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Volvo a partner to trust

L350F is a wheel loader that never compromises.It s a completely new machine, where the lift arm system, and the attachment together make up adynamic unit, solid combination of power and intelligence.It s fast, smooth, and able and lifts both high and heavy.A durable loader that handles the toughest jobs, around the clock

And let s start from the beginning.

Wheel Loader L350F

General service course. Technical product information, system functions, power transmission, electricalsystem including some electronic functions, brake, steering and load-sensing hydraulic systems. Currentservice matters and updates.

Target group: All technical personnel.

Course Objectives: After completing the course the student should be able to:

- To understand the sub system function and design.- To carry out inspection and adjustments according to the Service Manual.

- To carry out troubleshooting in a safe manner.

- To find the relevant methods in the service documentation.

Prior knowledge: Knowledge corresponding to our basic courses in electrical systems and hydraulics.

Duration: 5 days

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L350F Step1

· Engine· Transmission· Axles· Steering· Frames

· Cab· Styling· Hydraulics· Loader unit· Attachments· Options· Productivity

Let's take a closer look at the L350F.

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Engine•

Transmission•

Axles•

Steering•

Frames•

Cab•

Styling•Hydraulics•

Loader unit•

Attachments•

Options•

Productivity•

L350F Step1

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Frame

There are four versions of L350F:· Bucket handler· Block handler, 25 ton· Block handler, 38 ton· Logger, 27 ton

All four versions have the same frame but different counter weights.

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Frame

There are four versions:

Bucket handler •

Block handler, 25 ton•

Block handler, 38 ton•

Logger, 27 ton•

All four versions have the same frame.

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Engine

V-act Tier III, 16 liter, 6-cylinder in-line turbo-charged, air-to-air intercooler diesel engine with doublerockers and internal EGR. One piece cylinder head with four valves per cylinder and one over-headcamshaft. The engine has wet replaceable cylinder liners and replaceable valve guides and valve seats.Mecanically actuated electronically controlled unit injectors. The throttleapplication is transmittedelectrically from the throttle pedal.

Air cleaning Three-stage Cyclone precleaner - primary filter -secondary filterCooling system Hydrostatic, electronically controlled fan and intercooler of the air-to-air type.Engine D16ELAE3Max power at 30,0 r/s (1800 rpm)SAE J1995 gross 397 kWISO 9249, SAE J1349 394 kWMax torque at 23,3 r/s (1400 r/min)SAE J1995 gross 2550 NmISO 9249, SAE J1349 2532 NmDisplacement 16,1 dm3

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Engine

VOLVO D16E LAE3•

16,1 liter •

V-ACT•

I-EGR•

EU stage IIIA, EPATier3•

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Transmission

The machine has a newdrivetrain,transmission with planetary gears,lock-up function, andT-ECU.

The planetary transmission has 6 gears;1, 2, 3, 4, F and R.

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Transmission

HTE400•

Planetary gears•

Lock-up•

T-ECU•

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Axles

Differential brake or so-called Limited Slip. The differential brake works in such a way that when thedifference between the forces, that press together two brake discs becomes too great, they slip.L350F have wet disc brakes (oil).Slack adjuster means that you always get the same pedal travel despite brake disc wear.Forcible brake cooling is a system to pump the axle oil via a filter and also a cooler if that option is

selected.

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Ax les

AHW90•

Limited slip (Option)•

Wet disc brake•

Slack adjuster •

Forcible brakecooling system.•

(Cooler is option)

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Steering system

L350F has an electro-hydraulic steering system, EHPS, Electro Hydraulic Power Steering .Like the L110F L220F, the L350F has a shift valve.Thanks to the angle sensor, located between the two frames, the L350F has stop damping on the CDC-function. Oilflow is restricted in the steering valve and a smoother stop is obtained. The function can becalibrated with VCADS Pro.

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Steering

Electro-hydraulic Power Steering•

(EHPS)

Shift valve•

Stop damping (CDC)•

Angle sensor •

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Loader unit

The boom is called Z-bar linkage and consists of two lift arms joined by a cross-over boom .The loader unit has one tilt cylinder.The bushings in the bucket mount are steel.The L350F has bucket and lift function for end-stroke damping.L350F has an angle sensor for tilt and lift position.

(The angle sensor for tilt and lift function is adjusted from inside the cab and is included in the software.)

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Loader uni t

Z-bar linkage•

Single tilt cylinder •

End-stroke damping•

Angle sensor for tilt and lift•position

Return-to-dig•

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Lift

There are two versions of Lift cylinders for L350F:

Version 1:Standard, for short boom and bucketCylinders 200/110 mm.

Version 2:Long boom and bucketBlock handler, HD,Timber handlerCylinders 230/120 mm.

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Lift


Angel sensor •

Return to dig•

Boom kick out•

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Tilt

Tilt cylinder

· End-stroke damping· Bucket kick out

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Tilt


Bucket kick out•

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Cab

· ECC· I-ECU, Display· ROP Structure

The glass area is large, which gives very good visibility close-up. The climate control system is SW

controlled. The cab mounts are new with viscous pads for vibration damping.

The lower part of the door is angled to avoid sharp corners. Handles are shaped for safe entry.The cab has Roll Over Protection Structure, ROP-structure

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Cab

ECC•

I- ECU, Display•

ROPS Structure•

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Electrical system

The following is a brief description of new features in the electrical system.· New operator's display· New switches located on the A-pillar· New ECUs· New VCADS Pro functions

· Electric servo Levers

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Electrical system

New display•

New button panel•

New ECU’s and electronic•

platform

New functions•

Electric servo•

New connectors•

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Complete machine

Now we have become familiar with the new features of L350F and we are going to look closer at eachfunction.

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Complete machine

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General section, study guide

Topics:Description of the L350F machine main components and their product numbers.Objectives: After completing this section the student should be able to:· To describe what main components installed in the machines.

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General section, Study Guide

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Product number for L350F XXXXX (Machine)

Wheel loader L350F has articulated frame steering and four-wheel drive.

The engine is a six-cylinder, four-stroke, direct-injection (common rail), turbocharged diesel engine typeD16E.

There is a single-stage hydraulic torque converter between the engine and the transmission.

Front and rear axles have fully floating drive shafts with planetary gears in the wheel hubs. The front axleis equipped with a differential break.

The service brakes on these machines are wet type disc brakes.The service brakes are integrated in the respective wheel hubs and the parking brake is located on theoutput shaft in the transmission

The hydraulic system is servo controlled, load sensing.Three variable piston pumps provide all hydraulics with oil.

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Summary

· 50 ton class wheel loader· 4 versions· D16E V-ACT, IEGR· Planetary transmission HTE400, lock-up· Wet disc-brake 11 disc/hub

· Axle oil circulation· EHPS steering valve

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Summary

50 ton class wheel loader•

4 versions•

D16E V-ACT, IEGR•

Planetary transmission HTE400, lock-up•

Wet disc-brake 11 disc/hub•

Axle oil circulation•

EHPS steering valve•

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Electrical system, study guide

Topics:Computer network, operator and service displays, location of components, how to read wiring diagrams,system main feeds, how to read software function descriptions, trouble-shooting procedure and tools.Objectives: After completing this section the student should be able to:· To collect the relevant information from the operator display.· To carry out inspection of circuits according to the Service Manual.

· To read wiring diagrams and software descriptions in the Service Manual.· To find the relevant components on the machine.

Exercises, See the symbol for practical exercise, the universal screw spanner:Exercice, Electrical principles, gear selector switchExercice, Electrical principles, trouble shooting + sensor measuringExercice, Electrical system, voltage feed ECU:sExercise, Electrical system, dataDiagram:Diagram 301 Voltage SupplyDiagram 302 Voltage Feed Control UnitsDiagram 303 Start Circuit

Diagram 306 Flashing Hazard LightsDiagram 310 Communication ECUsDiagram 603 Steering, leverDiagram 805 Air ConditioningDiagram 806 Air ConditioningDiagram 306 Flashing Hazard LightsDiagram 805 Air ConditioningDiagram 806 Air ConditioningDiagram 909 Working Hydraulics

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Electrical princip les

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Technical data, electrical system

Central warning system Contronic electrical system with central warning light and buzzer for followingfunctions: - Serious engine fault - Low steering system pressure Over speed warning engine -Interruption in communication (computer fault) Central warning light and buzzer with the gear engagedfor the following functions. - Low engine oil pressure - High engine oil temperature - High charge airtemperature - Low coolant level - High coolant temperature High crank case pressure - Lowtransmission oil pressure - High transmission oil temperature Low brake pressure - Engaged parking

brake - Fault on brake charging - Low hydraulic oil level High hydraulic oil temperature - Overspeedingin engaged gear - High brake cooling oil temperature front and rear axlesVoltage 24Batteries 2x12 VBattery capacity 2x170 AhCold cranking capacity, approx 1000 AReserve capacity, approx 330 minAlternator rating 2280 W 80 AStarter motor Output 7,0 kW

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Technical Data

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Electrical system, description

The machine has a 24 V electrical system with two 12 V batteries connected in series, located in a batterybox inside of the steps on the left side of the machine.The battery disconnector is located under the battery box. Fuse FU74 is located inside of the battery box,and serves voltage converter for radio. Voltage feed for the voltage converter is disconnected with thebattery disconnector.

