrugated cap nut in clockwise direction against the stop.p. 650

Before starting to work on electric parts of the machine disconnect the battery and cover it with insulating material.p. 650

Fig. 33p. 650

l Connect the plug connection of the air conditioning systemp. 650

(Fig. 33)p. 650

17.3 Final function tests and checksp. 651

Make sure that all screws have been tightened with the specified torque.p. 651

After the cabin assembly the following tests must be performed to assure that all cables and lines are correctly connected.p. 651

l Insert the ignition key and turn clockwise to position "1".p. 651

l Operate the switches for headlights, direction indicators and interior light to check their function.p. 651

l Operate the switches for front and rear windscreen washer system and check their correct function.p. 651

If the function of the windscreen washer system is reversed, the two washing water hoses must be interchanged.p. 651

l Start the engine.p. 651

l Switch the air conditioning on by the switch. After a five minute operation the cabin must become noticeably cooler.p. 651

l Switch the air heater on by the switch. After a five minute operation the cabin must become noticeably warmer.p. 651

l Function of the seat contact switch.p. 651

The machine must not be operated if the seat contact switch is not functioning correctly.p. 651

18 Replacing the cab window panesp. 653

Assembly of window panes

Fig. 1p. 654

1 Glass panesp. 654

2 Fastening elementp. 654

3 Fixing washer and spacerp. 654

4 Washerp. 654

5 Hexagon nut, self lockingp. 654

6 Protective capp. 654

18.2 Special tools, cabin windowsp. 655

Fig. 1p. 655

1. Locking handle for fastening elementp. 655

BOMAG part-no.: 055 705 84p. 655

Fig. 2p. 655

2. Suction lifterp. 655

commercialp. 655

Fig. 3p. 655

3. Cutterp. 655

Commercialp. 655

18.3 Auxiliary materialsp. 656

Safety glovesp. 656

Fig. 1p. 656

4. Cutterp. 656

Commercialp. 656

Fig. 2p. 656

5. Window glass bonding agentp. 656

BOMAG part-no.: 009 780 32p. 656

Fig. 3p. 656

6. Activatorp. 656

BOMAG part-no.: 009 780 33p. 656

Fig. 4p. 657

7. Silicone sealantp. 657

BOMAG part-no.: 009 700 36p. 657

18.4 Removing and installing the window panep. 658

Fig. 1p. 658

Environmental damagep. 658

Dispose of glass splinters fro0m machine and cabin or inside cabin in an environmentally friendly way.p. 658

Danger of cuttingp. 658

Wear safety gloves.p. 658

1. Pull large glass rests off the bonding stripp. 658

(Fig. 1)p. 658

Fig. 2p. 658

2. Clean the sealing surfaces from any adhesive materialp. 658

(Fig. 2)p. 658

3. Use a cutter to remove adhesive residues with glass rests.p. 658

4. Cover places without adhesive residues with an activator.p. 658

Fig. 3p. 658

5. Insert the fastening element with washer into the bore in the glass panep. 658

(Fig. 3)p. 658

Fig. 4p. 659

6. Turn the fixing and spacer washer hand-tight onto the thread of the fastening elementp. 659

(Fig. 4)p. 659

Do not overtighten the thread.p. 659

Fig. 5p. 659

7. Lay an approx. 1 cm high triangular bead of glass pane bonding agent on the inside of the pane, approx. 1.5 cm away from the edgep. 659

(Fig. 5)p. 659

Apply window pane bonding agent only to the sides (sealing areas) which have contact with the cabin.p. 659

Fig. 6p. 659

8. Attach the suction lifter to the outside of the panep. 659

(Fig. 6)p. 659

9. Install the window pane so that the fastening elements fit into the bores of the fastening bars.p. 659

10. Press the glass pane against the sealing surface.p. 659

Fig. 7p. 659

11. Assemble the washer and the self-locking hexagon nut.p. 659

12. Fasten the window pane to the fastening bar using a locking handle and a ring spannerp. 659

(Fig. 7)p. 659

Only use the locking handle to counter.p. 659

13. Press the protective cap onto the hexagon nut.p. 659

Fig. 8p. 660

14. Remove the suction lifterp. 660

(Fig. 8)p. 660

Fig. 9p. 660

15. Clean the joining edges on the window panep. 660

(Fig. 9)p. 660

The joint flanks must be solid, dry and free of dirt, dust, grease, oil and other foreign substances.p. 660

16. Mask the upper and lower contact areas to the cabin.p. 660

Fig. 10p. 660

17. Apply silicone sealant evenly and under pressure first to the inside joint edgep. 660

(Fig. 10)p. 660

Fig. 11p. 660

18. Then apply silicone sealant evenly and under pressure to the outside joint edgep. 660

(Fig. 11)p. 660

Fig. 12p. 661

19. Then spray the joints from inside and outside with water containing washing up liquidp. 661

(Fig. 12)p. 661

Fig. 13p. 661

20. Treat the inside jointp. 661

(Fig. 13)p. 661

Fig. 14p. 661

21. and the outside jointp. 661

(Fig. 14)p. 661

Once the silicone sealing agent has cured it can only be removed mechanically.p. 661

19 Drump. 663

5p. 664

Repair overview for drump. 664

Fig. 1 Drum + drum drivep. 664

1 Vibration motorp. 665

2 Swivel motorp. 665

3 Travel motorp. 665

4 Travel gearp. 665

5 Exciter unitp. 665

6 Drum shellp. 665

7 Rubber bufferp. 665

Fig. 2 Exciter shafts and eccentric weightsp. 665

1 Eccentric weights, outerp. 665

2 Eccentric weight, middlep. 665

3 Exciter shaft, leftp. 665

4 Exciter shaft, rightp. 665

5 Exciter shaft, middlep. 665

6 Coupling shaftp. 665

7 Additional weight only BW226p. 665

Fig. 3 Exciter unitp. 666

1 Exciter housing leftp. 667

2 Eccentric weightsp. 667

3 Coupling shaftp. 667

4 Exciter housing rightp. 667

5 Exciter housing middlep. 667

6 Drive shaftp. 667

7 Vibrator shaftp. 667

Fig. 4 Pinionp. 667

1 Inner bearing racep. 667

2 Pinionp. 667

3 Circlip (outer)p. 667

4 Feather keyp. 667

5 Gearp. 667

6 Circlip (outer)p. 667

7 Inner bearing race, bearing flangep. 667

8 Circlip (outer)p. 667

9 Outer bearing race with rolls, bearing flangep. 667

10 Bearing flangep. 667

11 Circlip (inner)p. 667

12 Circlip (inner)p. 667

13 Outer bearing race with rollsp. 667

14 Circlip (inner)p. 667

Fig. 5 Exciter housing rightp. 668

1 Radial sealp. 668

2 Outer bearing race with rollsp. 668

3 Circlip (inner)p. 668

4 Inner bearing racep. 668

5 Inner bearing racep. 668

6 Exciter shaft (right)p. 668

7 Circlips (outer)p. 668

8 Inner racep. 668

9 O-ringp. 668

10 Outer bearing race with rollsp. 668

11 Circlips (inner)p. 668

12 Gearp. 668

13 Socket head cap screwsp. 668

Fig. 6 Exciter housing leftp. 669

1 not usedp. 669

2 Outer bearing race with rollsp. 669

3 Circlip (inner)p. 669

4 Inner bearing racep. 669

5 Inner bearing racep. 669

6 Exciter shaft (left)p. 669

7 Circlips (outer)p. 669

8 not usedp. 669

9 not usedp. 669

10 Outer bearing race with rollsp. 669

11 Circlips (inner)p. 669

Fig. 7 Flanged hubp. 670

1 Flanged hubp. 670

2 Side platep. 670

3 Outer bearing race with rollsp. 670

4 Inner bearing racep. 670

5 Circlip (outer)p. 670

6 Circlip (inner)p. 670

7 Radial sealp. 670

8 Mechanical sealp. 670

9 O-ringp. 670

10 Tapered roller bearing set, outer bearing racep. 670

11 Tapered roller bearing set, inner bearing race with rollsp. 670

12 Tapered roller bearing set, two matching intermediate ringsp. 670

13 Tapered roller bearing set, outer bearing racep. 670

14 Tapered roller bearing set, inner bearing race with rollsp. 670

15 Spacer ringp. 670

16 Circlip (inner)p. 670

17 Clamping ringp. 670

18 Socket head cap screwsp. 670

Fig. 8 Flanged hub with side platep. 671

Fig. 9 Side plate and coverp. 672

Coat gear box from inside with grease (AUTOL TOP 2000).p. 672

1 Drive shaftp. 672

2 Acceleration transducer, B62p. 672

3 Speed sensor, B59p. 672

4 Vibration motorp. 672

5 Potentiometer, B97p. 672

6 Swivel motorp. 672

Fig. 10p. 673

5p. 674

19.2 Removing and installing the drump. 674

Removing the drump. 674

Fig. 1p. 674

After disassembling the side plate (vibration motor side) the drum can be lifted sideways out of the framep. 674

(Fig. 1)p. 674

Fig. 2p. 674

However, the drum can also be removed without having to disassemble the side plate, if it is lifted up and out of the framep. 674

(Fig. 2)p. 674

Removing the drump. 674

The following section describes the procedure for lifting the frame sideways out of the drum.p. 674

