L60F-L220F step 1_eng.pdf

8/11/2019 L60F-L220F step 1_eng.pdf

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L60F-L220F, Step 1

This course with instructor will give you a general overview of the products in question. Machines included:

L60F, L70F, L90F, L110F, L120F, L150F, L180F, and L220F. Areas covered: machine's applications,

configuration, design and function within: mechanics, hydraulics, and electrical system, description of

electronic control systems and software functions as well as description and software functions for selected

optional equipment. The course also includes a lot of practical exercises to increase understanding of

systems.

Target group:

Mechanics.

Learning objectives:

After the course, the participant shall be able to :

Name the main components from which the machine models are built.

Explain the main components' design and function.

Explain the sub-systems' functions, if the systems affect each other, and if that is the case, how.

Explain where to find available current service information.

Perform correct methods for checking and adjusting according to instructions in the service literature.

Perform basic troubleshooting in a safe manner.

Prior knowledge:

Knowledge corresponding to certificates [Electrical Systems], [Hydraulic Systems] and [VCADS Pro

Introduction].

Duration:

32 hours

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Purpose of walkaround

If the machine is available start with a practical exercise which includes a number of questions. See the

symbol for practical exercise, the adjustable wrench. The purpose is to let the students be familiar with the

machine.

After the questions, go through this Walkaround and point out the main components.

If possible, do this by and around the machine.

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News in the centre hinge

Level glass and oil filling point.

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News in frame/steering joint L60F-L90F

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Left side, engine compartment

Show engine-ECU and air filter.

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Engine-ECU, pos ition L60F-L90F

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Radiator placement

Here we see the radiator's placement. And you see oil cooler, condenser, also the radiator for the engine

and the intercooler.

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Radiator posi tion L60F-L90F

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Right side

Point out the major components such as alternator, starter motor, turbo, filters, etc.

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Right side L60F-L90F

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Components, center hinge

Brake accumulators, central block, hydraulic pumps, transmission, parking brake, centre hinge bearings,

etc.

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Components frame joint L60F-L90F

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Loader Unit

Point out lift and tilt cylinders, and attachment bracket.

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Loader unit L60F-L90F

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Machine front

Point out breather filter, solenoid valves, BSS accumulators, pressure check connections, etc. on the

control valve.

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Machine's front L60F-L90F

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3rd/4th hydraulic function

Control valve 3rd/4th hydraulic function.

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3rd/4th hydraulic function L60F-L90F

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Door

Angled lower part on the door to avoid sharp corners.

Handles for safe entry.

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Viscous pads

Cab mounts viscous pads for damping of vibrations.

safety mount ROPS/FOPS

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Cab

Tiltable seat bracket

Switches, Instruments, Electrical distribution box

Position of ECC-control unit

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Cab L60F-L90F


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Instrument ECU

I-ECU, with gauges and LED control lights.

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Electrical distribution box

Relays, fuses, diodes, and connectors.

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Components drivetrain L60F-L220F

The wheel loaders feature articulated frame steering and four-wheel drive.

The engine is a six-cylinder, four-stroke, direct-injection (Common Rail), turbocharged diesel engine.

The transmission is hydro-mechanical where all gears are in constant mesh.

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

Front and rear axles have fully floating half shafts with planetary reduction gears in the hubs. The front

axle is equipped with a differential lock.

The service brakes on these machines are wet type disc brakes. The service brakes are built into each

wheel hub.

The parking brake is a disc brake positioned externally on the front output shaft of the transmission.

The hydraulic system is servo controlled, load sensing.

Picture text:

Model Front axle Transmission Rear axle Engine

L70F

L90F

L110F

L120F

L150F

L180F

L220F

AWB15

AWB 25

AWB 25

AWB 31

AWB 31

AWB 40B

AWB 40B

AWB 50

HTE 110

HTE 120

HTE 125

HTE 204

HTE 205

HTE 210/HTE220

HTE 220

HTE 305

AWB 15

AWB 20

AWB 20

AWB 30

AWB 30

AWB 40C

AWB 40B

AWB 41

D6E LC E3

D6E LB E3

D6E LA E3

D7E LB E3

D7E LA E3

D12D LD E3

D12D LA E3

D12D LB E3

Components drivetrai

L60F


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Daily service

Daily service is most often done by the machine operator. On today's modern machines, this service is

mainly about checking that the brakes work and that control lights, lighting, and operating controls work

as intended.