Relays and fuses are mainly located in the electrical distribution box behind the operator's seat and areaccessed by removing the cover for the electrical distribution box. The cover's inside is provided with adecal that informs which power-consuming component is connected to each relay and fuse. There is a built-in terminal for fuse test in the electrical distribution box. The relays in the electrical distribution box areinterchangeable.Components are marked according to which function group they belong. The first two digits indicatefunction group and the other digits are running numbers, e.g., SE2203.NoteFor working on the electrical system, follow the instructions in section 300.

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Description

1. Fuse box 2. Batteries 3. Battery

disconnector, fuse FU74 4. Electrical

distribution box

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Batteries

Batteries 2x12 VBattery capacity 2x170 Ah

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Batteries

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Battery disconnector

This shows the battery disconnector's position.On wiring diagram 301 marked SW3101.3 stands for electrical system.1 is sub-group, in our case battery, and 01 is the running number.The F-machines cut off power is on the plus side.

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Battery disconnector

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Alternator

The machine is equipped with an 80A alternator.In wiring diagram AL3201.

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Al ternator

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Starter motor

The starter motor (overheat protection).Software controlled.

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Starter motor

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Main fuses

The main fuses, e.g., FU70 in wiring diagram 301, are located in the engine compartment.

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Main fuses

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Quick connectors

Quick connectors located outside and at the back of the cab under the window. All quick connectors, aresealed and classified.Quicker, safer and better control when dismantling and reassembling wire

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Cable installation cab wall

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Electrical distribution box

Here we see the electrical distribution box.On the circuit board there are fuses, relays, and other electrical components.The F-models have a new circuit board.

If possible show quick connector as loose component.

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Electrical distribution box

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Fuse test

There is a fuse test on the circuit board.

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Fuse Test

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V-ECU, V2-ECU, SWM

The machine electronics include seven control units that communicate with each other via three databuses. Each control unit processes values from sensors and controls which help to control components sothat desired function is obtained.Machine electronics facilitate troubleshooting with a well-designed and expansive diagnostic system. Incase of electrical malfunctions/errors, the operator receives a message on the information panel.

For service personnel, the service tool VCADS Pro can be plugged into sockets located by the electricaldistribution box behind the operator's seat.Control units included in the system are:

Vehicle control units V-ECU and V2-ECU are located by the electrical distribution box behind the operator'sseat and contains software for controlling components and handling information from sensors locatedoutside the cab. The vehicle control unit is connected to the other control units via data bus.Steering wheel module SWM is located by the electrical distribution box behind the operator's seat,contains software for steering with steering wheel and CDC. The steering wheel module is connected to theother control units via data bus.Communication for programming, changing parameters, and reading out error codes, testing and checkingcomponents, etc. is done with VCADS Pro. In VCADS Pro, MID-designations (Message Identification

Description) are used for the control units.Reading of input and output signals, setting certain functions, reading off machine information, etc. can beperformed with the information panel.If a malfunction occurs in any system, information is sent via the data bus, which makes it possible toread off the information on the information panel or by using VCADS Pro.

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SWM

V-ECU

V2-ECU

V-ECU, V2-ECU, SWM

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T-ECU

Transmission control unit T-ECU is located under the operator's seat and includes software to controlgearshifting. The transmission control unit is connected to the other control units via data bus.

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T-ECU

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ECC-ECU

Climate control units ECC are located inside the right side panel in the cab and contain software forcontrolling heating, cooling, and ventilation. The climate control unit is connected to the other control unitsvia data bus.

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ECC-ECU

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Engine control unit E-ECU

Engine control unit E-ECU is located on the right side of the engine and contains software for controllingengine functions. The control unit receives information from the engine's own sensors as well as from adata bus. The control unit also sends information to the other control units via data bus

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Engine control unit E-ECU

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CareTrack W-ECU

CareTrack W-ECU is located by the electrical distribution box behind the operator's seat and containssoftware for information exchange via GSM/GPRS and satellite. The CareTrack-unit is connected to theother control units via data bus.

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W-ECU

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Instrument panel

Instrument control unit I-ECU is located in the instrument panel and includes software for presentation ofoperator information on the information panel with warning and control lights.

Added and changed functionality in Instument ECU:New instrumentation and menu structure and key pad.

New HVAC.Rear wiper function dependant of gear selector.Cycle setting for automatic greasing integrated in instrument.Operating time left with existing fuel (opt).Fuel consumption, average and total (opt).Cooling efficiency (opt).

Excercise New Keypad:Show what you can see, and which information is possible to retrieve. Do an exercise where the student has to change language in the panel. Turn on keypad SW3801, then what happens? See to it that a few warning lights are on.

Save the warnings by pressing ESC .Warnings can be read off at later time by pressing the Envelope .

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Instrument panel

Instrument control unit, I-ECU•

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Switches in cab

L350 F has a switch for transmission lockup-control. ON-OFF.

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Lock-up, On-Off•

Switches in Cab

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Electronic platform

Standard on L350F:VECU,IECU,EECU,V2ECU,ECC-ECU, TECU, and SMW

If Telematic will be used an extra , WECU must be connected to the system.CDC and Lift/Tilt controlled by V2ECU.

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Electronic Platform

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Error code and service mode

Instrument-ECU, I-ECU.

This is a brief introduction to the Error Code and Service mode.

During this first part see Error code flap is white, down right in the presentation.

Error codeSee the Error code Check Reduced gearshift function .You have two choices. ESC or SELECT

If you press ESC you can read the message later.

Press SELECT.See the Detail info.Press ESC. You are back.Press ESC again. You see another Error code Check ECC failurePress ESC and you see the envelope in the left corner in the display.

Press 7, the envelope. You see Vehicle messages Reduced shift function and HVAC failurePress SELECT. See Detail info.Press ESC. You are back.Press the down arrow. HVAC failure high lights.Press SELECT.You see the Detail info.Press ESC. You are back at the beginning.

Now the second part. Click at Service mode flap down right in the presentation. Service mode highlights.

In this example you can only operate Engine, 1, at the Keyboard.

Service mode

Press Engine, 1. You see the Coolant temperature.Press ESC. You see 0 km/h

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Electro hydraulic servo controls

Electro hydraulic servo is standard in L350F and cannot be changed to hydraulic servo. Only 3rd functionis possible for L350F. The control will be mounted in the right armrest.

· Seat mounted lever console· Ergonomic armrest

· Many adjustment possibilities· Electrical lever lock· F/R switch· Kick down switch integratedin lift lever

Option:· 3rd hydraulic function

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Electro hydraulic servo controls

Seat mounted lever console•

Ergonomic armrest•

More adjustment possibilities•

Electrical lever lock•

F/R switch•

Kick down switch integrated in lift•

lever Option:

3rd hydraulic function•

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Angle sensor for tilt function

Tilt, lift, steering, same sensor but located in different places on the machine.Calibrated in VCADS Pro.Every time work is done on the sensor it has to be calibrated.

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Angle Sensor for Til t Funct ion

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New cable routing of plus-feed and ground connections

The machine has two batteries that are located under the left cab steps.1. Plus-feed from the battery passes to the battery disconnector which is also located on the plus side.

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Cable routing of plus-feed and ground connections

1. The machine has two batteries that are

located under the left cab steps.

2. Plus-feed from the battery passes to thebattery disconnector which is also located on

the plus side

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3. From there, plus and ground cable are installed in parallel on the inside of the left frame, to eachdistribution block for plus-feed and ground connections. 30B AND 31B

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3. From there, plus and ground cable are

installed in parallel on the inside of the left

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4. From these distribution blocks, each connection is distributed.5. The plus-connection has a feed to the main fuse box and the starter motor. The ground connectionbranches to the starter motor and all ground connections will be connected to that ground point.

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4. From these distribution blocks, each

connection is distributed.