Fig. 3p. 674

1. Unscrew the fastening screws and remove the protection hoodp. 674

(Fig. 3)p. 674

Fig. 4p. 675

2. Open the hose bracketsp. 675

(Fig. 4)p. 675

Fig. 5p. 675

Environmental damagep. 675

Catch running out hydraulic oil and dispose of environmentally.p. 675

3. Mark the hydraulic hoses on the vibration motorp. 675

(Fig. 5)p. 675

4. Close all hydraulic hoses and vibration motor ports with suitable plugs.p. 675

Fig. 6p. 675

5. Mark the hydraulic hoses on the slewing motorp. 675

(Fig. 6)p. 675

6. Close all hydraulic hoses and slewing motor ports with suitable plugs.p. 675

Fig. 7p. 675

7. Mark the hydraulic hoses on the control valve blockp. 675

(Fig. 7)p. 675

8. Close all hydraulic hoses and control valve ports with suitable plugs.p. 675

9. Pull off both plugs (2) from the solenoid valve.p. 675

10. Disassemble the protection hood (1) for the plug of the wiring loom.p. 675

Fig. 8p. 676

11. Disconnect all plugsp. 676

(Fig. 8)p. 676

Fig. 9p. 676

12. Mark the hydraulic hosesp. 676

(Fig. 9)p. 676

13. Close all hydraulic hoses and travel motor ports with suitable plugs.p. 676

14. Disassemble the guard plates for speed range selection solenoid valve (1) and speed sensor (2).p. 676

Fig. 10p. 676

15. Disconnect the plug from the speed sensor solenoid valvep. 676

(Fig. 10)p. 676

16. Close the connections with plugs.p. 676

Fig. 11p. 676

17. Disassemble the front scraper 1p. 676

(Fig. 11)p. 676

18. Disassemble the rear scraper (2).p. 676

Fig. 12p. 677

Danger of accident!p. 677

Do not start or run the engine during repair work.p. 677

19. Support the front cross-member safelyp. 677

(Fig. 12)p. 677

Fig. 13p. 677

20. Properly support the rear cross-member on both sidesp. 677

(Fig. 13)p. 677

Fig. 14p. 677

21. Attach the lifting tackle to the side platep. 677

(Fig. 14)p. 677

22. Unscrew the front and rear fastening screws from the side plate.p. 677

Fig. 15p. 677

23. Unscrew the fastening screwsp. 677

(Fig. 15)p. 677

Danger of accident! Do not stand or step under loads being loaded.p. 677

24. Take off the side plate and lay it down.p. 677

Fig. 16p. 678

25. Unscrew the fastening screws on the travel motor sidep. 678

(Fig. 16)p. 678

Fig. 17p. 678

26. Fasten the lifting tackle to the drum and lift the drum carefully sideways out of the front framep. 678

(Fig. 17)p. 678

Danger of squashing! Do not stand or step under loads being loaded.p. 678

Fig. 18p. 678

27. Examine all rubber buffers on the travel motor sidep. 678

(Fig. 18)p. 678

28. Check the rectangular rubber buffers on the vibration motor side, replace if necessary.p. 678

Installing the drump. 679

Fig. 1p. 679

Danger of squashing!p. 679

Do not stand or step under loads being loaded.p. 679

1. Place the drum into the frame and align it parallel to the framep. 679

(Fig. 1)p. 679

Fig. 2p. 679

Assemble the side platep. 679

2. Attach the lifting tackle and assemble the side platep. 679

(Fig. 2)p. 679

Apply sliding lacquer OKS 240 to threads and screw head contact face to ease assembly.p. 679

3. Turn in the front and rear fastening screws and tighten with 463 Nm.p. 679

Fig. 3p. 679

4. Turn in and tighten the fastening screws on the travel motor sidep. 679

(Fig. 3)p. 679

Fig. 4p. 679

Adjust the pretension of the rubber buffers.p. 679

5. On the vibration motor side measure the distance „X“ between spacer block 1p. 679

(Fig. 4)p. 679

6. Calculate the thickness of the compensation plates. Nominal value: Distance „X“ + 2 mmp. 679

7. Turn in one screw (3) into each welded nut (2) on the spacer blocks and provide sufficient space to insert the compensation plates.p. 679

Fig. 5p. 680

8. Insert the compensation platesp. 680

(Fig. 5)p. 680

9. Turn in the fastening screws.p. 680

10. Unscrew the screws from the welded nuts.p. 680

11. Tighten the fastening screws.p. 680

Fig. 6p. 680

Connecting the travel motor sidep. 680

12. Connect hydraulic hoses to the travel motor ports according to the marks made during disassemblyp. 680

(Fig. 6)p. 680

13. Connect the plugs (Solenoid valve for travel speed range selection and speed sensor) and reassemble the guard plates (1) and (2).p. 680

Fig. 7p. 680

Connecting the vibration motor sidep. 680

14. Connect the hydraulic hoses to the ports on the vibration motor according to the markingp. 680

(Fig. 7)p. 680

Fig. 8p. 680

15. Connect hydraulic hoses to the slewing motor ports according to the marks made during disassemblyp. 680

(Fig. 8)p. 680

Fig. 9p. 681

16. Connect all cable plugs and reassemble the protection hood 1p. 681

(Fig. 9)p. 681

Ensure correct routing of the wiring harnesses!p. 681

17. Connect the hydraulic hoses to the ports on the control valve block according to the marking.p. 681

18. Plug in both plugs (2) on the solenoid valve.p. 681

Fig. 10p. 681

19. Fasten the bracketsp. 681

(Fig. 10)p. 681

Fig. 11p. 681

Adjusting the scrapersp. 681

20. Assemble the front scraper 1p. 681

(Fig. 11)p. 681

21. Assemble the rear scraper (2).p. 681

Observe the adjustment measurement 30-35 mm.p. 681

Fig. 12p. 681

22. Assemble the protection hoodp. 681

(Fig. 12)p. 681

Check the hydraulic system for function and leak tightness before putting the machine back into service.p. 681

Adjust the potentiometer (see Technical Manual VC).p. 681

Adjust the slewing motor (see Technical Manual VC).p. 681

19.3 Dismantling the drump. 682

Fig. 1p. 682

The oil drain plug must be positioned vertically below the drum center, if necessary move the drum as required.p. 682

1. Unscrew the oil drain plug with the seal ring (1p. 682

(Fig. 1)p. 682

2. Drain the oil off into a suitable container.p. 682

Dispose of oil according to applicable environmental regulations.p. 682

3. Screw the oil plug with seal ring back in.p. 682

Left drum sidep. 682

Fig. 2p. 682

4. Attach the lifting tackle to the spacer blockp. 682

(Fig. 2)p. 682

BW213 = 4 Rectangular rubber buffers.p. 682

BW226 = 8 Rectangular rubber buffers.p. 682

Fig. 3p. 682

Attach a support on the opposite side of the side platep. 682

(Fig. 3)p. 682

Fig. 4p. 683

5. Loosen the screw connections 1p. 683

(Fig. 4)p. 683

6. Lift the longitudinal rubber element with spacer block off the side plate and lay it down safely.p. 683

Fig. 5p. 683

7. Attach the lifting tackle to the second spacer block .p. 683

8. Loosen the screw connections 1p. 683

(Fig. 5)p. 683

9. Lift the longitudinal rubber element with spacer block off the side plate and lay it down safely.p. 683

Fig. 6p. 683

10. Attach the lifting tackle to the exciter unitp. 683

(Fig. 6)p. 683

Fig. 7p. 683

11. Unscrew the fastening screws for the flanged hubp. 683

(Fig. 7)p. 683

12. Unscrew the dummy plug (1) from the flanged hub and screw in fastening screws (forcing screws).p. 683

13. Press the exciter unit out of the drum with forcing screws.p. 683

Fig. 8p. 684

14. Lift the exciter unit carefully out of the drump. 684

(Fig. 8)p. 684

Right drum sidep. 684

Fig. 9p. 684

15. Attach lifting tackle to the drive disc with gearbox, travel motor and gearbox holderp. 684

(Fig. 9)p. 684

Fig. 10p. 684

16. Disassemble nuts and washersp. 684

(Fig. 10)p. 684

Fig. 11p. 684

17. Pull the drive unit out of the drump. 684

(Fig. 11)p. 684

Fig. 12p. 685

18. Check the rubber buffers, replace if necessaryp. 685

(Fig. 12)p. 685

Fig. 13p. 685

19. Unscrew the fastening screws from the bearing flangep. 685

(Fig. 13)p. 685

20. Turn in two guide bolts (2) (M20).p. 685

21. Unscrew the dummy plug (1) from the bearing flange and screw in fastening screws (forcing screws).p. 685

22. Force the bearing flange off the drum using two forcing screws.p. 685

Fig. 14p. 685

23. Attach the lifting tackle to the bearing flange and lift it off the drump. 685

(Fig. 14)p. 685

Fig. 15p. 685

24. Check cylinder roller bearing 1p. 685

(Fig. 15)p. 685

19.4 Assembling the vibrator unitp. 686

Fig. 1p. 686

Explorer bearings represent an entirely new performance class in the range of cylinder roller bearings with considerably improved performance parameters with respect to endurance, rotating characteristics and dynamic loading capacity.p. 686

Inner and outer bearing races are matched to each other and must not be mixed up by mistake.p. 686

Mark inner (A)p. 686

(Fig. 1)p. 686

Ensure strict cleanliness.p. 686

Assembling the exciter shaft (middle)p. 686

Fig. 2 Sectional drawingp. 686

1 Outer bearing race with rolls, travel motor sidep. 686

2 Circlip (inner)p. 686

3 Exciter shaft (middle)p. 686

4 Inner bearing race, travel motor sidep. 686

5 Inner bearing race, vibration motor sidep. 686

6 Circlips (outer)p. 686

7 Outer bearing race with rolls, vibration motor sidep. 686

8 Circlip (inner)p. 686

Fig. 3p. 686

1. Clean the exciter housing and blow it out with compressed airp. 686

(Fig. 3)p. 686

Lubricate the bearing seat area.p. 686

Inner and outer bearing races must not be mixed up by mistake.p. 686

2. Cool down the outer bearing race (1) to -25°C.p. 686

3. Press the outer bearing race (1)p. 686

(Fig. 2)p. 686

(Fig. 3)p. 686

Wipe off any ice!p. 686

4. Insert the circlip (2) into the groove (arrow) in the exciter housing.p. 686

Fig. 4p. 687

Lubricate the bearing seat areas.p. 687

Inner and outer bearing races must not be mixed up by mistake.p. 687

Danger of burning!p. 687

Wear safety gloves.p. 687

5. Heat both inner bearing races (4) and (5)p. 687

(Fig. 4)p. 687

6. Insert the circlips (6) into the grooves (arrow) in the exciter shaft.p. 687

Oil the inner bearing races.p. 687

Fig. 5p. 687

7. Turn the exciter housing by 180°.p. 687

8. Attach suitable lifting tackle to the pre-assembled exciter shaft and move it carefully into the exciter housingp. 687