A description of what is to be done during daily service is found in the Operator s Manual.

Daily service is also performed in connection with the other service intervals, and are checked off in the

service program.

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Daily service


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Service

The actions to be performed during service are found in the machine's Operator s Manual, in the section

lubrication and service diagram. More detailed descriptions are found in the section service and

maintenance, in the Operator's Manual. When the actions have been performed, this is recorded in the

service program (can be ordered from Volvo CE).

As a supplement to the information in the Operator's Manual, there is also a publication named "Service

and maintenance", which describes a 2,000 hour service from start to finish.

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Service


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Lubrication diagram

Look in the Operator's Manual for each machine's lubrication diagram.

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Lubrication diagram


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Repairs

Our machines need repairs from time to time. Information about how repairs are performed can be found

in the Service Manual or in PROSIS. Methods described in the Service Manual give you information about

how the job is done in a safe way. The described methods in the Service Manual also make up the basis

for the times in the Time Guide.

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Safety when servicing

Do not perform any work on a machine until you have the right knowledge and skills to do the job!

Service not done correctly causes risks - to you, the machine, and to those around you.

Many hours have been spent on designing and manufacturing a very safe and highly efficient machine.

However, all this work may just be in vain if persons who are about to use or service the machine do not

read through the safety instructions or do not bother to follow them.

More information about safety is found in the section Service in each machine's Service Manual, as well as

in the machine's Operator's Manual, in the section Safety when servicing.

Before you start any service work, park the machine on a level surface and prepare as follows.

1. Let the attachment rest on the ground.

Make sure to use supports when working under a raised boom.

2. Apply the parking brake, turn off the engine, and remove the start key (does not apply when checking

the oil level in the transmission.)

3. Depressurize pressure lines and pressurized containers carefully so that the high pressure is released

without risk.

4. Attach a yellow-black label on the steering wheel.

5. Connect the frame joint lock.

6. Block the wheels in a suitable way (e.g., wedges).

7. Turn off the battery disconnector.

8. Let the machine cool down.

When service work is done, all protective plates shall be reinstalled and all engine covers shall be closed

and locked.

More information about actions during service can be found in the Operator s Manual and Service

Manuals.

Safety when servicing


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Environment

Consider the environment during all service and maintenance. Find out about local legislation.

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Environment


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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:

collect the relevant information from the operator display.

perform inspection of circuits according to the Service Manual.

To read wiring diagrams and software descriptions in the Service Manual.

find the relevant components on the machine.

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Electrical System

Central warning system L60F-L220F

Contronic electrical system with central warning light and buzzer for, e.g., the following functions:

- Serious engine failure

- Low steering system pressure

- Over speed warning engine

- Interruption in communication (computer failure)

Central warning light and buzzer with engaged gear for the following functions.

- Low engine oil pressure

- High engine oil temperature

- High charge-air temperature

- Low coolant level

- High coolant temperature

- High crankcase pressure

- Low transmission oil pressure

- High transmission oil temperature

- Low brake pressure

- Applied parking brake

- Brake charging failure

- Low hydraulic oil level

- High hydraulic oil temperature

- Overspeeding in engaged gear

- High brake cooling oil temperature front and rear axles

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Batteries

Here you see the batteries' position.

It is a 24 V system with 2 series-connected batteries.

The markings in the diagram are BA3102 and BA3101

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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 major change is that E-machines cut off power on the minus side, and the F-machines cut off power

on the plus side.

This change has been performed due to demands and requirements from insurance companies.

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Battery disconnector

E-machines:

Cut off power on - side (ground)

F-machines:

Cut off power on %2b side


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Alternator

The machine is equipped with an 80A alternator.

In wiring diagram AL3201.

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Al ternator 24V, 80 amp


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Starter motor

Starter motor, heat shield for starter motor.

Software protected.

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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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Cable leadthrough, cab wall

Quick connectors located outside and at the rear left corner of the cab. All quick-connectors are sealed and

classified.

Faster, safer, and better control when unplugging and plugging in connectors.

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Cable leadthrough, cab wall


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Connectors

Click on the PDF-link to read more about connectors.