5. The plus-connection has a feed to the mainfuse box and the starter motor. The ground

connection branches to the starter motor and all

ground connections will be connected to that

ground point.

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Main fuse box

Circuit boards, preheating of induction air, and back-up control unit are supplied with voltage from themain fuse box via main fuses.

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Main fuse box

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Trouble shooting procedure

· Service Manual· VCADs· Multi-meter· Pressure Gauge· Break out box

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Trouble-shooting procedure

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Software description

Software is stored in the control units. To determine which software is in the control units, the partnumber of the software (Main software) is read in the information panel or with the service tool VCADSPro.Updating of the machine's software is handled through release of a new edition. The releases aredesignated with Year:edition, for example, R2006:5 and gets a new part number.

Updating of software for control units takes place through downloading of new software from VOLVO withVCADS Pro.

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Software funct ion, descript ion

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Cable and component marking explanations

Principle diagram, wiring diagram1. Voltage feed (30, 15, 15E, etc.)2. Cable colour3. Connector, connector pin4. Component designation

5. Ground connection (31K, 31F, etc)6. Reference to other diagram (WDxxx), same reference number is found in indicated diagram. Theflag's point indicates the current's direction.7. Reference to other diagram (WDxxx), more information is found in indicated diagram8. Lead number, made up of function group (e.g., 3) and running number (e.g., 033)9. A lead drawn with a thick line means that it is a printed circuit on circuit board

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Reading Diagram

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Wiring diagram 301

Voltage SupplyExplain WD301And why AL3201 BS is plus feed when 3101 open.

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Wiring Diagram 301

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Diagram 302, voltage feed control units

15EA Feed30K FeedTime function I I-ECU when disconnected 30K feed. RE12, RE13, RE14.

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15EECU

Wiring Diagram 302

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Diagram 303, start circuit

Conditions for activating MO3301.Effect relay RE16, RE17.Feed 15EA, Di11, R13, C01.

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Wiring Diagram 303

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Diagram 306, flashing hazard lights

58A feed to light emitting diode in switch.

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Wiring Diagram 306

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Diagram 310, communication ECUs

· R3601· Twisted cables· ECC only J1587/1708.· VP only J1587/1708.· Show which ECUs connected to CAN2 J1939.

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Wiring Diagram 310

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Diagram 603, steering lever

EMC, explain.SWM, explain.

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Wiring Diagram 603

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Wiring diagram 805

WD306 Flag 7 Why?

SE8701, 8702, 8708, 8709

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Wiring Diagram 805

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Diagram 806, air conditioning

Explain WD302

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Wiring Diagram 806

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Diagram 306, flashing hazard lights

WD805

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Wiring Diagram 306

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Explain: WD306

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Wiring Diagram 805

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MO8703, 8707 Explain.

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Wiring Diagram 806

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Diagram 909, working hydraulics

The working hydraulics is controled by the V2ECU.

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Wiring Diagram 909

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Torkare fram

Intervallfunktion framMatning från 15A och säkring FU34 till SW3602, RE15 och MO3602.SW3602 i läge J ger insignal till I-ECU IC5. Via CANbus till V-ECU erhålles utsignal från V-ECU VB60 tillRE15 87.RE15 ger spänning via SW3602 till MO3602 5.

Den programmerade intervalltiden styrs av V-ECUns signal till RE15.I-ECU-IC6 detekterar konstant torkare fram om IC5 saknas

Hastighet 1Matning från 15A och säkring FU34 till SW3602, RE15 och MO3602.SW3602 i läge 1 ger konstant torkare fram hastighet 1 insignal I-ECU IC6= konstant torkare fram.

StopI MO3602 finns en kamsxel som roterar med motorn. När kamen är I sitt höga läge sluter den mellan 3och 2 på MO3602.

Hastighet 2

Matning från 15A och säkring FU34 till SW3602, RE15 och MO3602.SW3602 i läge 2 ger konstant torkare fram hastighet 2 insignal I-ECU IC6= konstant torkare fram.

SpolningMatning från 15A och säkring FU34 till SW3602, RE15 och MO3602.Aktiverad SW3608 ger insignal I-ECU IC4=spolare fram PÅ. Via CANbus till V-ECU erhålles utsignal på V-ECU VB60 som aktiverar RE15 som ger spänning till MO3602 läge1, hastighet 1.

VillkorIntervall läge PÅ ger torkare PÅ i 0,5 s. Och funktionen är avstängd i X s. Möjlig intervalltid: 5-25 sFörinställt värde är X=7 s.

Spolning PÅ ger intervall PÅ efter 1 s och spolning PÅ.

Wiper Front

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Torkare bak

Intervallfunktion bakIntervallfunktionen bak är beroende av intervalltorkaren fram.

VillkorNär torkaren fram är aktiverad och torkare bak är aktiverad och backväxel läggs i då kommer torkaren

bak att starta.

När torkaren bak är aktiverad och intervalltorkaren fram är aktiveraddå kommer torkaren bak också att vara i intervalläge.

Spolningen bak startar om torkaren bak är aktiverad och spolningen fram är aktiverad.

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Wiper back

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Summary

Repeat the most important features.· New diagram reading· 4 digit in parts designation· Function description at each function group· New ECU s added

· New connectors· New electronical platform

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Summary

New diagram reading•

4 digits in parts designation•

Function description at each function group•

New ECU’s added•

New connectors•

New electronical platform•

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Engine, study guide

Topics:Fuel systems, lubrication systems, cooling systems and Engine Management System (EMS) on thedifferent engines, including service and trouble-shooting procedures and tools.Objectives: After completing this section the student should be able to:- To perform service procedures described in the Service Manuals.

- To carry out inspection of systems according to the Service Manual.- To understand wiring diagrams and software descriptions in the Service Manual, related to the engines.- To find the relevant components on the machine.

Exercises, See the symbol for practical exercise, the universal screw spanner:

Exercise Engine, EMS-system, back up function engine speed indicator

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Engine

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Introduction

In order to meet the Tier 3 / Stage IIIA legislative demands concerning exhaust emissions, a new versionof the Volvo D16 engine has been developedThe D16E V-ACT engine is an in-line six cylinder direct injected turbo charged diesel engine withintercooler and mechanically actuated electronically controlled unit injectors, governed by the EMS system.It has a one piece cylinder head, four valves per cylinder, over-head camshaft and rear located timing

gear train.V- ACT is the acronym for Volvo Advanced Combustion Technology and embodies the unique technologyspecifically developed by Volvo for its heavy duty and medium duty diesel engines powering Volvoconstruction equipment.V-ACT represents new achievements in the areas of combustion efficiency, emissions reduction and overallengine performance. Major V-ACT features include a new flexible high pressure fuel injection system, newair handling technology incorporating a unique internal exhaust gas recirculation system, and an enhancedelectronic controller for precise control of the fuel and air handling systems.

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Emissions

The D16E V-ACT engine meets EU non-road regulation stage IIIA, US EPA federal non-road regulation Tier3 and California CARB non-road regulation Tier 3 emission standards.Step 1 was introduced on the USA market in 1996 and in Europe 1998 for off-road diesel engines in thepower range of 130 kW to 560 kW.Tier 2 was introduced on the USA market in 2001 for engines in the power range of 225 kW to 450 kW

and Stage II was introduced in Europe 2002 for engines in the power range of 130 kW to 560 kW.V-ACT is implemented on the D16E engines for the US and EU market as from January 2006.Stage IIIA Europe:Power kWFrom 1/1NOx+HCg/kWhPMg/kWhCOg/kWh130-56020064.00.23.575-13020074.00.35.037-7520084.70.45.019-3720047.50.65.5Tier 3 USA:Power kWFrom 1/1NOx+HCg/kWhPMg/kWhCOg/kWh130-56020064.00.23.575-13020074.00.35.037-7520084.70.45.019-3720047.50.65.58-1920057.50.86.60-820057.50.88.0Tier 4A and Stage IIIB comes into force in year 2011 for the high powered engine range.

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V-ACT hardware

The IEGR rocker creates a small second exhaust valve lift. This extra lift feeds exhaust gases back into thecylinder during the inlet stroke.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of electronicfeatures and to enhance reliability.The proven new high-pressure dual solenoid diesel fuel injector, Delphi E3, introduced with the Volvo U.S.