(Fig. 5)p. 687

Fig. 6p. 687

9. Remove the lifting gearp. 687

(Fig. 6)p. 687

Check the bearings.p. 687

Fig. 7p. 688

Lubricate the bearing seat area.p. 688

Inner and outer bearing races must not be mixed up by mistake.p. 688

10. Cool down the outer bearing race (7) to -25°C.p. 688

11. Press the outer bearing race (7)p. 688

(Fig. 7)p. 688

(Fig. 2)p. 688

12. Insert the circlip (8) into the groove (arrow) in the exciter housing.p. 688

Fig. 8p. 688

Wipe off ice and check the bearingsp. 688

(Fig. 8)p. 688

Assembling the wheel setp. 689

Fig. 9p. 689

Lubricate the bearing seat area.p. 689

13. Cool down the outer bearing race 13p. 689

(Fig. 9)p. 689

(Fig. 16)p. 689

14. Press the outer bearing race (13) into the exciter housing against the end stop.p. 689

Wipe off any ice!p. 689

15. Insert circlip (14)p. 689

(Fig. 9)p. 689

(Fig. 16)p. 689

Fig. 10 Sectional drawingp. 689

Assemble the intermediate gearp. 689

(Fig. 10)p. 689

1 Stub axlep. 689

2 Circlip (inner)p. 689

3 Intermediate gearp. 689

4 Inner bearing racep. 689

5 Spacer ringp. 689

6 Bearing racep. 689

7 Outer bearing race with rollsp. 689

Fig. 11p. 689

16. Insert the spacer ring (5)p. 689

(Fig. 11)p. 689

17. Assemble the bearing race (6).p. 689

Fig. 12p. 689

Oil the intermediate gear.p. 689

18. Cool down the outer bearing race 7p. 689

(Fig. 12)p. 689

19. Press the outer bearing race (7) into the intermediate gear (3) against the end stop.p. 689

Wipe off any ice!p. 689

20. Insert the circlip (2) into the groove in the intermediate gear (3).p. 689

Fig. 13p. 690

21. Push in the pre-assembled intermediate gear (3)p. 690

(Fig. 13)p. 690

Fig. 14p. 690

Oil the stub axle.p. 690

Danger of burning!p. 690

Wear safety gloves.p. 690

22. Heat the inner bearing race 4p. 690

(Fig. 14)p. 690

Oil the inner bearing race.p. 690

Fig. 15p. 690

23. Assemble the pre-assembled stub axlep. 690

(Fig. 15)p. 690

24. Turn in the socket head cap screws (8).p. 690

Do not yet tighten the socket head cap screws.p. 690

25. Check the bearings.p. 690

The intermediate gear should be light to turn.p. 690

Assembling the pinionp. 691

Fig. 16 Sectional drawingp. 691

1 Inner bearing racep. 691

2 Pinionp. 691

3 Circlip (outer)p. 691

4 Feather keyp. 691

5 Gearp. 691

6 Circlip (outer)p. 691

7 Inner bearing race, bearing flangep. 691

8 Circlip (outer)p. 691

9 Outer bearing race with rolls, bearing flangep. 691

10 Bearing flangep. 691

11 Circlip (inner)p. 691

12 Circlip (inner)p. 691

13 Outer bearing race with rolls, see alsop. 691

(Fig. 9)p. 691

14 Circlip (inner), see alsop. 691

(Fig. 9)p. 691

Fig. 17p. 691

Lubricate the bearing seat area.p. 691

Danger of burning!p. 691

Wear safety gloves.p. 691

26. Heat the inner bearing race 1p. 691

(Fig. 17)p. 691

27. Insert the circlip (3) into the groove in the pinion (2).p. 691

Fig. 18p. 691

28. Insert the feather key (4)p. 691

(Fig. 18)p. 691

29. Push on gear (5).p. 691

Fig. 19p. 692

30. Insert the circlip (6) into the groove in the pinion (2)p. 692

(Fig. 19)p. 692

Fig. 20p. 692

Lubricate the bearing seat area.p. 692

Danger of burning!p. 692

Wear safety gloves.p. 692

31. Heat the inner bearing race 7p. 692

(Fig. 20)p. 692

32. Insert the circlip (8) into the groove in the pinion (2).p. 692

Fig. 21p. 692

Oil the inner bearing races.p. 692

33. Assemble the pre-assembled pinionp. 692

(Fig. 21)p. 692

Fig. 22p. 692

34. Insert the circlip (11) into the groove in the bearing flange (10)p. 692

(Fig. 22)p. 692

Lubricate the bearing seat area.p. 692

35. Cool down the outer bearing race (9) to -25°C.p. 692

36. Press the outer bearing race (9) into the bearing flange (10) against the end stop.p. 692

Wipe off any ice!p. 692

37. Insert the circlip (12) into the groove in the bearing flange (10).p. 692

Fig. 23p. 693

38. Mount the pre-assembled bearing flangep. 693

(Fig. 23)p. 693

(Fig. 16)p. 693

39. Turn in the socket head cap screws (1).p. 693

Do not yet tighten the socket head cap screws.p. 693

Check the bearings.p. 693

Intermediate gear and pinion should be light to turn.p. 693

Fig. 24p. 693

40. Assemble the gear (1), turn in the socket head cap screws (2)p. 693

(Fig. 24)p. 693

Do not yet tighten the socket head cap screws.p. 693

41. Check the bearings.p. 693

Intermediate gear, pinion and exciter shaft should be light to turn.p. 693

Fig. 25p. 693

42. Turn the guide bolt M27X500 into the exciter shaftp. 693

(Fig. 25)p. 693

Fig. 26p. 693

43. Tighten all socket head cap screws (1)p. 693

(Fig. 26)p. 693

Tightening torque 75Nm.p. 693

Fig. 27p. 694

44. Turn in three guide bolts M18X1,5X 300 mmp. 694

(Fig. 27)p. 694

Assembling the (right) exciter housingp. 695

Fig. 28 Sectional drawingp. 695

1 Radial sealp. 695

2 Outer bearing race with rollsp. 695

3 Circlip (inner)p. 695

4 Inner bearing racep. 695

5 Inner bearing racep. 695

6 Exciter shaft (right)p. 695

7 Circlips (outer)p. 695

8 Inner racep. 695

9 O-ring, assembly seep. 695

(Fig. 129)p. 695

10 Outer bearing race with rollsp. 695

11 Circlips (inner)p. 695

12 Gearp. 695

13 Socket head cap screwsp. 695

Fig. 29p. 695

45. Clean the exciter housing and blow it out with compressed airp. 695

(Fig. 29)p. 695

Fig. 30p. 695

46. Drive the radial seal (1)p. 695

(Fig. 30)p. 695

(Fig. 28)p. 695

Sealing lips pointing up.p. 695

Fig. 31p. 696

Lubricate the bearing seat area.p. 696

Inner and outer bearing races must not be mixed up by mistake.p. 696

47. Cool down the outer bearing race (2) to -25°C.p. 696

48. Press the outer bearing race (2)p. 696

(Fig. 31)p. 696

(Fig. 28)p. 696

Wipe off any ice!p. 696

49. Insert circlip (3) into the groove in the exciter housing.p. 696

Fig. 32p. 696

Lubricate the bearing seat areas.p. 696

Inner and outer bearing races must not be mixed up by mistake.p. 696

Danger of burning!p. 696

Wear safety gloves.p. 696

50. Heat the inner bearing races 4p. 696

(Fig. 32)p. 696

51. Heat the inner bearing race (8) up to 80°C and slide it over the exciter shaft (6) against the shoulder.p. 696

52. Insert the circlips (7) into the grooves in the exciter shaft.p. 696

Fig. 33p. 696

53. Grease the splined shaft and the grease chambers with Optipitp. 696

(Fig. 33)p. 696

Oil the inner bearing races.p. 696

Fig. 34p. 697

54. Insert the pre-assembled exciter shaft carefully into the exciter housingp. 697

(Fig. 34)p. 697

55. Check the bearings.p. 697

Fig. 35p. 697

Lubricate the bearing seat area.p. 697

Inner and outer bearing races must not be mixed up by mistake.p. 697

56. Insert circlip (11.1) into the groove in the exciter housingp. 697

(Fig. 35)p. 697

57. Cool down the outer bearing race (10) to -25°C.p. 697

58. Press the outer bearing race (10) (see alsop. 697

(Fig. 28)p. 697

59. Insert circlip (11.2) into the groove in the exciter housing.p. 697

Fig. 36p. 697

Wipe off any ice!p. 697

60. Check the bearings.p. 697

Fig. 37p. 697

61. Assemble the gear (12), turn in the socket head cap screws (13)p. 697

(Fig. 37)p. 697

Fig. 38p. 698

62. Turn the guide bolt M27X500 into the exciter shaftp. 698

(Fig. 38)p. 698

63. Tighten the socket head cap screws (13).p. 698

Tightening torque 75Nm.p. 698

64. Turn in eye bolt (A).p. 698

Fig. 39p. 698

65. Turn the exciter housing by 180°and attach suitable lifting tacklep. 698

(Fig. 39)p. 698

Fig. 40p. 698

66. Carefully Join the pre-assembled exciter units togetherp. 698

(Fig. 40)p. 698

The guide bolts (1) must be in line.p. 698

67. Remove the lifting gear.p. 698

68. Unscrew the guide bolts (2) and turn in the socket head cap screws with washers (3).p. 698

Tighten the socket head cap screws 2X crosswise.p. 698

Tightening torque 466 Nmp. 698

Fig. 41p. 699

69. Insert the feather key (1)p. 699

(Fig. 41)p. 699

Assembling the (left) exciter housingp. 700

Fig. 42 Sectional drawingp. 700

1 not usedp. 700

2 Outer bearing race with rollsp. 700

3 Circlip (inner)p. 700

4 Inner bearing racep. 700

5 Inner bearing racep. 700

6 Exciter shaft (left)p. 700

7 Circlips (outer)p. 700

8 not usedp. 700

9 not usedp. 700

10 Outer bearing race with rollsp. 700

11 Circlips (inner)p. 700

Fig. 43p. 700

70. Clean the exciter housing and blow it out with compressed airp. 700

(Fig. 43)p. 700

Fig. 44p. 700

Lubricate the bearing seat area.p. 700

Inner and outer bearing races must not be mixed up by mistake.p. 700

71. Cool down the outer bearing race (2) to -25°C.p. 700

72. Press the outer bearing race (2)p. 700

(Fig. 44)p. 700

(Fig. 42)p. 700

Wipe off any ice!p. 700

73. Insert circlip (3) into the groove in the exciter housing.p. 700

Fig. 45p. 701

Lubricate the bearing seat areas.p. 701

Inner and outer bearing races must not be mixed up by mistake.p. 701

Danger of burning!p. 701

Wear safety gloves.p. 701

74. Heat the inner bearing races (4) and (5)p. 701

(Fig. 45)p. 701

75. Insert the circlips (7) into the grooves in the exciter shaft.p. 701

Fig. 46p. 701

76. Grease the splined shaft and the grease chambers with Optipitp. 701

(Fig. 46)p. 701

Oil the inner bearing races.p. 701

Fig. 47p. 701

77. Insert the pre-assembled exciter shaft carefully into the exciter housingp. 701

(Fig. 47)p. 701

78. Check the bearings.p. 701

Fig. 48p. 702

Lubricate the bearing seat area.p. 702

Inner and outer bearing races must not be mixed up by mistake.p. 702

79. Insert circlip (11.2) into the groove in the exciter housingp. 702

(Fig. 48)p. 702

80. Cool down the outer bearing race (10) to -25°C.p. 702

81. Press the outer bearing race (10) (see alsop. 702

(Fig. 42)p. 702

82. Insert circlip (11.1) into the groove in the exciter housing.p. 702

Fig. 49p. 702

83. Check the bearingsp. 702

(Fig. 49)p. 702

Wipe off any ice!p. 702

Fig. 50p. 702

84. Turn the guide bolt M27X500 into the exciter shaftp. 702

(Fig. 50)p. 702

85. Turn in eye bolt (A).p. 702

Fig. 51p. 702

86. Turn the exciter housing by 180°and attach suitable lifting tacklep. 702

(Fig. 51)p. 702

Fig. 52p. 703

87. Oil and insert the coupling shaft (1)p. 703

(Fig. 52)p. 703

88. Turn in three guide bolts M18X1,5X 300 mm.p. 703

Fig. 53p. 703

89. Carefully join the pre-assembled exciter units togetherp. 703

(Fig. 53)p. 703

The guide bolts (1) must be in line.p. 703

90. Remove the lifting gear.p. 703

91. Unscrew the guide bolts (2) and turn in the socket head cap screws with washers (3).p. 703

Tighten the socket head cap screws 2X crosswise.p. 703

Tightening torque 466 Nmp. 703

Assembling the weightsp. 704

Fig. 54p. 704

1 Eccentric weights, outerp. 704

2 Eccentric weight, middlep. 704

3 Additional weight only BW226p. 704

Fig. 55p. 704

92. Turn in the eye bolt (A) and attach lifting gear to the eccentric weight (outer)p. 704

(Fig. 55)p. 704

Fig. 56p. 704

Danger of squashing!p. 704

93. Insert both eccentric weights (outer) over guide bolts, one after the otherp. 704

(Fig. 56)p. 704

Do not yet unscrew the eye bolts (A)!p. 704

The eye bolts prevent the eccentric weights from swinging over.p. 704

94. Remove the guide bolt (1) and replace it with socket head cap screw and washer.p. 704

95. Remove the guide bolt (2) and replace it with socket head cap screw and washer.p. 704

Fig. 57p. 705

96. Turn in the eye bolt (B) and attach lifting gear to the eccentric weight (inner)p. 705

(Fig. 57)p. 705

Fig. 58p. 705

97. Insert the (inner) eccentric weight over guide bolts (1)p. 705

(Fig. 58)p. 705

98. Unscrew the guide bolts (1), turn in two socket head cap screws with washers.p. 705

Do not yet unscrew the eye bolt (B)p. 705

(Fig. 58)p. 705

(Fig. 59)p. 705

The eye bolt prevents the eccentric weight from swinging over.p. 705

Fig. 59p. 705

99. Attach a manual screwer (1)p. 705

(Fig. 59)p. 705

The manual screwer is equipped with a ratchet. Short ratchet movements allow very effective working.p. 705