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Connectors


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Relay, optional equipment

Relay socket, part no. 8141996

Relay, part no. 20374662

Fuse holder, part no. 3986188

30A FU 61, 64, 65

15A FU 86, 87

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Optional equipment

Relay socket, part no. 8141996

Relay, part no. 20374662

Fuse holder, part no. 3986188

30A FU 61, 64, 65

15A FU 86, 87


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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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Component position in cab

Here we see the machine's ECUs, located behind the operator's seat.

1 V-ECU,

2 V2-ECU, option (function, e.g. CDC)

3 SO3901, voltage converter

4 ECC

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Component position in cab


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Instrument panel

Instrument-ECU, I-ECU.

Use the test panel:

Show what you can see, and which information is possible to retrieve.

Do an exercise where the student has to change language in the panel.

Turn on keypad SW3801, then what happens?

See to it that a few warning lights are on.

Save the warnings by pressing "ESC".

Warnings can be read off at later time by pressing the "Envelope".

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Instrument panel


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Error Code and Service Mode

Instrument-ECU, I-ECU.

The animation in Edition B is updated with possibility to use the I/O-list. See instructions below.

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

Practical Exercise Electrical principles, gear selector switch and Exercise Electrical principles, trouble

shooting. See the symbol for practical exercise, the adjustable wrench.

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

Error code

See the Error code "Check Reduced gearshift function".

You have two choices. ESC or SELECT

If you press ESC, you can read the message later.

Press SELECT.

See the Detail info.

Press ESC. You are back.

Press ESC again. You see another Error code check "ECC failure"

Press ESC and you see the envelope in the left corner of the display.

Press 7, the envelope. You see Vehicle messages "Reduced shift function" and "HVAC failure"

Press SELECT. See Detail info.

Press ESC. You are back.

Press arrow down. "HVAC failure" is highlighted.

Press SELECT.

You see the Detail info.

Press ESC. You are back at the beginning.

Now the second part. Click on Service mode flap down to the right in the presentation. Service mode is

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Error codes acc. to SAE standard:

FMI -Failure Mode Identifier (identification of failure type)

0. Data applies but over normal operating range (gives warning)

1. Data applies but under normal operating range (gives warning)

2. Intermittent or incorrect data

3. Abnormally high voltage or short-circuiting to higher voltage. Described in troubleshooting with

"voltage too high".

4. Abnormally low voltage or short-circuiting to lower voltage. Described in troubleshooting with

"voltage too low".

5. Abnormally low current or open circuit. Described in troubleshooting with "current too low".

6. Abnormally high current or short-circuiting to frame ground. Described in troubleshooting with

"current too high".

7. Incorrect response from mechanical system. Described in troubleshooting with "mechanical failure".

8. Abnormal frequency.

9. Abnormal baud rate.

10. Abnormally high variations

11. Non-identifiable failure. Described in troubleshooting with "other failure".

12. Defective unit or component.

13. Calibration values outside limits

14. Special instructions

15. Reserved for future use

16. Incorrect input signal to the function

17. The function cannot perform its task

18. The function gives an unreasonable result

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4

3

2

1

0

5

FMI-code sensor


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Switches in cab

Location of switches on the A-pillar.

There are also brackets for optional equipment.

An exercise for the student: Find out what function the different switches has. (Operator's manual)

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Switches in cab


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Data buses

Practical Exercise Electrical system, voltage feed ECUs and Exercise Electrical system, data. See the

symbol for practical exercise, the adjustable wrench.

If the machine has optional equipment, e.g., CDC, Lift/Tilt, ECC, Telematic etc., then additional ECUs must

be connected to the system.

The data communication has a connecting point, J1587. With VCADS Pro, we can retrieve data and also

program the machine's ECUs.

General

In principle, the machine electronics are based on all communication between the control units in the

system passing via two data buses.

The machine's control units are connected to the buses to enable communication with each other.

Communication between the different control units as well as reporting from control units to the service

connections on the data buses CAN/J1939 and J1587/1708.

The buses are of SAE-standard and consist of two pair-twisted leads. The purpose of the twisting is to

protect the bus from electric interference.

If a problem should occur in any system, a signal is sent out on the information bus, which makes it

possible to read off the information, either on the operator's instruments or via service panel or VCADS

Pro.