EPA 2002 highway engine, is an integral part of the V-ACT system.1. Switch Able Internal EGR2. Engine Management System Controller EMS23. High-pressure dual solenoid fuel injector Delphi E3

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Rocker arm mechanism continue

The camshaft have four cam lobes per cylinder; one for the inlet rocker (1), one for the injector rocker(2), one for the exhaust rocker (3) and one for the IEGR rocker (4).1. Inlet Rocker2. Injector Rocker3. Exhaust Rocker

4. IEGR Rocker

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Exhaust rocker assembly

The picture shows the exhaust rocker assembly.1. Non return valve2. Trunk valve3. Pin bushing4. Bushing

5. Master piston6. Slave piston

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IEGR & exhaust rocker function

Lube oil from the rocker arm shaft is fed through a hole in the rocker arm bushing (1). When the IEGR isactivated the oil pressure in the rocker arm shaft is increased by the IEGR control valve to approximately4 bar, full oil pressure. When the oil pressure in the rocker arm shaft exceeds 1.8 bar it will overcome thespring force acting on the trunk piston (2) and the oil may then enter via the non return valve (3) throughthe drilled channel (4) to the volume below the master piston (5) forcing it toward its upper mechanical

stop.When the cam lobe activates the IEGR rocker arm (6) it presses on the master piston (5). The masterpiston is forced downwards ina barrel (7) in the exhaust rocker.When the master piston (5) is pressed downwards in the barrel (7) the oil is forced through the redmarked drillings (4) to a volume above the slave piston (8), which is situated right above the exhaustvalve yoke (9). The slave piston is forced downwards, as the non return valve (3) is preventing the oilfrom being evacuated back to the rocker arm shaft, lifting the exhaust valves. The IEGR gases may nowenter the combustion chamber during the inlet stroke.

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IEGR active & inactive

A prerequisite for that the slave piston shall press down the yoke, for the IEGR lift to occur, is that the nonreturn valve (3) is blocking the drain for oil, keeping the slave piston (4) against it s bottom mechanicalstop. Thus, by controlling the non return valve (3) the IEGR function can be shut off and on.This is done by a trunk piston (2) which, depending on the oil pressure inside the rocker arm shaft (1),keeps the non return valve activated/deactivated.

The oil pressure in the rocker arm shaft is set by the Engine ECU to either 1 bar or 4 bar (full oil pressure)by means of the IEGR control valve.

IEGR Inactive:When the oil pressure in the rocker arm shaft is 1.5 bar or less it is to low to overcome the spring forceacting on the trunk piston (2). The trunk piston blocks the inlet channel (7) and no oil can enter in to themaster- and slave piston department. The non return valve (3) is kept disengaged by the trunk piston (2)and if there is any oil trapped in the volume above the slave piston (4) it will be evacuated via the inletchannel (7). No IEGR lift can occur.

IEGR Active:When the oil pressure in the rocker arm shaft is 1.8 bar or higher it will overcome the spring force acting

on the trunk piston (2). The trunk piston no longer blocks the inlet channel (7) and oil enters in to themaster- and slave piston department. As the trunk piston is forced open the non return valve (3) is nowpreventing the oil in the volume above the slave piston (4) to be evacuated. When the cam lobe lifts theIEGR rocker forcing the master piston (5) downwards, the oil now transmits the force to the slave piston(4) holding it against its bottom mechanical stop and the IEGR lift can occur.

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IEGR valve lift

After the normal exhaust valve lift, the exhaust valves are once again opened for a short period of time(A) by the IEGR rocker arm at the beginning of the inlet stroke. This second lift allows high pressure gasesfrom the exhaust manifold to flow in to the cylinder.

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Valve adjustment 1

You can view the film or the slides Valve adjustment.

· Remove the leaf springs.· Rotate the cam shaft to the marking for the relevant cylinder.· The dash marking on the cam shaft must be positioned between the two dash marks on the bearing

housing.· Adjust all rockers for that cylinder; inlet, exhaust and IEGR rocker. Also adjust the injector preload ifnecessary.

Cylinder number one shown.

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Valve adjustment 2

Adjust the inlet valve clearance.Set the clearance between the rocker arm ball socket and the valve caliper to 0.3 mm using the adjustingscrew on the rocker arm and a feeler gauge.Torque to tighten the nut: 38 NmA. Inlet

B. InjectorC. Exhaust

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Valve adjustment 2

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Valve adjustment 3

Preload the injector only if necessary.· Eliminate the clearance between the adjusting screw and the injector by turning the adjusting screw.· Turn the adjusting screw another 240º (4 hexagons).· Torque to tighten the nut: 52 Nm

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Valve adjustment 3

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Valve adjustment 4

Adjust the exhaust valve clearance.· The valve caliper must be preset before adjusting the exhaust rocker arm clearance (see servicemanual).· Adjust the clearance between the exhaust rocker arm ball socket and the valve caliper to 0.60mm, usingthe adjusting screw on the rocker arm and a feeler gauge.

· Torque to tighten the nut : 38 Nm

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Valve adjustment 4

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Valve adjustment 5

Adjust the IEGR clearance:· Loosen the nut on the IEGR rocker arm.· Place a dial indicator on the feeler gauge, close to the ball socket, and set the dial indicator to zero.· Tighten the adjusting screw with a hexagon key until the dial indicator shows that the valve yoke hasmoved 0.20~0.30mm.

· Correct clearance is then obtained by turning the adjusting screw 780º counter clockwise. (2 revolutions+ 1 hexagon).· Tighten the nut 52 Nm.· The IEGR rocker arm clearance adjustment is now completed. The feeler gauge can be removed.REPEAT THE PROCEDURE (1 to 7) UNTIL ALL ROCKER ARMS ON ALL CYLINDERS HAVE BEEN ADJUSTED.

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Valve adjustment 5

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Valve adjustment 6

Check the clearance between the camshaft and the IEGR rocker arm with a feeler gauge.Clearance : 4.1 ~ 4.3 mmA. IEGR rocker arm

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Valve adjustment 6

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Valve adjustment 7

Reinstall the leaf springs:Hexagon screws are to be tightened to 25 Nm on all six cylinders.

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Principle

1. Overflow valve2. Fuel return hose3. Cylinder head lengthways channel4. Cylinder head5. Cooling circuit for the control unit

6. Pressure limiting valve7. Feed pump8. Tank9. Non-return valve10. Water trap11. Drain valve12. WIF (water in fuel) sensor13. Fuel heater14. Pre-filter15. Valve16. Non-return valve17. Hand pump

18. Measuring point19. Fuel pressure sensor20. Main filter housing21. Valve22. Valve23. Main filter24. Distribution housing

PrincipleThe fuel is drawn by the feed pump (7) from the tank (8) through the pre-filter (14) with water trap (10),through the cooling circuit for the control unit (5) up to the distribution housing (24) and from there,together with the return fuel which passes through the overflow valve (1), to the feed pump suction side.The pump forces the fuel to the main filter housing (20) and through the main filter (23), to the cylinder

head lengthways channel (3) , which has a circular groove round each unit injector. The overflow valve(1) maintains a constant fuel feed pressure for the injectors and opens at 3.5 to 4.5 bar.

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Chassie mounted fuel filter

The D16E engine fuel filter housing is chassie mounted. Both pre- and main fuel filter is mounted on thishousing.The main components in the fuel filter housing are:· Die cast housing· Manual hand pump

· Fuel pressure sensor· Valve units (valves located inside the filter nipples)The manual hand pump is only to be used when the fuel system has been completely drained, for exampleafter maintenance or if the driver has run out of fuel.The fuel pressure sensor is located after the main filter and measures the fuel feed pressure to the unitinjectors.When changing filters no deaeration is necessary. The fuel system together with the three valves in thefuel filter housing is designed to deal with the air in the new filters that are to be mounted dry.1. Inlet from fuel tank to pre-filter2. Outlet from pre-filter to fuel feed pump3. Inlet from fuel feed pump to main filter4. Outlet from main filter to unit injectors

5. Air ventilation duct

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Fuel filter housing, valves

The filter housing is equipped with valves incorporated in the pre- and main filter nipples. The valvesprevent spillage when changing filters and the valve in the main filter nipple also automatically deaeratesthe fuel system after filter change or total drainage of the system.Valve in the pre filter nipple:In the pre filter nipple is located a non return valve (A) that will, due to its weight, fall down and stop the

fuel from draining through the filter nipple when the filter is removed or empty. When the fuel pump isrunning, pumping both fuel and air that may be in the system, the valve will be lift of its seat and fuel andair can pass.Valve in the main filter:In the main filter nipple is located a double function valve (B) that comprises of one non return valve(same as for the pre filter described above) and one sleeve for automatic deaeration. The valve and sleevecan assume three positions as shown on the picture:1. Filter change, engine off; as the fuel pump is not running there is no fuel/air flowing through thesystem. The sleeve and valve are both, due to their own weight, in their lower position. This will preventspillage when the main filter is removed.2. Engine start-up; The fuel pump is running, pumping mainly air through the main filter nipple, the nonreturn valve will by the air flow be lift of its seat opening the passage upwards to the air ventilation hose.