Fig. 60p. 705

100. Turn the exciter housing aroundp. 705

(Fig. 60)p. 705

101. Unscrew all eye bolts.p. 705

102. Assemble six additional weights with screws and washers.p. 705

Additional weight only BW 226.p. 705

Fig. 61p. 706

103. Assemble spacer blocks (1) with socket head cap screws and washers (2)p. 706

(Fig. 61)p. 706

Tightening torque 466Nm.p. 706

Bearing flangep. 707

Fig. 62p. 707

Lubricate the bearing seat areas.p. 707

Inner and outer bearing races must not be mixed up by mistake.p. 707

Danger of burning!p. 707

Wear safety gloves.p. 707

104. Heat inner bearing racep. 707

(Fig. 62)p. 707

Fig. 63p. 707

105. Insert the circlipp. 707

(Fig. 63)p. 707

Fig. 64p. 707

Lubricate the bearing seat area.p. 707

Inner and outer bearing races must not be mixed up by mistake.p. 707

106. Cool down the outer bearing race to -25°C.p. 707

107. Press the outer bearing race (3) into the bearing flange against the end stopp. 707

(Fig. 64)p. 707

Fig. 65p. 708

108. Insert the circlip (6)p. 708

(Fig. 65)p. 708

Wipe off any ice!p. 708

Fig. 66p. 708

109. Attach the radial seal (7)p. 708

(Fig. 66)p. 708

Sealing lips pointing up.p. 708

Fig. 67p. 708

110. Press the radial seal in until it bottomsp. 708

(Fig. 67)p. 708

Fig. 68p. 708

Grease the O-ring.p. 708

111. Assemble the O-ring (9)p. 708

(Fig. 68)p. 708

Fig. 69p. 709

112. Fill the bearing with greasep. 709

(Fig. 69)p. 709

Flanged hub and side platep. 710

Fig. 70p. 710

1 Flanged hubp. 710

2 Side platep. 710

3 Outer bearing race with rollsp. 710

4 Inner bearing racep. 710

5 Circlip (outer)p. 710

6 Circlip (inner)p. 710

7 Radial sealp. 710

8 Mechanical sealp. 710

9 O-ringp. 710

10 Tapered roller bearing set, outer bearing racep. 710

11 Tapered roller bearing set, inner bearing race with rollsp. 710

12 Tapered roller bearing set, two matching intermediate ringsp. 710

13 Tapered roller bearing set, outer bearing racep. 710

14 Tapered roller bearing set, inner bearing race with rollsp. 710

15 Spacer ringp. 710

16 Circlip (inner)p. 710

17 Clamping ringp. 710

18 Socket head cap screwsp. 710

Fig. 71 Tapered roller bearing setp. 710

The tapered roller bearing set must only be assembled with the associated intermediate rings (C)p. 710

(Fig. 71)p. 710

(Fig. 70)p. 710

Replacement of individual bearings or intermediate rings (C) is not permitted!p. 710

Inner bearing races with rolls (8) and outer bearing races (A) must not be mixed up by mistake.p. 710

Fig. 72p. 710

Lubricate the bearing seat areas.p. 710

Inner and outer bearing races must not be mixed up by mistake.p. 710

Danger of burning!p. 710

Wear safety gloves.p. 710

113. Heat inner bearing race (4)p. 710

(Fig. 72)p. 710

Fig. 73p. 711

114. Insert the circlip (5)p. 711

(Fig. 73)p. 711

Fig. 74p. 711

Lubricate the bearing seat area.p. 711

Inner and outer bearing races must not be mixed up by mistake.p. 711

115. Cool down the outer bearing race to -25°C.p. 711

116. Press the outer bearing race (3) into the bearing flange against the end stopp. 711

(Fig. 74)p. 711

Fig. 75p. 711

117. Insert the circlip (6)p. 711

(Fig. 75)p. 711

Wipe off any ice!p. 711

Fig. 76p. 711

118. Attach the radial seal (7)p. 711

(Fig. 76)p. 711

Sealing lips pointing up.p. 711

Fig. 77p. 712

119. Press the radial seal in until it bottomsp. 712

(Fig. 77)p. 712

Fig. 78p. 712

Grease the O-ring.p. 712

120. Assemble the O-ring (9)p. 712

(Fig. 78)p. 712

Fig. 79p. 712

121. Fill the bearing with greasep. 712

(Fig. 79)p. 712

Fig. 80p. 712

122. Turn the flanged hub.p. 712

123. Assemble the magnetic plugs with seal rings (A)p. 712

(Fig. 80)p. 712

124. Turn in dummy plugs.p. 712

Fig. 81p. 713

125. Assemble the assembly ringsp. 713

(Fig. 81)p. 713

Fig. 82p. 713

126. Attach the mechanical seal (8.1) to the assembly tool.p. 713

(Fig. 82)p. 713

Fig. 83p. 713

127. Insert the mechanical seal (8.1) into the flanged hubp. 713

(Fig. 83)p. 713

Fig. 84p. 713

128. Remove the assembly tool and check the mechanical seal for correct fitp. 713

(Fig. 84)p. 713

Fig. 85p. 714

129. Grease the mechanical seal ring and fill the space between mechanical seal and flanged hub with greasep. 714

(Fig. 85)p. 714

Fig. 86p. 714

Lubricate the bearing seat area.p. 714

130. Cool down the outer bearing race to -25°C.p. 714

131. Press the outer bearing race (B) into the bearing platep. 714

(Fig. 86)p. 714

Wipe off any ice!p. 714

132. Assemble plug (A).p. 714

Fig. 87p. 714

133. Mark the side plate with a center punch to secure the outer bearing race (B) against moving.p. 714

(Fig. 87)p. 714

Fig. 88p. 714

134. Attach the mechanical seal (8.2) to the assembly toolp. 714

(Fig. 88)p. 714

Fig. 89p. 715

135. Insert the mechanical seal (8.2) into the sdie platep. 715

(Fig. 89)p. 715

136. Remove the assembly tool and check the mechanical seal for correct fit .p. 715

Fig. 90p. 715

137. Attach the lifting tackle to the side plate (2)p. 715

(Fig. 90)p. 715

138. Slide the side plate over the flanged hub (1).p. 715

Fig. 91p. 715

139. Brush some grease on the collar of the side platep. 715

(Fig. 91)p. 715

Fig. 92p. 715

Inner and outer bearing races must not be mixed up by mistake.p. 715

Danger of burning!p. 715

Wear safety gloves.p. 715

140. Heat the inner bearing race (11) of the tapered roller bearing set up to 80 °C and slide it on against the stopp. 715

(Fig. 92)p. 715

141. Fill the space between inner race and side plate collar with grease.p. 715

Fig. 93p. 716

Inner and outer bearing races must not be mixed up by mistake.p. 716

142. Cool down the outer bearing race (10) of the tapered roller bearing set up to -25 °C and press it in against the stop.p. 716

(Fig. 93)p. 716

Wipe off any ice!p. 716

Fig. 94p. 716

143. Insert the two matching intermediate rings (12) of the tapered roller bearing setp. 716

(Fig. 94)p. 716

144. Fill the chambers with grease.p. 716

Fig. 95p. 716

Inner and outer bearing races must not be mixed up by mistake.p. 716

145. Cool down the outer bearing race (13) of the tapered roller bearing set up to -25 °C and press it in against the stopp. 716

(Fig. 95)p. 716

Wipe off any ice!p. 716

Fig. 96p. 716

146. Insert the spacer ring (15)p. 716

(Fig. 96)p. 716

Fig. 97p. 717

147. Remove the assembly ringsp. 717

(Fig. 97)p. 717

During assembly rotate the side plate only to one direction.p. 717

Fig. 98p. 717

Inner and outer bearing races must not be mixed up by mistake.p. 717

Danger of burning!p. 717

Wear safety gloves.p. 717

148. Heat the inner bearing race (14) of the tapered roller bearing set up to 80 °C and slide it on against the stopp. 717

(Fig. 98)p. 717

Fig. 99p. 717

149. Insert the circlip (16) into the groovep. 717

(Fig. 99)p. 717

Fig. 100p. 717

150. Fasten the clamping ring (17) with socket head cap screws (18)p. 717

(Fig. 100)p. 717

Follow the procedure described next to tighten the screws:p. 717

During assembly rotate the side plate only to one direction.p. 717

1) Tighten the socket head cap screws (18) crosswise with 80 Nm, then rotate the side plate three times.p. 717

2) Retighten the socket head cap screws (18) crosswise with 100 Nm, rotate the side plate three times.p. 717

3) Retighten the socket head cap screws (18) crosswise with 120 Nm, rotate the side plate three times.p. 718

4) Mark the position of the socket head cap screws (18) to the clamping ring, then loosen one socket head cap screw at a time, screw it back in with Loctite 2701 and tighten it to the mark.p. 718

5) Control: There must be clearance between clamping ring and flanged hub, check with a feeler gauge.p. 718