The figure shows the principle for how control units and service connections are connected to the buses.

CAN/J1939 control buss

The system's control signals are sent via this bus. The control bus is very fast, which is a prerequisite for

control of the whole system and to quickly adapt to varying conditions and requirements.

Main communication alternative is the CAN/J1939-bus. However, for E ECU certain control data are only

transmitted via the J1587/J1708-bus.

J1587/1708 information bus

The information bus is connected to the control units and service connections. Information and diagnostic

signals are sent on the bus. Also, certain control data from the engine control unit are sent on this bus.The bus also functions as a "back-up" for the control bus if it should malfunction for some reason.


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Volvo Tech Tool CE

Development of Volvo's service and diagnostics tools forges ahead and gives us new possibilities to

facilitate our troubleshooting.

Show the student:

Test of sensors

Test of feeds

Subsystem tests, and

Calibrations for WLO F-series.

Point out the importance of keeping the program updated.

It is important that you as instructor stay updated and show the tool's new features.

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Volvo TechTool CE

Tests of...

electric power supply

sensors

subsystems

Calibrations


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Wiring diagram, description

Position the cursor over the highlighted objects on the diagram to see an image of the component.

Picture text: Position the cursor over the highlighted objects on the diagram to see an image of the

component.

Wiring diagram, descript ion


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Service manual/PROSIS

Refer to Service manual or PROSIS if these are available.

What is different from wiring diagram E-machine?

They are divided by function group, 1st digit is function group, the rest are running

How should I read the new diagram. Review how to read the new wiring diagrams.

See diagram explanation.

Select a few pictures of, e.g., the electrical distribution box, explanation fuses, PWM-valves, motors,

sensors, connectors.

Picture text: Click on the link to see wiring diagrams.

Service manual/PROSIS


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Wiring Diagram 301

Voltage Supply

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Wiring Diagram 301


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Wiring diagram 302

Voltage feed ECUs

Describe how start-up and shutdown of ECUs takes place.

30K and 15EA feed.

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Wiring diagram 302


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Wiring Diagram 303

Start circuit and feeds 15A, 15B, 15EA.

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Wiring Diagram 303


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Wiring Diagram 310

Communication ECUs

Position of CAN-buses.

Terminating resistor.

Repair of CAN-buses.

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Wiring Diagram 310


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Software function description

Describes the conditions for the control functions that the software performs in the control unit

1 Signals from sensors and functions

2 Conditions to obtain output signals

3 Output function: warnings, information displays

Picture text:

Software function description

Input signals

- Engine oil pressure, SE2203

- Directional gear

- Monitoring, SE2203

Conditions for output functions

- Low engine oil pressure

Alarm limits for low engine oil pressure:

lower than 50 kPa (0.5 bar) (7.3 psi) at engine speed 500 rpm

lower than 100 kPa (1 bar) (14.5 psi) at engine speed 1,000 rpm

lower than 150 kPa (1.5 bar) (21.8 psi) at engine speed 1,300

rpm

Acc. to the above as well as:

Directional gear in Forward or Reverse

System error, signal outside limit values

%20 See Diagnostics

Output functions

- Warning light

- Red central warning

- Warning - Engine oil pressure low

- Reduction of engine torque (engine

protection)

- Buzzer

Amber central warning

- Check - Engine failure


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Description and measuring

1 Component designation and description

2 Simplified wiring diagram with signal description

3 Measuring points

4 Test conditions (active/passive measuring)

5 Test method

6 Testing of separate component

7 Measuring control unit and/or cable harness

8 Measuring/Verifying complete system

9 Table of resistance values (component-dependent)

See service manual for correct values.

Picture text:

Descript ion and measuring

Function

Reference

sVCADS

Pro test

Measures temperature of induction air after the air cleaner. The sensor is

combined with SE2502, air filter monitor.