As the sleeve is heavier it will not lift until the air is vented and fuel starts to flow through the system.3. Fully primed; both the sleeve and non return valve are in their upper position. As the air is now fullyvented the two valves are lifted by the homogeneous fuel flow through the nipple. With the sleeve in itsupper position the fuel will now exit the main port while the non return valve will keep the air ventilationduct closed. The fuel system is now continuously deaerated through the deaeration valve located on thecylinder head.Deaeration procedureAs the fuel filter housing has automatic air bleeding, no deaeration is necessary after changing filters. Themanual hand pump is used only in case the fuel system has been completely drained from fuel.When changing fuel filters, the new filters are to be mounted dry. After mounting the new filters, start theengine. The engine will run on the fuel left in the system. After running the engine on idle forapproximately 1 minute (the engine will misfire for approx. 30 seconds) the air from the new filters isdeaerated.

If the fuel system has been completely drained the hand pump on top of the fuel filter housing has to beused for bleeding the system. It takes between 200 and 300 strokes until the deaeration of the system is

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Delphi E3 overview

The Delphi E3 injector has a unique quality, to control the injection timing, fuel amount and injectionpressure with two separate solenoid activated valves.The first valve, the Spill Valve (SV) (1) controls the injector internal pressure build up.The method used to control the injection pressure is to let the pressure build internally in the injector upto a desired level before opening the nozzle needle (14).

To make the needle opening freely adjustable, a second valve is introduced, the Needle Control Valve(NCV) (6). It is a three port, two-position valve, located between the high pressure fuel line (9), the lowpressure fuel line (7) and a needle-backing chamber (11).The valve controls the pressure in the backing chamber by either connecting the chamber to the highpressure fuel line or to the low pressure fuel line. The pressure in the chamber exerts force on the back ofthe nozzle needle (14) via the control piston (12). Also the needle closing spring (13) acts to keep theneedle closed.

1. Spill Valve (SV)2. SV armature3. SV electrical coil4. NCV electrical coil

5. NCV armature6. Needle Control Valve (NCV)7. Low pressure fuel line8. Nozzle9. High pressure fuel line10. Return spring11. Needle backing chamber12. Needle control piston13. Needle closing spring14. Needle

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Phases

- Neither the spill valve (SV) nor the needle control valve (NCV) solenoid is electrically activated. Thereturn spring is forcing the SV to its upper position and the NCV to its lower position. In this position theSV is open and the fuel are routed from the pump chamber back into the low pressure fuel feed line andno internal pressure build-up occurs in the high pressure fuel line. In this position the NCV is closedconnecting the needle backing chamber with the high pressure fuel line, but as the SV is open there is no

pressure build up behind the needle.- The SV solenoid is electrically activated and the SV is pulled downwards closing the connection to the lowpressure feed line. In this position the SV is closed and all fuel is forced from the pump chamber via thehigh pressure fuel line. The fuel pressure increases acting on the injection needle lift area. The NCV is stillnot activated (still closed) connecting the needle backing chamber with the high pressure fuel line, why theneedle can not yet be lifted.- The SV is still closed and the fuel pressure is still increasing. When the desired pressure is achieved, theNCV is activated (opened), closing the high-pressure line connection to the backing chamber of the needleand at the same time connecting the chamber to the low pressure line. The pressure on the lift side, nowhigher than required to overcome the closing force from the needle closing spring, opens the needle andinjection occurs until the NCV is closed or until the SV is opened.In this way the needle opening pressure can be varied between the preset NOP of the spring and the

maximum pumping pressure. Practically the levels used are between 300 to 2000 bars, to be comparedwith a common nozzle, using 250 to 350 bar opening pressure. With this technology we have fullelectronically control of the injection timing.High NOP is used to reduce the formation of sot and particulates but is has a negative effect on theengines sound emissions.

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Delphi E3 trim code

There are three sets of markings on the electrical connection of the injector; part number, trim code andmanufacturing number.When replacing one or more injectors, the engine control unit must be programmed with the new injectorcode called the "trim code".The code consists of 9 characters. Valid characters are 0 to 9 and A to Z excluding I, O, Q and S (a set of

32 characters).The trim code is programmed using the parameter programming in VCADS Pro and needs only to be donefor the cylinder in which the unit injector was replaced.Also marked on the electrical connector are a dot code (square shaped) used in production, containing partnumber, serial number, date, trim code type, supplier data and trim code.

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EMS2

The engine control unit is designed for mounting directly on the engine block; it s fitted by four M8 bolts.The unit has drainage holes located close to the corners of the longer sides to avoid water accumulationinside. The holes are also required for correct readings of the internal ambient air pressure sensor.An ECU-cooling raft is bolted to the outside of the EMS2 case, using six self-tapping M6 screws.The EMS2 has two individually coded 62 pin electrical connectors. The connectors are locked with a locking

lever on the connector.The EECU (Engine Electronic Control Unit) is supplied with anti-vibration (AV) mounts to withstand theengine vibration. The AV mounts also provide thermal insulation from the engine block.The EMS2 comprises the latest electronic hard ware, enhanced functionality for further optimisation ofcombustion and also basis for Tier 4 and 5 technologies.The EMS2 is necessary for controlling the new Delphi E3 unit injector (pre- and post injection possible butnot used on Volvo CE D9B V-ACT engine) and also for controlling the IEGR system.

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Sensor locations

1. Oil level & Temperature sensor2. Crankcase pressure sensor3. Coolant level sensor4. Air pressure and temperature sensor5. Oil pressure & temperature sensor

6. Boost pressure & temperature sensor7. Coolant temperature sensor8. Cam speed sensor9. Crank speed sensor10. Fuel pressure sensor11. Water in fuel sensor

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Cooling fan and braking system, study guide

Topics:

Cooling fan and brake systems on the different machines, including service and trouble-shootingprocedures and tools.Objectives: After completing this section the student should be able to:

· To perform service procedures described in the Service Manuals.· To carry out inspection of systems according to the Service Manual.· To understand wiring diagrams and software descriptions in the Service Manual, related to the coolingfan and brake systems.· To find the relevant components on the machine.

Exercises, See the symbol for practical exercise, the universal screw spanner:

· Exercise, Brakes· Exercise, Cooling Fan

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Cooling Fan and Braking System

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Technical data, cooling fan and brakes

Service brakeService brakes are dual circuit all-hydraulic multi disc brakes with nitrogen chargedaccumulators and automatic slack adjusters. Outboard mounted oil-cooled, wet disc brakes ateach wheel. Filtered and cooled oil circulated through each brake when engine is running.Transmission declutch during braking can be preselected by a switch on the instrument panel.

Parking brakeWet multidisc type in transmisson housing. Spring applied, electro hydraulicallyreleased via a swich on dash board. Applies automatically when the key is turned off.

Secondary brakeDual circuit axle-by-axle system. Actuated by service brake pedal. Lowpressure alarm. Dead engine braking capability provided by seven nitrogen-charged accumulators.

Standard The brake system complies with the requirements of SAE J / ISO 3450:1996.Number of brake discs per wheel front 11Number of brake discs per wheel rear 11

Accumulators 7 x 1,0 l

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Technical Data

Service brakes are dual circuit all-hydraulic multi disc brakes•

Parking brake Wet multidisc type in transmisson housing•

Secondary brake (Dead Engine) Dual circuit axle-by-axle• system.

Number of brake discs per wheel front 11•

Number of brake discs per wheel rear 11•

Accumulators 7 x 1,0 l•

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Cooling fan and braking system

Brakes, principle illustration1 Accumulator block2 Foot brake valve3 Hydraulic oil tank4 Cooling fan

5 Hydraulic pumps P1,P2,P36 Central block7 Axles with wet disc brakes

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Cooling Fan and Braking System

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Braking system

1 Pumps P1,P2,P32 Central block3 Accumulator block4 Foot brake valve

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Braking system

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Braking system, description

The machine has a hydraulic brake system, divided into two circuits, one for the front axle and one for therear axle.The hydraulic brake system consists of a foot brake valve and two accumulator blocks with a total of sevenaccumulators.The accumulators are precharged with nitrogen gas and their purpose is to store pressure and to make

sure that the braking capacity is safeguarded.The brake system is supplied via the central valve with hydraulic oil from Pump 3 (P3) or Pump 2 (P2).P3 supplies the radiator fan and ensures that the brakes are charged during transport operation. P2supplies the brake system passively when the working hydraulics is used and when P2 is not supplying thesteering system with oil.If the brake pressure becomes too low, information about this is shown on the operator display unit.The axles have built-in brake disc wear indicators. The axles are also provided with slack adjuster thatcompensate for brake disc wear so that the brake pedal angle remains the same, regardless of brake discwear.