Fig. 101p. 718

151. Lubricate with greasep. 718

(Fig. 101)p. 718

Fig. 102p. 718

152. Attach the lifting tackle to the pre-assembled unitp. 718

(Fig. 102)p. 718

Fig. 103p. 718

153. Lubricate with greasep. 718

(Fig. 103)p. 718

Fig. 104p. 719

154. Insert the pre-assembled unit into the exciter housingp. 719

(Fig. 104)p. 719

Fig. 105p. 719

155. Lubricate the exciter housing with oilp. 719

(Fig. 105)p. 719

Fig. 106p. 719

Danger of burning!p. 719

Wear safety gloves.p. 719

156. Heat the gear up to 80 °C and slide it over the exciter housing.p. 719

(Fig. 106)p. 719

Mind the feather key (A)p. 719

(Fig. 105)p. 719

Fig. 107p. 719

157. Insert the circlipp. 719

(Fig. 107)p. 719

Fig. 108p. 720

158. Screw in the mechanical lockp. 720

(Fig. 108)p. 720

Mechanical lock, vertical amplitude.p. 720

Fig. 109p. 720

159. Assemble rubber bushing (1) and bolt (2) into gear (3)p. 720

(Fig. 109)p. 720

Fig. 110p. 720

Danger of burning!p. 720

Wear safety gloves.p. 720

160. Heat the inner bearing races up to 80°C and slide over the gear against the shoulder.p. 720

(Fig. 110)p. 720

Fig. 111p. 720

161. Attach the protection ring for assembling the gearp. 720

(Fig. 111)p. 720

Fig. 112p. 721

162. Insert the gear carefully into the bearing in the side platep. 721

(Fig. 112)p. 721

Fig. 113p. 721

Offset the gear by 9 teethp. 721

(Fig. 113)p. 721

a) Mark on swashing motorp. 721

b) Middle of tooth on swashing motor = zero positionp. 721

Fig. 114p. 721

163. Press the gear in until it bottomsp. 721

(Fig. 114)p. 721

Fig. 115p. 721

164. Remove the protection ringp. 721

(Fig. 115)p. 721

Fig. 116p. 722

165. Assemble the locking disc (1) with socket head cap screws (2)p. 722

(Fig. 116)p. 722

Tightening torque 35Nm.p. 722

Fig. 117p. 722

166. Assemble the cover with a new O-ring (1)p. 722

(Fig. 117)p. 722

Assemble the O-ring with some grease.p. 722

Fig. 118p. 722

167. Assemble both acceleration transducersp. 722

(Fig. 118)p. 722

Fig. 119p. 722

168. Turn in two guide bolts (1)p. 722

(Fig. 119)p. 722

169. Assemble the new O-ring (2).p. 722

Assemble the O-ring with some grease.p. 722

170. Fill the side plate with grease.p. 722

Fig. 120p. 723

171. Cool down the outer bearing race (1) to -25°C and press it into the gear cover until it bottomsp. 723

(Fig. 120)p. 723

172. Assemble circlip (2).p. 723

Wipe off any ice!p. 723

Fig. 121p. 723

173. Use an appropriate assembly mandrel tp knock the seal ring into the gear cover until it bottomsp. 723

(Fig. 121)p. 723

Fig. 122p. 723

174. Assemble the gear cover (1) with hexagon screws and washers (2)p. 723

(Fig. 122)p. 723

175. Remove the guide bolts (2).p. 723

Fig. 123p. 723

176. Fill the splined shaft with Optipitp. 723

(Fig. 123)p. 723

Fig. 124p. 724

177. Turn the swashing motor againet the left stopp. 724

(Fig. 124)p. 724

178. Unscrew the socket (3).p. 724

179. Screw in the locking screw (1).p. 724

180. Lubricate the splined shaft with Optipit.p. 724

181. Assemble the new O-ring (2) with grease.p. 724

Fig. 125p. 724

182. Assemble the swashing motor with radial sealp. 724

(Fig. 125)p. 724

Fig. 126p. 724

183. Fasten the swashing motor with screws and washersp. 724

(Fig. 126)p. 724

Install the screws with Loctite 243 .p. 724

1. Unscrew the locking screw (1) and turn in the hydraulic socket.p. 724

Fig. 127p. 724

2. Fill the gear with grease, until grease starts to run out from the bore hole (1)p. 724

(Fig. 127)p. 724

3. Turn in the magnetic plugs (2 and 3) with new seal rings.p. 724

Fig. 128p. 725

4. Unscrew the mechanical lock from the side platesp. 725

(Fig. 128)p. 725

5. Screw the magnetic plug back in with a new seal ring.p. 725

Fig. 129p. 725

6. Insert circlip (1) into the groove in the drive shaftp. 725

(Fig. 129)p. 725

7. Fill the drive shaft with Optipit.p. 725

8. Lay the new O-ring (9) into the groove in the drive shaft (see alsop. 725

(Fig. 28)p. 725

9. Lubricate the splined shaft with Optipit.p. 725

Fig. 130p. 725

10. Insert the drive shaftp. 725

(Fig. 130)p. 725

Fig. 131p. 725

11. Cover the motor flange with Hylomarp. 725

(Fig. 131)p. 725

1) BW 226p. 725

2) BW 213p. 725

Fig. 132 BW 213p. 726

(Fig. 132) BW 213p. 726

(Fig. 132)p. 726

12. Assemble the motor flange with socket head cap screws and washersp. 726

(Fig. 132)p. 726

13. Screw in the bleeding screw (1).p. 726

14. Turn in twplugs (2).p. 726

Fig. 133 BW 226p. 726

(Fig. 133) BW 226p. 726

(Fig. 133)p. 726

15. Assemble the motor flange with socket head cap screws and washersp. 726

(Fig. 132)p. 726

16. Screw in the bleeding screw (1).p. 726

Fig. 134p. 726

17. Assemble the seal ring (1)p. 726

(Fig. 134)p. 726

18. Lubricate the splined shaft with Optipit.p. 726

(Fig. 134) shows vibration motor BW 226p. 726

(Fig. 134)p. 726

Fig. 135p. 726

19. Assemble the vibration motor with hexagon screws (1), ball socket (3) and bevelled washers (2)p. 726

(Fig. 135)p. 726

(Fig. 135) shows vibration motor BW 226p. 726

(Fig. 135)p. 726

19.5 Installing the exciter unitp. 727

Fig. 1p. 727

Fitting and contact surfaces of the connection between exciter housing and drum must be absolutely dry and free of grease, oil, paint and conserving agent.p. 727

The tapped bores 2p. 727

(Fig. 1)p. 727

1. Clean the tapped bores (2) on both sides of the drum and blow them out with compressed air.p. 727

2. Clean the contact faces (1) between bearing flange and drum on both sides.p. 727

3. Clean the inner tube in the drum.p. 727

Right drum sidep. 727

Fig. 2p. 727

4. Check cylinder roller bearing 1p. 727

(Fig. 2)p. 727

5. Fill the bearing with grease "AUTOL TOP 2000 high temp".p. 727

6. Grease the new O-ring and insert it into the bearing housing.p. 727

7. Clean the contact face (2).p. 727

Fig. 3p. 727

8. Attach the lifting tackle to the bearing flange.p. 727

9. Turn in two guide bolts (M20)p. 727

(Fig. 3)p. 727

Fig. 4p. 728

Oil drain plug and marking on drump. 728

(Fig. 4)p. 728

10. Insert the bearing flange into the drum.p. 728

Fig. 5p. 728

11. Assemble the fastening screwsp. 728

(Fig. 5)p. 728

12. Unscrew the guide bolt and replace it with a fastening screw.p. 728

13. Tighten the screws with washers evenly cross- wise.p. 728

Fig. 6p. 728

14. Check the rubber buffers, replace if necessaryp. 728

(Fig. 6)p. 728

Fig. 7p. 728

15. Close free tapped bores (only BW213) with screws and washersp. 728

(Fig. 7)p. 728

Fig. 8p. 729

16. Attach lifting tackle to the drive disc with gearbox, travel motor and gearbox holderp. 729

(Fig. 8)p. 729

Fig. 9p. 729

17. Attach the drive unit to the rubber buffersp. 729

(Fig. 9)p. 729

Fig. 10p. 729

18. Fasten the drive unit with nuts and washersp. 729

(Fig. 10)p. 729

19. Remove the lifting tackle.p. 729

Left drum sidep. 730

Fig. 11p. 730

20. Attach the lifting tackle to the exciter unitp. 730

(Fig. 11)p. 730

Fig. 12p. 730

21. Grease the new O-ring 1p. 730

(Fig. 12)p. 730

22. Clean the contact face (2).p. 730

Fig. 13p. 730

23. Fill the inner bearing race with grease "AUTOL TOP 2000 high temp"p. 730

(Fig. 13)p. 730

Fig. 14p. 730

24. Insert the vibrator unit into the drump. 730

(Fig. 14)p. 730

Fig. 15p. 731

Oil filler opening and marking on drump. 731

(Fig. 15)p. 731

Fig. 16p. 731

25. Assemble the fastening screwsp. 731

(Fig. 16)p. 731

26. Remove the lifting tackle.p. 731

27. Tighten the screws with washers evenly cross- wise.p. 731

Fig. 17p. 731

28. Keep turning the side plate to both directions and check for resistances while turningp. 731

(Fig. 17)p. 731

Replace the bearings if they do not perform correctlyp. 731

Fig. 18p. 731

29. Unscrew the oil filler plug 1p. 731

(Fig. 18)p. 731

30. Fill in oil up to the max. capacity .p. 731

For quality and quantity of oil refer to the table of "fuels, lubricants and filling capacities".p. 731