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Braking System, descript ion

Fig.1

1. Central block

2. Accumulator block 1 brake

3. Accumulator block 2 brake

4. Slack adjuster

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LS-pressure pump animation 1

1 Load 2 Control valve 3 Servo valve 4 Control piston 5 Swash plate

6 Displacement spring 7 Drive shaft 8 Cylinder block 9 Spool, pressure compensator10 Spool, flow compensator11 Adjustment standby pressure12 Adjustment maximum pressure

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llll

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Central valve 1

1 Pressure reducing valve: adjustment for max. brake pressure 2 Pressure reducing valve: max. servo pressure 3 Shock valve for activated shift valve

4 Priority valve: prioritizes steeringfor P2

5 Shuttle valve: selects the highest LS-pressure form steering or working hydraulics and directs it to the flow

compensators on P1 and P2 6 Shuttle valve: Selects highest

pressure from either P3 or P1, P2 P3 gives electric brake charging P1 and P2 gives passive brake charging 7 Restriction: Gives restricted flow

to PWM2601 (create press. diff.between PF - LSF9 PWM2601 Proportional valve for

cooling fan speed and brake charging (P3) controlled by V-ECU10 MA5502 Brake charging valve:

restricts flow to the fan to ensurebrake charging. Controlled by V-ECU

Picture text:Press the position numbers in the diagram

Central valve

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Foot brake valve

The foot brake valve is of proportional type, which means that the output brake pressure is proportional tothe angle of the brake pedal. The valve has two circuits: one for the front axle brakes and one for the rearaxle brakes. The maximum output brake pressure is limited to approx. 8 MPa (80 bar) 10Mpa, for exactvalues see Specification in Service manual. This reduced brake pressure can be adjusted on the undersideof the valve by increasing or reducing the travel of the pedal.

1 Piston2 Adjusting screw for circuit pressure3 Security seal4 Adjusting screw for pedal clearance5 Pressure check connectionSE5205 Sensor, brake lights, output brake pressure

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Foot Brake Valve

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Foot brake valve, overview

T. Tank connectionBR1. Outgoing brake pressure to brakesBR2. Outgoing brake pressure to brakesSP1. Incoming brake pressure from brake accumulator blockSP2. Incoming brake pressure from brake accumulator block

1 Spool, rear circuit (L60F-L120F)front circuit (L150F-L220F)

2 Spool, front circuit (L60F-L120F)rear circuit (L150F-L220F)

3 Return spring, rear circuit (L60F-L120F) front circuit (L150F-L220F)4 Return spring, front circuit(L60F-L120F), rear circuit (L150F-L220F)

5 Piston, actuated by foot brake pedal6 Return spring, foot brake pedal

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Foot brake valve, details

1, Brake not appliedWhen the foot brake valve is not activated, the return springs (3 and 4), push up the spools (1 and 2).The connection between the pressure channels (SP1 and SP2) and the outgoing brake pressure channels(BR1 and BR2) are closed. The outgoing pressure channels (BR1 and BR2) are therefore connected to tankvia connection T.

2, Partial brakeIf the brake pedal is depressed slightly, the piston (5) will act on the spring (6). The spring will push downthe spools (1 and 2), closing the tank connection for the brakes. Oil from the pressure channels (SP1 andSP2) can now flow to the brakes through the outgoing brake pressure channels BR1 and BR2. The brakesare applied and the pressure increases in the channels BR1 and BR2.When this pressure corresponds to the force that the brake pedal exerts on the spring (5), it helps thereturn spring (3) to push up the spool (1) and the return spring (4) to push up the spool (2).Now, the oil flow to the brakes is closed and a brake pressure, corresponding to the brake pedaldepression (spring force) is obtained.

3, Full brake

The downward movement of the brake pedal is limited by the adjustable stop for the foot brake pedal.This is used to limit the maximum outgoing brake pressure to 80-100 bar (8-10 MPa). For correct value,see Service Manual.

When the brake pedal is fully applied, the force from spring (6) will be higher and forces the spools (1 and2) down. This opens the ports from the supply pressure channels (SP1 and SP2) and oil flow is led to thebrakes via the outgoing brake pressure channels BR1 and BR2. The pressure in the brake channelsincreases, and when the pressure corresponds to maximum outgoing brake pressure, the pressure(together with the return springs (3 and 4) will push up the spools (1 and 2).Once again, the oil flow to the brakes is closed and maximum outgoing brake pressure (restricted by theadjustable stop) is obtained.

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Hydraulic diagram, complete

Axle oil cooler one cooler each axle. Only as option.Explain the slack-adjuster function.

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Hydraulic Diagram, Complete

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Component position

Double accumulator blocks.

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Component Position

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Output brake circuits

Each brake circuit has two output hoses from the brake valve.

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Output Brake Circuits

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Hydraulic Motor and Pump, axle oil circulation

P = Secondary pump axle oil circulationM = Hydraulic motor axle oil circulation

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Hydraulic Motor and Pump, axle oil circu lation

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Axle oil cooler

One cooler each axle. Only as option.

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Axle Oi l Cooler (option)

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Wheel brakes

· Dual circuit all hydraulic wheel speed wet disc brakes.· 11 brake discs per hub.· Slack adjusters.· Mechanical brake wear indicator on each hub.· Filtered and cooled oil circulated through each brake when engine is running.

OptionsHeat exchanger front/rear as option.

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Dual circuit all hydraulic wheel•

speed wet disc brakes.

11 brake discs per hub.•

Slack adjusters.•

Mechanical brake wear indicator•

on each hub.

Filtered and cooled oil circulated•through each brake when engine

is running.

Options

Heat exchanger front/rear as•

option.

Wheel Brakes

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Wheel brakes

The brake-force is transmitted from the wheels to the brake disc via planetary carrier . (Green)The brake force is acting on the wheel speed, not the axle speed.

Do an exercise and study the axle.

Picture text: GREY= Driveshaft with sungearRED=PlanetgearsGREEN=Planetary carrierBLUE= RingearBROWN = Ringear holder

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Hydraulic diagram, braking system

Axle oil heat exchanger one heat exchanger each axle. Only as option.Explain the slack-adjuster function.

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Hydraulic Diagram, Braking system

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Slack adjuster, function

Pressure from the brake valve act on the pistons in the slack adjuster.When the piston reach end position the brake discs clearance is reduced to zero.

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Slack Adjuster, function

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Exercise, slack adjuster

Dismount slackadjuster and show:

1. Valvehouse2. Spring3. Piston

4. Cylinder5. Pressure valve6. Pressure valve spring7. Breather8. Rubber cover9. Bleeding nipple

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Exercise, Slack Adjuster

1 2 3 4 5 6 7 8

5 6 7

9

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Parking brake, description

· Wet, multi-disc type in transmission housing· 7 brake discs· Stops output shaft· Automatically applied by spring load when engine is off · Electro hydraulically released via switch in cab

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Parking Brake, descript ion

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Parking brake

Remove the two plugs #2.Remove the two bolts #1 and inset them in Place for plug #2.When tainting the bolts the springs in the parking brake will be compressed and the brake will be reliced.

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Parking Brake

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Cooling fan, description

1 Pump 3SE2602 Cooling circuit temperature, radiator outlet- Requests cooling2 Central valveSE4903 Transmission oil temperature

- Requests cooling if the engine has reached working temperature3 MA5502 Brake pressure chargingSE5201 Axle oil temperature, front axle- Requests cooling4 PWM2601 Control, cooling fanSE5202 Axle oil temperature, rear axle- Requests cooling5 Pressure reducing valve, brakeSE9102 Temperature, hydraulic oil tank- Requests cooling if the engine has reached working temperature6 Brake accumulator blockSE2601 Cooling fan speed

7 Cooling fan motorSE2704 Engine speed8 Hydraulic oil coolerSE2606 Coolant temperature, engine9 FilterSE2507 Charge air temperature- Requests coolingSW3801 KeyboardSE2501 Temperature, induction airSW5501 Parking brakeSE2701 Engine speedSW9143 Attachment lockingSE8702 Temperature, evaporator

* Atmospheric pressure sensor

Cooling Fan, descript ion

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Cooling fan and service

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Cooling Fan and Service

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Cooling fan system, details animation

For further information read the text in the animation.

Practical Exercise Cooling Fan. See the symbol for practical exercise, the universal screw spanner.

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llll

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Hydralulic Diagram, Brake and Cooling fan

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Hydralulic Diagram, Brake and Cooling fan

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Summary

· 2 accumulator blocks· 7 accumulators· SE5218· Slack adjuster· Number of brake discs per wheel: 11

· Braking at wheel speed· Parking brake: electro hydraulically

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Summary

2 accumulator blocks•

7 accumulators•

SE5218•

Slack adjuster •

Number of brake discs per wheel: 11•

Braking at wheel speed•

Parking brake: electro hydraulically•

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Steering system, study guide

Topics:Steering systems on the different machines, including service and trouble-shooting procedures and tools.Objectives: After completing this section the student should be able to:· To perform service procedures described in the Service Manuals.· To carry out inspection of systems according to the Service Manual.

· To understand wiring diagrams and software descriptions in the Service Manual, related to the steeringsystems.· To find the relevant components on the machine.

Exercises, See the symbol for practical exercise, the universal screw spanner.

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Steering system

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Steering system, technical data

Steering system electro hydraulic power steering system with closed centerhydrostatic back-up. Pilot-operated hydraulic valves and non pressurized tank. Speed dependent CDCfunktionSystem supply The steering system has priority feed from a load-sensing axial piston pump withvariable displacement. P2

Steering cylinders Two double-acting cylinders.Cylinder bore 110 mmPiston rod diameter 70 mmStroke 586 mmMaximum articulation ± 37°

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Electro hydraulic power steering•

system with closed center

hydrostatic back-up

Pilot-operated hydraulic valves•

and non pressurized tankSpeed dependent CDC funktion•

Technical data

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Steering description

The steering system consists of hydraulic pump (P2) and the components given below, see figure.P2 provides the steering system with oil. If all oil is not required, P2 provides oil to other systems1 Steering cylinder2 Steering valve3 PVED with EMC-protection

4 EHPS-valve5 SWM (gateway)6 V2-ECU7 Comfort Drive Control, arm rest8 Steering accumulators, engagement9 Shift valve10 Angle sensor SE6401

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Steering description

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Steering, function description

Communication between CU6401 (positioned in PVED) and the other control units, for example V2-ECUtakes place via a gateway (SWM).

1 Central valve2 Steering valve

3 EHPS-valve with PVED4 Shift valve5 Steering cylinders

SW4216 Activation of Comfort Drive ControlSE4218 Position monitor, arm restSE6401 Angle sensor, frame jointSE6601 Sensor, steering lever (joystick)CU6401 Control unit PVEDCU6402 EMC-protection

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Steering, function descript ion

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Steering system, components

· Pilot steering valve· Main steering valve· Shift valve· Steering cylinders

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Steering system, components

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Electro hydraulic power steering (EHPS) components

· PVED· EHPS· Angel sensor· Pilot valve

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Electro hydraulic power steering (EHPS)

Angle sensor

PVED EHPSPILOTVALVE

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Steering valve, neutral

When the steering valve is stationary, the steering valve is in neutral position, which means closed center.The pump is angled down and only supplies stand-by pressure.Steering valve, steeringTurning of the steering wheel in any direction results in a relative turning of the inner slide and outer slide.When this turning reaches 1.5° the channels to the metering unit and the LS-port begin to open. Thepressure from the steering pump is directed directly to the load-sensing port, which means that the pump

angle increases and starts to deliver a flow. Via the metering unit oil is delivered to the steering cylindersproportional to the steering wheel movement. When the steering wheel is released, the inner and outerslides spring back to the closed position and the pump only supplies stand-by pressure.

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EHPS, components

1. Tank2. LS-pressure3. Working hydraulic4. Pump pressure (P2)5. Pilotvalve (PS)

6. Pilotvalve (TS)7. Pilotvalve (L)8. Chock anticavitation(L)9. Steering cylinder (L)10.Steering cylinder (R)11.Chock anticavitation(R)12.Pilotvalve(R)13.Pressure setting, (LS-pressure)14.Nonreturn valve15.Directional spool16.Pressure reducing valve17.Back-up pressure valve

18.Priorety valve19.Sleeve20.Shuttle valve21.PVED, position (proportional valve electrical actuator Digital)22.Nonreturn valves

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EHPS components

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EHPS, components 2

1 Tank2 LS-pressure3 Workinghydraulic4 Pump-pressure(P2)5 Pilotvalv (PS)

6 Pilotvalve (TS)7 Pilotvalve (L)8 Chock- anticavitation (, L)

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EHPS components and diagram

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Hydraulic diagram, EHPS

Show parts in the system and their placement.Also show EHPS-valve as loose component.

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Hydraulic diagram EHPS

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PVED

Electric activation unit (PVED)(An electric actuation module, PVED,)Mechanic Connection from EHPS to PVED, see the arrow.Show the mechanil connection between EHPS och PVED.

PVED (Proportional Valve Electrical actuator Digital) works as an electrical pilot control valve. PVED ismounted on the EHPS-valve and contains:CU6401Solenoid valvesStrainerAdjusting screw for adjusting spool position in EHPSPosition sensor for spool positon in EHPS

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PVED

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Component location

All steering components' placement under the cab and on hydraulic diagram.

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Steering commponents

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Steering components on hydraulic diagram

In addition to pump P2, the steering system also includes the central block, the main control valve, pilotcontrol valve, shift valve, and steering cylinders. Components that are included in the secondary steeringsystem also belong to the system.

The system also includes steering wheel sensor and steering angle sensor.

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Steering commponents

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Central block

The central block has no port to the steering. The pressure reducer for the steering function works like ashock valve for the cylinder's minus side when the shift valve is activated.

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Central block

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Flow through C-block

Here we see the oil's flow through the central block. LS-pressure andP2-pressure.

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Flow through C-block

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Flow from central block to shift valve

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Flow from central block to shift valve

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Flow through shift valve

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Flow from shift valve to EHPS-valve

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Flow from shift valve to EHPS-valve

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Steering (to the right)

Favourable conditionsWhen the steering wheel is turned, the pressure from steering valve (4) will cause spool (C) in EHPS tomove so that the oil may pass to the plus side of the left cylinder.

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Steering right

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Severe conditions

The oil also affects the right spool (G) in the shift valve and moves it upwards. If steering is heavy, the LS-pressure increases. When the LS-pressure becomes high enough to open valve (H) in the shift valve, oilfrom pump P2 can pass through the shift valve and out to the minus side of the right steering cylinder.When the steering is used, the LS-pressure rises. The LS-pressure acts on the spring side on therespective priority spools (A), (B) in EHPS and the central valve. The priority spools gives priority to the

steering depending on pressure and flow. As spool (C) changes position, the connection between the LS-pressure and PVED is closed. In stead the return pressure from the cylinders feeds PVED.

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Steering right , heavy conditions

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EHPS-valve

Chock with inactive shift valvePressure on piston side: 349 bar (345 + 4) at low flow.Pressure on rod side: 4 bar at low flow.

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Chock with inactive shift valve

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EHPS-valve

Chock with active shift valvePressure on piston side: 349 bar (345 + 4) at low flow.Pressure on rod side: 270 bar at low flow.

The shift valve will be inactive after a while and open to the return line. This depends on high pressure in

supply line and internal leakage on the LS-side in the shift valve.

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Chock with active shift valve

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EHPS-valve

working hydraulic

Regulated pressure for pump 190 cc: 27 bar (pump 190 cc)

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Working hydraulic

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EHPS-ventilen

steering with CDC

The CDC lever controls the electrical pilot unit.

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Steering with CDC

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EHPS-valve

max steering pressure 239 bar on piston side

1.The priority valve give max 239 bar (223+4+12) at low steering flow

2.LS relief valve opening pressure 227 bar (223+4) bar at low steering flow

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Max steering pressure

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EHPS-valve

flow to working hydraulic from pump 190 ccwhen stalling steering

Needed pump pressure to open priority valve in EHPS to working hyd: 239 bar = 223 (opening LS relief valve)+ 4 (back up drain) + 12 (spring priority valve)Needed pump pressure to open priority valve in central block to working hyd:

246 bar = 223 (opening LS relief valve)+ 4 (back up drain) + 19 (spring priority valve)Max supplay pressure from pump 190 cc:250 bar at max flow (260 bar at low flow).ToleranceThe values above are only nominal.

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Flow to working hydraulic

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Flow from EHPS-valve to shift valve

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Flow from EHPS-valve to shift valve

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LS and P2-pressure through the shift valve and L3's engagement at 200 bar.