31. Turn the oil filler plug into the flange.p. 731

Fig. 19p. 732

32. Attach the lifting tackle to the spacer block with longitudinal rubber elementsp. 732

(Fig. 19)p. 732

Observe the assembly direction, arrow up.p. 732

BW213 = 4 Rectangular rubber buffers.p. 732

BW226 = 8 Rectangular rubber buffers.p. 732

Fig. 20p. 732

33. Assemble the rectangular rubber buffer unit to the side plate with screws, washers and nutsp. 732

(Fig. 20)p. 732

34. Tighten the screws (1) hand-tight.p. 732

Fig. 21p. 732

Assemble the support.p. 732

35. Remove the lifting tackle.p. 732

Fig. 22p. 732

36. Attach the lifting tackle to the second spacer block with longitudinal rubber elementsp. 732

(Fig. 22)p. 732

Observe the assembly direction, arrow up.p. 732

BW213 = 4 Rectangular rubber buffers.p. 732

BW226 = 8 Rectangular rubber buffers.p. 732

Fig. 23p. 733

37. Assemble the rectangular rubber buffer unit to the side plate with screws, washers and nutsp. 733

(Fig. 23)p. 733

38. Tighten the screws (1) hand-tight.p. 733

39. Remove the lifting tackle.p. 733

40. Remove the support again.p. 733

Fig. 24p. 733

41. Assemble the tool to block the rectangular rubber buffersp. 733

(Fig. 24)p. 733

Fig. 25p. 733

42. Tighten the fastening screwsp. 733

(Fig. 25)p. 733

43. Disassemble the tool to block the rectangular rubber buffers.p. 733

19.6 Changing the rubber buffers and adjusting the pretensionp. 734

Fig. 1p. 734

Relieve the rubber buffersp. 734

1. Lift the frame up by both sides, until rubber buffers and rectangular buffers are relieved of any loadp. 734

(Fig. 1)p. 734

2. Loosen all fastening screws.p. 734

Fig. 2p. 734

3. Turn one screw each into the welded nutsp. 734

(Fig. 2)p. 734

Fig. 3p. 734

4. Remove the compensation shimsp. 734

(Fig. 3)p. 734

Fig. 4p. 735

5. Unscrew the screwsp. 735

(Fig. 4)p. 735

Fig. 5p. 735

Check the rectangular rubber buffers, replace if necessary.p. 735

Observe the assembly direction, arrow up.p. 735

Fig. 6p. 735

Changing the rubber buffersp. 735

6. Unscrew nut 1p. 735

(Fig. 3)p. 735

7. Unscrew screws (2).p. 735

8. Take off rubber buffer (3).p. 735

9. Attach the new rubber buffer to the drive disc and align the bores to the tapped bores in the drum.p. 735

10. Turn in and tighten the fastening screws.p. 735

11. Assemble the washer, turn on and tighten the nut.p. 735

Fig. 7p. 735

Adjusting the pre-loadp. 735

12. Measure distance "X" between spacer piece and side platep. 735

(Fig. 7)p. 735

13. Calculate the thickness of the compensation plates. Nominal value: Distance "X" + 2 mmp. 735

Fig. 8p. 736

14. Turn in screws into each welded nut and provide sufficient space to insert the compensation platesp. 736

(Fig. 8)p. 736

Fig. 9p. 736

15. Assemble the compensation shimsp. 736

(Fig. 9)p. 736

Fig. 10p. 736

16. Unscrew the screwsp. 736

(Fig. 10)p. 736

Fig. 11p. 736

17. Tighten the fastening screwsp. 736

(Fig. 11)p. 736

18. Lower the frame again.p. 736

19.7 Special tools, drum BW 213/226 DH-4 BVC and Variocontrolp. 737

Fig. 1p. 737

1. Guide bolt for bearing flange M20 x 200 mm.p. 737

Fig. 2p. 737

2. Tool to block the rectangular rubber buffers.p. 737

Fig. 3p. 737

3. Tool to the drive disc with gearbox, travel motor and gearbox holder.p. 737

Fig. 4p. 738

4. Tool to take up the exciter unit.p. 738

Fig. 5p. 738

5. Mechanical fixation, assembly of gearbox cover with weights pointing downward (vertical amplitude) .p. 738

BOMAG part-no.: 955 822 11p. 738

Fig. 6p. 738

6. Mechanical fixation, adjustment of potentiometer for horizontal amplitude.p. 738

BOMAG part-no.: 955 821 69p. 738

Fig. 7p. 738

7. Mechanical lock for swashing motorp. 738

Fig. 8p. 739

8. Auxiliary assembly rings, side plate.p. 739

BOMAG part-no.: 972 051 73p. 739

Fig. 9p. 739

9. Assembly device, radial seal.p. 739

Fig. 10p. 739

10. Pressing tool, inner races of tapered roller bearingsp. 739

BOMAG part-no.: 972 051 76p. 739

Fig. 11p. 739

11. Pressing tool, outer races of tapered roller bearingsp. 739

BOMAG part-no.: 972 051 75p. 739

Fig. 12p. 740

12. 3X guide bolts for exciter shaft M27 X 500 mm.p. 740

Fig. 13p. 740

13. 3X guide bolts for installation of exciter housing M18X1,5X 300 mm.p. 740

Fig. 14p. 740

14. Assembly mandrel for radial seal in exciter housingp. 740

Fig. 15p. 740

15. Manual screwerp. 740

The manual screwer is equipped with a ratchet. Short ratchet movements allow very effective working.p. 740

Fig. 16p. 741

16. Assembly mandrel for radial seal in bearing flangep. 741

Fig. 17p. 741

17. Protection cap for assembling the gearp. 741

Fig. 18p. 741

18. Puller to disassemble the exciter shaft, exciter housing rightp. 741

Fig. 19p. 741

19. Puller to disassemble the outer bearing race, exciter housing rightp. 741

20 Articulated joint, electric steeringp. 743

20.1 Special toolsp. 744

Fig. 1p. 744

1. Pressing device for rocker bearingsp. 744

Fig. 2p. 744

2. Pressing sleeve for inner and outer rocker bearing racesp. 744

Fig. 3p. 744

3. Guide pinp. 744

Fig. 4p. 744

4. Clamping devicep. 744

Repair overview oscillating articulated joint

20.3 Removing and installing the oscillating articulated jointp. 749

Fig. 1p. 749

1. Jack up the frame at the back on both sides and secure it with trestles or wooden blocksp. 749

(Fig. 1)p. 749

Make sure that front and rear frames are properly secured against rolling and tipping over.p. 749

Danger of accident! Do not stand or step under loads being loaded.p. 749

Do not work in the articulation area of the roller while the engine is running.p. 749

Do not start the engine during repair work on the articulated joint!p. 749

Fig. 2p. 749

2. Support the rear frame near the oscillating articulated jointp. 749

(Fig. 2)p. 749

Fig. 3p. 749

3. Fasten the lifting tackle to the front frame near the oscillating articulated jointp. 749

(Fig. 3)p. 749

Fig. 4p. 750

4. Unscrew the fastening screws and lift off the angle sensorp. 750

(Fig. 4)p. 750

Does not apply for BVC machines with the hydraulic steering option.p. 750

Fig. 5p. 750

5. Unscrew fastening screws 1p. 750

(Fig. 5)p. 750

6. Knock out bearing bolt (3).p. 750

7. Retract steering cylinder (4).p. 750

Fig. 6p. 750

Danger of accident!p. 750

8. Support the oscillating articulated joint in the middle with a suitable jack or a similar device.p. 750

9. Unscrew fastening screws 1p. 750

(Fig. 6)p. 750

Fig. 7p. 750

10. Unscrew nuts 3p. 750

(Fig. 7)p. 750

11. Pull out the fastening screws (1).p. 750

12. Slightly raise the front frame and lower the oscillating articulated joint to the ground.p. 750

13. Pull out the oscillating articulated joint.p. 750

Fig. 8p. 751

Notes on assemblyp. 751

14. Insert the bolt for the steering cylinder so that groove 2p. 751

(Fig. 8)p. 751

Fig. 9p. 751

Does not apply for BVC machines with the hydraulic steering option.p. 751

15. Align the angle sensorp. 751

(Fig. 9)p. 751

Observe the marks.p. 751

16. Teach the electric end stops for the steering angle sensor.p. 751

Teaching the electric end stops of the steering angle sensor, see electrics of machine.p. 751

20.4 Dismantling the oscillating articulated jointp. 752

Fig. 1p. 752

1. Unscrew the nut from the long hexagon screw and pull out the hexagon screw downwardsp. 752

(Fig. 1)p. 752

2. Unscrew the screws for the upper cover.p. 752

3. Take off the upper cover with Belleville springs, shim and backing disc.p. 752

4. Remove the bottom cover.p. 752

Fig. 2p. 752

5. Drive the console with a plastic hammer to one side against the end stopp. 752

(Fig. 2)p. 752

The outer race of the rocker bearing is thereby stripped off.p. 752

Fig. 3p. 752

6. Force inner race 1p. 752

(Fig. 3)p. 752

7. Take of supporting disc (2).p. 752

8. Drive the console to the opposite side and remove the rocker bearing in the same way.p. 752

Fig. 4p. 753

9. Unscrew fastening screws 1p. 753

(Fig. 4)p. 753

10. Press bolt (3) out of the console with forcing screws (2).p. 753

Remove the bolt on the opposite side in the same way.p. 753

Fig. 5p. 753

11. Lift console 1p. 753

(Fig. 5)p. 753

Fig. 6p. 753

12. Take the seal rings out of the consolep. 753

(Fig. 6)p. 753

Fig. 7p. 753

13. Remove the cover from the housing.p. 753

14. Take off shims 1p. 753

(Fig. 7)p. 753

Fig. 8p. 754

15. Unscrew bolts 1p. 754

(Fig. 8)p. 754

Fig. 9p. 754

16. Take the intermediate ring out of the housingp. 754

(Fig. 9)p. 754

Fig. 10p. 754

17. Place the plate 1p. 754

(Fig. 10)p. 754

18. Attach the puller (2) to the housing (3) and separate the carrier from the rocker bearings.p. 754

Fig. 11p. 754

19. Pull the housing off the beamp. 754

(Fig. 11)p. 754

Fig. 12p. 755

20. Drive the outer race of the friction bearing out of the housingp. 755

(Fig. 12)p. 755

Fig. 13p. 755

21. Drive the friction bearing out of the housingp. 755

(Fig. 13)p. 755

Fig. 14p. 755

22. Take seal ring 1p. 755

(Fig. 14)p. 755

Fig. 15p. 755

23. Check rocker bearings, if necessary press out of the housingp. 755

(Fig. 15)p. 755

20.5 Assembling the oscillating articulated jointp. 756

Fig. 1p. 756

1. If previously disassembled, press the rocker bearing fully into the housing with a pressing mandrelp. 756

(Fig. 1)p. 756

Apply sliding lacquer OKS 571 to mating surfaces to ease assemblyp. 756

Do not use any grease.p. 756

Fig. 2p. 756

2. Slide the new V-ring on the beam against the stop with the lip facing upp. 756

(Fig. 2)p. 756

Fig. 3p. 756

3. Lay the seal ring into the beamp. 756

(Fig. 3)p. 756

4. Fill the space between V-ring and seal ring with multi-purpose grease.p. 756

Fig. 4p. 757

5. Press the friction bearing fully into the housing with the chamfered side pointing towards the outsidep. 757

(Fig. 4)p. 757

Fig. 5p. 757

6. Slide the housing over the beamp. 757

(Fig. 5)p. 757

The journal on the housing must be centrally in the recess of the beam.p. 757

Fig. 6p. 757

7. Press the seal ring carefully towards the inside, until it sits in the recess of the housingp. 757

(Fig. 6)p. 757

Fig. 7p. 757

8. Spray the sliding surface of the outer rocker bearing race with sliding agent OKS 571.p. 757

Do not use any grease.p. 757

9. Press the outer rocker bearing race 1p. 757

(Fig. 7)p. 757

Fig. 8p. 758

10. Press inner rocker bearing race 1p. 758

(Fig. 8)p. 758

Fig. 9p. 758

11. Insert the intermediate ringp. 758

(Fig. 9)p. 758

Fig. 10p. 758

12. Press inner rocker bearing race 1p. 758

(Fig. 10)p. 758

Fig. 11p. 758

Apply sliding lacquer OKS 571 to mating surfaces to ease assemblyp. 758

Do not use any grease.p. 758

13. Press the outer rocker bearing race 1p. 758

(Fig. 11)p. 758

Fig. 12p. 759

14. Press in intermediate ring 1p. 759

(Fig. 12)p. 759

15. Attach cover (2) with the machined edge forward.p. 759

16. Turn in screws (3) and tighten crosswise.p. 759

Fig. 13p. 759

Determining the shim thicknessp. 759

17. Determine the shim thickness, for this purpose stand the cross-member on a wooden board with anp. 759

Æp. 759

Check the measurement with an axial preload of 40kN. With threaded rod M12-8.8 tightening torque 77Nm. With threaded rod M16-8.8 tightening torque 90Nm.p. 759