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Shift valve

1, 2, 10, Non return valves3, 4, Restrictions5, Damping piston6, Piston7, Control spool

8, Anticavitation valves9, Directional spool

1. Neutral position: Connection P1 is connected to the pump and connection P2 with the steering valve.The steering valve is in the neutral position and only stand-by pressure builds up in the shift valve to thecontrol spools (7) and in damping pistons (5) via the non-return valves (2) and restrictions (3) an (4). Viathe control spools (7), the steering cylinders´ minus side are connected to tank. Oil at the steeringcylinders´ respective plus sides is trapped by the steering valve. The same trapped oil affects thedirectional spool (9). Oil in the LS-channel is trapped because of the non-return valve (10).

2. Light conditions, pump pressure below 20.0 MPa (2900 psi). LS-pressure below 17.5 MPa (2538 psi)Oil from the steering valve enters at connection R1, passes on to the left steering cylinder´s plus side from

connection R2 and affects the directional spool (9). It re-positions so that oil from the LS-line reaches thepiston (6). The LS-pressure is too low to displace the control spool (7). The right steering cylinder sminus side is filled with oil from the return side via the control spool (7). The right steering cylinder´sminus side is filled with oil from the return side via the control spool (7) and one of the anti-cavitationvalves (8). The machine is only steered with oil to the left steering cylinder´s plus side. When steering left,the sequence of events is opposite of the above.

3. Heavy conditions, pump pressure above 20.0 MPa (2900 psi). LS-pressure above 17.5 MPa (2538 psi)The initial position is identical to steering under light conditions. The LS pressure affecting the piston (6)will, due to the area difference between the piston and control spool (7), begin to displace the controlspool which presses on the damping piston (5). First, the oil in the piston is drained through restrictions(3) and (4). Before the control spool (7) opens, the restriction (4) closes and the oil can then only drainthrough restriction (3), which provides a smooth pressure build-up out to the right steering cylinder´s

minus side. The non-return valve (10) ensures connection even if the LS-pressure drops below 17.5 MPa(2538 psi) for a short period. Consequently, the machine is steered with oil to the left steering cylinder´s

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Shift valve, reconditioning (removed)

Exercise

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Shift valve

Shift valve, reconditioning (removed)•

Exercise•

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From shift valve to steering cylinders

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From shift valve to steering cy linders

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Angle sensor

The angle sensor give continuous signal via V-ECU-2 to the PVED-unit.

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Angle sensor

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Comfort drive control (CDC), description

By moving the steering lever to the right and left respectively the operator steers the machine. Thesteering speed (i.e. the flow to the steering cylinders) increases the closer to the end position the lever ismoved.When the machine is nearing full steering lock, the flow to the steering cylinders reduces, which will causethe steering movement to slow down before the steering cylinders reach their end positions, so called end-

of-stroke damping.The steering speed reduces as the travelling speed of the machine increases at the same time as thesensitivity increases.Parameters in the software of the machine controls the sensitivity of the steering lever (joystick) as well asend-of-stroke damping. The parameters can be set with VCADS Pro.

Arm rest, Comfort Drive Control (CDC) (lever steering)SW4220Switch, kick-down, Comfort Drive Control (CDC) (lever steering)SW4217Switch, forward/reverse, Comfort Drive Control (CDC) (lever steering)SW4216

Switch, activation of Comfort Drive Control (CDC) (lever steering)SE6601Steering lever, Comfort Drive Control (CDC) (lever steering)SE4218Position sensor for arm rest, Comfort Drive Control (CDC) (lever steering)

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Comfort Drive Control (CDC), description

SW4220

Switch, kick-down, Comfort Drive Control

(CDC) (lever steering)

SW4217

Switch, forward/reverse, Comfort DriveControl (CDC) (lever steering)

SW4216

Switch, activation of Comfort Drive Control

(CDC) (lever steering)

SE6601

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CU6402 open

The control unit is mounted in the cover.

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CU6402 open

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CU6402 shield

You can see the shield at the control unit.

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CU6402 shield

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End position damping

Start and stop ramps. Parameter settings for start and stop ramps.Separat parameter settings for fast direction change.

Steering wheel priority. The steering wheel (steering wheel sensor) overides the CDC lever. The hydraulicpilot (hydraulic back up) in steering wheel can overide the electrical unit (steering wheel sensor and CDC

lever)

Hydraulic back up. Possibility for the operator to continue the work in an acceptable way at failure in theelectrical steering.

The angle is recorded by the angle sensor. The end stop function will start at a certain angle position. Thesteering speed is reduced to a certain level. The hydraulic backup for the steering wheel (hydraulic pilotfrom orbitrol) can overide the speed level if the operator is steering to fast.The end damping is not active when steering out from the end stop.

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Demand speed signal

from CDC (mA)

Cylinder speed (m/s)

The end stop function

will start at a certainangle position

Mechanical stop

Time

End position damping funct ion for CDC lever

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EHPS-valve

Secondary pumpOpening pressure relief valve: 160 barMax system pressure: 164 barActivation sec. pumpWill be activated if the machine speed is above a certain level and if the differential pressure between the

main pump pressure and the LS signal is too low.Test sec. pumpAutomatic activation of the sec. pump. At every start up.Disabled when a certain pressure level is reached.

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Activation sec. pump

Will be activated if the machine speed

is above a certain level and if the

differential pressure between the main

pump pressure and the LS signal is

too low.

Opening pressure relief valve: 160 bar

Max system pressure: 164 bar

Test sec. pump Automatic activation of the sec. pump. At every start

up.Disabled when a certain pressure level is reached.

Secondary pump

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Secondary steering components

Secondary Steering Components are located under the cab.

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Secondary s teering components

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Engagement of secondary steering

For secondary steering to engage, speed must exceed 3 km/h (2 mph) for 5 seconds at the same time asthe steering wheel is turned or lever steering is used.When the steering wheel is turned, an LS-pressure is created that, via the central block, acts on thehydraulic pump P2, which is to deliver the desired flow. At the same time the LS-pressure actuatesSE6403. If P2 does not deliver sufficient flow, SE6403 closes and give signal to the V-ECU that the

steering pressure is low. On the operator display unit is shown red central warning and the messageWarningStop vehicle followed by WarningLow steer pressure.At the same time, the V-ECU sends ,via RE6401, signal to MO6401, which starts and drives the secondarysteering pump which supplies oil to the steering system so that the machine can be steered.

Show the pressure connection regarding SE6403 and the function.

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Secondary steering hydraulic diagram

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Secondary steering, function principle

When the starter motor runs, a test of the secondary steering system is performed.1.V-ECU sends out a signal via RE6401 to the electric motor for the secondary steering pump (4), the pumpis (5).The pump delivers pressure to the steering valve (2) by SE6407 and 6403.

When SE6407 senses sufficient pressure, signal is sent to V-ECU.When V-ECU receives the signal, the signal out to relay 6401 is cut off.And the pump (5) stops.Then checking of the system has been completed.If the V-ECU has not received correct signal within 5 seconds, then the warning Check Sec. Steeringpump.failure on the operator's display.2.When the engine has started, the pump P2 delivers stand-by pressure. (see animation) When steering, LS-signal is sent from the steering valve to P2 and SE6403 (differential pressure valve).3.(See animation LS-signal and P2 pressure) P2 begins to deliver flow and higher pressure to steering valveand steering cylinders. As well as signal to SE6403 via port P2 on the steering valve. (See animation

steering valve and LS-pressure)4.If P2 stops or does not deliver sufficient pressure, SE6403 will send signal to V-ECU to start the secondarysteering system. At the same time, the warning Stop the Vehicle Low Pressure will be shown on theoperator's display.5.V-ECU will send signal to RE64012 that closes and sends voltage to the secondary steering motor. Thesecondary steering pump will deliver sufficient flow so that the operator can steer the vehicle. The secondary steering pump can deliver max. 74 bar. The test pressure is set to 45 bar, a level thatmeans that there is enough steering pressure so that the operator can steer. If the input signal/parameteris incorrect, the test pressure is set to 99 bar, which the pump will never be able to deliver. Therefore, thetest will run for the full period of time and the operator will get a check figure that the secondary steeringpump is not working.

If the V-ECU has not received correct signal within 5 seconds, the warning is shown on the operator'sdisplay.

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Secondary steering, description

The purpose of the secondary steering system is to be able to steer the machine even if the primarysteering pump (P2) does not supply sufficient flow to achieve steering pressure.Every time the engine is started (and engine speed exceeds 600 rpm), an automatic test of the secondarysteering pump st

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