18. Slide the rod of the tensioning device in from underneath, attach the plate, screw on the nut and tighten.p. 759

19. Measure the distance from housing edge to intermediate ringp. 759

(Fig. 13)p. 759

From this measured value of 4.7mm subtract the fixed value of (3.9 mm, BW177) (4.0 mm, BW213) to determine the shim thickness.p. 759

Calculation example BW 177:p. 759

4,7 mm – 3,9 mm = 0,8 mmp. 759

Shim thickness = 0,8 mmp. 759

Calculation example BW 213:p. 759

4,7 mm – 4,0 mm = 0,7 mmp. 759

Shim thickness = 0.7 mmp. 759

20. Remove the tensioning device.p. 759

Fig. 14p. 760

21. Insert shim 2p. 760

(Fig. 14)p. 760

Fig. 15p. 760

22. Lay the Belleville springs into the cover with the curvature pointing downp. 760

(Fig. 15)p. 760

Fig. 16p. 760

23. Assemble cover 2p. 760

(Fig. 16)p. 760

24. Turn in screws (1) and tighten crosswise.p. 760

Fig. 17p. 760

25. Press the new sealing rings into the respective groove in the consolep. 760

(Fig. 17)p. 760

Fig. 18p. 761

26. Lift console 1p. 761

(Fig. 18)p. 761

Fig. 19p. 761

Remove the bolts from both sides.p. 761

27. Turn four guide pins into the housing boresp. 761

(Fig. 19)p. 761

Fig. 20p. 761

28. Slide the bolt over the guide pins and drive in until it bottomsp. 761

(Fig. 20)p. 761

Spray the mating surfaces with sliding lacquer OKS 571 or cover with grease to ease assembly .p. 761

Fig. 21p. 761

When driving in the bolt make sure that the seal ring is not pressed out through the back of the consolep. 761

(Fig. 21)p. 761

Fig. 22p. 762

29. Unscrew the guide pins .p. 762

30. Turn in the screws and tighten with 75 Nmp. 762

(Fig. 22)p. 762

Repeat steps 27 to 30 on the opposite side of the joint.p. 762

Fig. 23p. 762

31. Cover the rod with LOCTITE blue 243 and insert it into the upper joint boltp. 762

(Fig. 23)p. 762

Does not apply for BVC machines with the hydraulic steering option.p. 762

Fig. 24p. 762

Assemble the rocker bearings on both sides.p. 762

32. Slide the backing discs over the boltp. 762

(Fig. 24)p. 762

Fig. 25p. 762

33. Drive the inner rocker bearing race on against the end stop with the wider outer rim forwardp. 762

(Fig. 25)p. 762

Fig. 26p. 763

34. Spray the sliding surface of the outer rocker bearing race with sliding agent OKS 571.p. 763

Do not use any grease.p. 763

35. Attach the outer rocker bearing race with the wider outer rim facing towards the outsidep. 763

(Fig. 26)p. 763

Repeat steps 32 to 35 on the opposite side of the joint.p. 763

Fig. 27p. 763

36. Attach the lower cover 1p. 763

(Fig. 27)p. 763

37. Turn in screws (2) and tighten crosswise.p. 763

Fig. 28p. 763

Determining the shim thicknessp. 763

38. Determine the shim thickness, for this purpose insert rod 1p. 763

(Fig. 28)p. 763

Check the measurement with an axial preload of 40kN. With threaded rod M12-8.8 tightening torque 77Nm. With threaded rod M16-8.8 tightening torque 90Nm.p. 763

Fig. 29p. 763

39. Measure the distance from outer rocker bearing race to console surfacep. 763

(Fig. 29)p. 763

From this measured value of 3,2mm subtract the fixed value of 1,9mm to determine the shim thickness.p. 763

Calculation example:p. 763

3,2mm – 1,9mm = 1,3mmp. 763

Shim thickness = 1,3mmp. 763

40. Remove the tensioning device.p. 763

Fig. 30p. 764

41. Insert shims 2p. 764

(Fig. 30)p. 764

Fig. 31p. 764

42. Lay the Belleville springs into the upper cover with the curvature pointing downp. 764

(Fig. 31)p. 764

Fig. 32p. 764

43. Assemble the upper cover with Belleville springs, shims and backing discp. 764

(Fig. 32)p. 764

44. Turn in the cover fastening screws and tighten crosswise.p. 764

45. Push in the long hexagon screw from underneath, assemble the washer, screw on the nut and tighten with 120 Nm.p. 764

21 Articulated joint, hydraulic steeringp. 765

21.1 Special toolsp. 766

Fig. 1p. 766

1. Pressing mandrel for rocker bearingsp. 766

Fig. 2p. 766

2. Pressing sleeve for outer race of rocker bearingp. 766

Fig. 3p. 766

3. Pressing sleeve for inner race of rocker bearingp. 766

Fig. 4p. 766

4. Guide journalp. 766

Fig. 5p. 767

5. Clamping devicep. 767

Fig. 6p. 767

6. Disassembly devicep. 767

Repair overview oscillating articulated joint

1 Housingp. 769

2 Seal ringp. 769

3 Coverp. 769

4 Self-aligning bearingp. 769

5 Boltp. 769

6 Shim/supporting discp. 769

7 Belleville springsp. 769

8 Self-aligning bearingp. 769

9 Consolep. 769

10 Belleville springsp. 769

11 Shim/supporting discp. 769

12 Coverp. 769

13 Coverp. 769

14 Intermediate ringp. 769

15 Self-aligning bearingp. 769

16 Intermediate ringp. 769

17 Self-aligning bearingp. 769

18 Carrierp. 769

19 Friction bearingp. 769

20 V-ringp. 769

21 Seal ringp. 769

21.3 Removing and installing the oscillating articulated jointp. 772

Fig. 1p. 772

1. Jack up the framep. 772

(Fig. 1)p. 772

Fig. 2p. 772

2. Support the rear frame near the oscillating articulated jointp. 772

(Fig. 2)p. 772

Fig. 3p. 772

3. Fasten the lifting tackle to the front frame near the oscillating articulated jointp. 772

(Fig. 3)p. 772

Fig. 4p. 773

4. Unscrew fastening screws 1p. 773

(Fig. 4)p. 773

5. Knock out bearing bolt (3).p. 773

6. Retract steering cylinder (4).p. 773

Fig. 5p. 773

Danger of accident!p. 773

7. Support the oscillating articulated joint in the middle with a suitable jack or a similar device.p. 773

8. Unscrew fastening screws 1p. 773

(Fig. 5)p. 773

Fig. 6p. 773

9. Unscrew nuts 3p. 773

(Fig. 6)p. 773

10. Pull out the fastening screws (1).p. 773

11. Slightly raise the front frame and lower the oscillating articulated joint to the ground.p. 773

12. Pull out the oscillating articulated joint.p. 773

Fig. 7p. 773

Note on assemblyp. 773

13. Insert the bolt for the steering cylinder so that groove (2) is in line with tapped bores (1).p. 773

21.4 Dismantling the oscillating articulated jointp. 774

Fig. 1p. 774

1. Unscrew the nuts from hexagon screw 1p. 774

(Fig. 1)p. 774

2. Unscrew the screws (2) for the cover.p. 774

Fig. 2p. 774

3. Take off the cover with Belleville springs, shim and backing discp. 774

(Fig. 2)p. 774

4. Disassemble also the cover from the opposite side.p. 774

No Belleville springs, shim and backing disc are under this cover.p. 774

Fig. 3p. 774

5. Drive the console with a plastic hammer to one side against the end stopp. 774

(Fig. 3)p. 774

The outer race of the rocker bearing is thereby stripped off.p. 774

Fig. 4p. 775

6. Force inner race 1p. 775

(Fig. 4)p. 775

7. Take of supporting disc (2).p. 775

8. Drive the console to the opposite side and remove the rocker bearing in the same way.p. 775

Fig. 5p. 775

9. Unscrew fastening screws 1p. 775

(Fig. 5)p. 775

10. Press bolt (3) out of the console with forcing screws (2).p. 775

Remove the bolt on the opposite side in the same way.p. 775

Fig. 6p. 775

11. Lift console 1p. 775

(Fig. 6)p. 775

Fig. 7p. 775

12. Take the seal rings out of the consolep. 775

(Fig. 7)p. 775

Fig. 8p. 776

13. Remove the cover from the housing.p. 776

14. Take off shims 1p. 776

(Fig. 8)p. 776

Fig. 9p. 776

15. Unscrew bolts 1p. 776

(Fig. 9)p. 776

Fig. 10p. 776

16. Take the intermediate ring out of the housingp. 776

(Fig. 10)p. 776

Fig. 11p. 776

17. Place the plate 1p. 776

(Fig. 11)p. 776

18. Attach the puller (2) to the housing (3) and separate the carrier from the rocker bearings.p. 776

Fig. 12p. 777

19. Pull the housing off the beamp. 777

(Fig. 12)p. 777

Fig. 13p. 777

20. Drive the outer race of the friction bearing out of the housingp. 777

(Fig. 13)p. 777

Fig. 14p. 777

21. Drive the friction bearing out of the housingp. 777

(Fig. 14)p. 777

Fig. 15p. 777

22. Take seal ring 1p. 777

(Fig. 15)p. 777

Fig. 16p. 778

23. Check rocker bearings, if necessary press out of the housingp. 778

(Fig. 16)p. 778

21.5 Assembling the oscillating articulated jointp. 779

Fig. 1p. 779

1. If previously disassembled, press the rocker bearing fully into the housing with a pressing mandrelp. 779

(Fig. 1)p. 779

Apply sliding lacquer OKS 571 to mating surfaces to ease assemblyp. 779

Do not use any grease.p. 779

Fig. 2p. 779

2. Slide the new V-ring on the beam against the stop with the lip facing upp. 779

(Fig. 2)p. 779

Fig. 3p. 779

3. Lay the seal ring into the beamp. 779

(Fig. 3)p. 779

4. Fill the space between V-ring and seal ring with multi-purpose grease.p. 779

Fig. 4p. 780

5. Press the friction bearing fully into the housing with the chamfered side pointing towards the outsidep. 780

(Fig. 4)p. 780

Fig. 5p. 780

6. Slide the housing over the beamp. 780

(Fig. 5)p. 780

The journal on the housing must be centrally in the recess of the beam.p. 780

Fig. 6p. 780

7. Press the seal ring carefully towards the inside, until it sits in the recess of the housingp. 780

(Fig. 6)p. 780

Fig. 7p. 780

8. Spray the sliding surface of the outer rocker bearing race with sliding agent OKS 571.p. 780

Do not use any grease.p. 780

9. Press the outer rocker bearing race 1p. 780

(Fig. 7)p. 780

Fig. 8p. 781

10. Press inner rocker bearing race 1p. 781

(Fig. 8)p. 781

Fig. 9p. 781

11. Insert the intermediate ringp. 781

(Fig. 9)p. 781

Fig. 10p. 781

12. Press inner rocker bearing race 1p. 781

(Fig. 10)p. 781

Fig. 11p. 781

Apply sliding lacquer OKS 571 to mating surfaces to ease assemblyp. 781

Do not use any grease.p. 781

13. Press the outer rocker bearing race 1p. 781

(Fig. 11)p. 781

Fig. 12p. 782

14. Press in intermediate ring 1p. 782

(Fig. 12)p. 782

15. Attach cover (2) with the machined edge forward.p. 782

16. Turn in screws (3) and tighten crosswise.p. 782

Fig. 13p. 782

Determining the shim thicknessp. 782

17. Determine the shim thickness, for this purpose stand the cross-member on a wooden board with anp. 782

Æp. 782

Check the measurement with an axial pre- load of 40kN. With threaded rod M12-8.8 tightening torque 77Nm. With threaded rod M16- 8.8 tightening torque 90Nm.p. 782

18. Slide the rod of the tensioning device in from underneath, attach the plate, screw on the nut and tighten.p. 782

19. Measure the distance from housing edge to intermediate ringp. 782

(Fig. 13)p. 782

From this measured value of 4.7 mm subtract the fixed value of 4.0 mm to determine the shim thickness.p. 782

Calculation example:p. 782

4,7 mm – 4,0 mm = 0,7 mmp. 782

measured value: 4,7 mmp. 782

fixed value: 4,0 mmp. 782

Shim thickness: 0,7 mmp. 782

20. Remove the tensioning device.p. 782

Fig. 14p. 783

21. Insert shim 2p. 783

(Fig. 14)p. 783

Fig. 15p. 783

22. Lay the Belleville springs into the cover with the curvature pointing downp. 783

(Fig. 15)p. 783

Fig. 16p. 783

23. Assemble cover 2p. 783

(Fig. 16)p. 783

24. Turn in screws (1) and tighten crosswise.p. 783

Fig. 17p. 783

25. Press the new sealing rings into the respective groove in the consolep. 783

(Fig. 17)p. 783

Fig. 18p. 784

26. Lift console 1p. 784

(Fig. 18)p. 784

Fig. 19p. 784

27. Turn four guide pins into the housing boresp. 784

(Fig. 19)p. 784

Fig. 20p. 784

Perform the following eight work steps on both sides.p. 784

28. Slide the bolt over the guide pinsp. 784

(Fig. 20)p. 784

Fig. 21p. 784

When driving in the bolt make sure that the seal ring is not pressed out through the back of the consolep. 784

(Fig. 21)p. 784

Fig. 22p. 785

29. Unscrew the guide pins .p. 785

30. Turn in the screws and tighten with 75 Nmp. 785

(Fig. 22)p. 785

Fig. 23p. 785

31. Slide the backing discs over the boltp. 785

(Fig. 23)p. 785

Fig. 24p. 785

32. Drive the inner rocker bearing race on against the end stop with the wider outer rim forwardp. 785

(Fig. 24)p. 785

Fig. 25p. 785

33. Spray the sliding surface of the outer rocker bearing race with sliding agent OKS 571.p. 785

Do not use any grease.p. 785

34. Attach the outer rocker bearing race with the wider outer rim facing towards the outsidep. 785

(Fig. 25)p. 785

Fig. 26p. 786

35. Attach cover 1p. 786

(Fig. 26)p. 786

36. Turn in and tighten screws (2).p. 786

Fig. 27p. 786

Determining the shim thicknessp. 786

37. Determine the shim thickness, for this purpose insert rod 1p. 786

(Fig. 27)p. 786

Check the measurement with an axial pre- load of 40kN. With threaded rod M12-8.8 tightening torque 77Nm. With threaded rod M16- 8.8 tightening torque 90Nm.p. 786

Fig. 28p. 786

38. Measure the distance from outer rocker bearing race to console surfacep. 786

(Fig. 28)p. 786

From this measured value of 3.4 mm subtract the fixed value of 2.2 mm to determine the shim thickness.p. 786

Calculation example:p. 786

3.4 mm – 2.2 mm = 1.2 mmp. 786

measured value: 3,4 mmp. 786

fixed value: 2,2 mmp. 786

Shim thickness: 1.2 mmp. 786

39. Remove the tensioning device.p. 786

Fig. 29p. 787

40. Insert shims 2p. 787

(Fig. 29)p. 787

Fig. 30p. 787

41. Lay the Belleville springs into the cover with the curvature pointing downp. 787

(Fig. 30)p. 787

Fig. 31p. 787

42. Assemble cover 1p. 787

(Fig. 31)p. 787

43. Turn in screws (2) and tighten crosswise.p. 787

Fig. 32p. 787

44. Insert hexagon screw 1p. 787

(Fig. 32)p. 787

Fig. 33p. 788

45. Assemble the washer, turn on and tighten the nut with 120 Nmp. 788

(Fig. 33)p. 788

22 Suppliers documentationp. 789

22.6 Axlep. 790

22.6 Axlep. 791

22.1 Travel and vibration pumpp. 791

22.6 Axlep. 792

22.6 Axlep. 793

22.6 Axlep. 853

22.6 Axlep. 905

22.2 Vibration motorp. 905

22.6 Axlep. 906

This repair manual describes the fixed displacement motor A2FM/E; the repair procedures are identical with the ones for the fixed displacement motor A2FE32, which differs only by a different housing design.p. 906

22.6 Axlep. 907

22.6 Axlep. 935

22.3 Axle drive motorp. 935

22.6 Axlep. 936

22.6 Axlep. 937

22.6 Axlep. 997

22.6 Axlep. 1029

22.4 Drum reduction gearp. 1029

22.6 Axlep. 1030

22.6 Axlep. 1031

22.6 Axlep. 1055

22.5 Steering valvep. 1055

22.6 Axlep. 1056

22.6 Axlep. 1057

22.6 Axlep. 1089

23 Circuit diagramsp. 1179

2p. 1180

2p. 1181

23.1 Hydraulikplan 32p. 1181

S/N Wiring diagram 132p. 1182

S/N Wiring diagram 132p. 1192

S/N Wiring diagram 132p. 1193

23.2 Wiring diagram 132p. 1193

S/N Wiring diagram 132p. 1194

S/N 101 582 641 152p. 1194

Ûp. 1194

S/N 101 582 651 008p. 1194

Ûp. 1194

S/N 101 582 771 557p. 1194

Ûp. 1194

S/N 101 582 781 037p. 1194

Ûp. 1194

S/N 101 582 861 122p. 1194

Ûp. 1194

S/N 101 582 881 047p. 1194

Ûp. 1194

S/N 101 584 111 005p. 1194

Ûp. 1194

S/N 101 584 121 001p. 1194

Ûp. 1194

S/N Wiring diagram 206p. 1195

S/N Wiring diagram 206p. 1267

23.3 Wiring diagram 206p. 1267

S/N Wiring diagram 206p. 1268

S/N 101 582 641 166p. 1268

Ûp. 1268

S/N 101 582 651 009p. 1268

Ûp. 1268

S/N 101 582 771 594p. 1268

Ûp. 1268

S/N 101 582 781 038p. 1268

Ûp. 1268

S/N 101 582 861 135p. 1268

Ûp. 1268

S/N 101 582 881 048p. 1268

Ûp. 1268

S/N 101 584 111 038p. 1268

Ûp. 1268

S/N 101 584 121 010p. 1268

Ûp. 1268

S/N 101 584 181 001p. 1268

Ûp. 1268

S/N 101 584 191 001p. 1268

Ûp. 1268

Chapters Covered

General
- Introduction and safety regulations
- General repair instructions
- Tightening torques
BOMAG single drum rollers
- Single drum roller systems and compaction technology
Technical data
- BW 213 DH-4 BVC dimensions, weights, engine, travel, steering and vibration data
Maintenance
- Fuels and lubricants
- Running-in instructions
- Maintenance table
Electrics
- Battery, fuses, electrical components and controls
- Electronic control units and voltage-supply testing
- Diagnostics concept
Electronic modules
- Electrics SX
- Electrics MESX
- Electric module A108
Engine electrics
- EMR3/EDC16 components and sensor circuits
- SERDIA and CAN-bus diagnosis, diagnostics interface and fault codes
- Generator and electric starter
BOMAG Variocontrol
- Control circuit, MESX and acceleration transducer
- BVC/BTM05 settings, operating modes and measuring pass
- Distance-pulse teaching and amplitude limitation
Hydraulics
- Hydraulic circuit and H1 travel/vibration pump
- Travel and vibration motors, pumps and slewing motor
- Travel circuit, vibration circuit, parking brake and towing
- Hydraulic oil, filters and Vario exciter service
Electric steering
- Steering circuit and electric steering wheel
Hydraulic steering (optional)
- Steering circuit
Tests and adjustments
- Special tools and service mode
- Brake, steering, vibration-motor leakage and pressure tests
Flushing and bleeding
- Travel-circuit flushing and bleeding
- Vibration-circuit flushing and bleeding
Dust protection / gasket
- Dust-protection assembly
Engine
- TCD 2013 engine systems and Deutz Common Rail injection
- Engine troubleshooting and maintenance procedures
Air conditioning system
- R134a system service, evacuation, leak testing and filling
- Refrigerant-circuit troubleshooting
Cabin assembly
- Preparation, assembly and final function checks
IMAGES PREVIEW
Replacing the cab window panes
- Special tools, materials, removal and installation
Drum
- Repair overview, removal, dismantling and vibrator-unit assembly
- Exciter installation, rubber buffers and special tools
Articulated joint, electric steering
- Removal, dismantling and assembly of the oscillating articulated joint
Articulated joint, hydraulic steering
- Removal, dismantling and assembly of the oscillating articulated joint
Suppliers documentation
- Travel/vibration pump, vibration motor and axle drive motor
- Drum reduction gear, steering valve and axle
Circuit diagrams
- Hydraulikplan 32
- Wiring diagram 132
- Wiring diagram 206

Taken as a whole, the BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 – 09/2013 provides a connected workshop reference: specifications and service intervals establish the correct baseline, diagnostic chapters help isolate faults, component sections explain repair and adjustment work, and the supplier documents and circuit diagrams support deeper investigation of the drive, vibration, steering and electrical systems.

Repair and Diagnose with the Correct Reference at Hand

Use the BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 – 09/2013 when servicing, diagnosing or repairing the systems documented for this roller, from routine maintenance and electrical fault tracing to hydraulic testing, engine service, drum work and articulated-joint repair. Following the specified procedures, adjustment data, service information and circuit references helps reduce guesswork and keeps repair decisions tied to the values and sequences given for the machine.

Delivery is an instant PDF after purchase, with no shipping required. Open it on a phone, tablet or computer, keep it available in the workshop, and print the pages you need for the job.

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BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 – 09/2013

Description

BOMAG BW 213 DH-4 BVC Single Drum Roller Service Manual 008 923 71 – 09/2013

File Details

Workshop Scope for the BW 213 DH-4 BVC

Electrical Diagnostics, Engine Electronics and Variocontrol

Hydraulic, Drive and Steering Repair Coverage

Engine, Air Conditioning, Drum and Major Assembly Work

Complete Bookmarks

Chapters Covered

IMAGES PREVIEW

Repair and Diagnose with the Correct Reference at Hand

Reviews

What Our Customers Say

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