370, Component list: Sensor 370, Wiring diagram 202

28407-3 Sensor values, check

Measuring point Correct value Condition Test method

Description

Fig. 1

EB31, signal

EB18, ground

SE2501 resistanc e valuesAir temp. (C) Air temp. (F) Resistance

Measurement

Resistance

values acc. to

table

VerificationMeasuring point Correct value Condition Test method

Resistance

values acc. to

table

Op no. 302-036

Tools:

9812519 Mult imeter

9998699 Adapter

9990014 Adapter

9990062 Cable

9998534 Adapter

SE2501, description and measuring


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Summary

New circuit board

Quick coupling

I-ECU

Control switches

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Summary

New circuit board

Quick coupling

I-ECU

Switches


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Engine, Study Guide

Topics:

Basic engine design

Objectives:

After completing this section, the student should:

have basic knowledge of engine subsystems and components

have knowledge about the loaders' specific functionality

recognize relevant components on the machine

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Power and torque charts

The following lists all applications for D6E V-ACT:

D6EEBE3 EC160C 180C EU+US

D6EEAE3 EC210C EU+US

D6EEDE3 EW160C EU+US

D6EECE3 EW180C EU+US

D6ELCE3 L60F EU+US

D6ELBE3 L70F EU+US

D6ELAE3 L90F EU+US

The engine designation's code consists of:

Engine type

D6E

Volvo CE Company

A - Articulated Hauler

L - Wheel Loader

C - Compact equipment

G - Grader

E - Excavator

Performance version

A - First version

B - Second version

Etc.

Emission level

E0 - Non-regulated

E1 - Emission Step 1

E2 - Emission Step 2E3 - Emission Step 3


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Principles EMS system

EMS Engine Management System

The EMS system is used to control the fuel injection quantity and timing.

The system is divided into three elements:

- Injection pumps (unit injectors) with high-pressure tube and injectors.

- Electronic system with sensors, switches and wiring harnesses.

- Engine Electronic Control Unit E ECU.

Principles of the engine control system

The sensors, which are essential for the engine control system, collect operational and environmental

parameters so that the engine can function correctly.

These parameters are converted into electrical analogue signals and sent to the control unit.

The processor in the control unit contains data in the form of curves for all conceivable conditions

regarding the regulation of fuel quantity and injection timing.

In the A/D converter the incoming analogue signals are transformed into digital signals, (ones and zeros).

When the control unit has compared the incoming data with the stored curves, high voltage signals are

sent to the injection pumps according to the operating parameters.

The solenoid valve in the unit injection pump is activated by these high voltage signals from the electronic

control unit (E-ECU).

The system has comprehensive emergency "limp-home" functions to permit reliable and safe termination

of the driving or working functions in the event of sensor failure.

SE2202, Engine oil temperature

SE2203, Engine oil pressure

SE2205, Engine oil level

SE2301, Fuel pressureSE2302, Water in fuel sensor

EMS-system, principles


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D6E

The figure shows all sensors for engine D6E. Inside the ECU, there is also a sensor for ambient air

pressure and ECU temperature. The sensors differing from the D6D step 2 engine are the combined oil

level-temperature sensor, the fuel pressure sensor, the water in fuel sensor, and the rail pressure sensor.

1. Charge-air pressure/temperature SE 2507-2508, located in the inlet manifold.

2. Oil level/-temperature SE 2205-2202. This sensor is a combined engine oil level/-temperature sensor. It

is mounted in the bottom of the oil sump and can be removed from the outside.

3. Crankshaft speed SE2701, located on the engine oil pump's cover.

4. Oil pressure SE 2203, located in the oil filter housing.

5. Inlet air pressure/-temperature SE 2501-2502, located between air filter-turbocharger.

6. Fuel pressure SE 2301. Mounted on the main fuel filter housing, measures fuel pressure after the main

fuel filter.

7. Camshaft speed SE 2703, located in the timing gear casing.

8. Coolant temperature SE 2606, located in the cylinder head (flywheel side).

9. Coolant level SE 2603, located in the expansion tank.

10. Rail pressure SE 2309, located in the front end of the fuel rail. Measures the fuel pressure in the rail.

11. Water in fuel sensor SE 2302. Mounted in the bottom of the water separator bowl on the prefilter,

measures the water level in the bowl.

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V-ACT Common Rail D6E, D7E, description

A belt driven low pressure supply pump (1) takes the fuel from the fuel tank, via the pre-filter with

thermostatic valve (2), and pumps it through the main fuel filter (3).The fuel then continues via a solenoid

operated fuel control valve (5) which controls the amount of fuel delivered to the high pressure pumps (4).

The two high pressure pumps are operated by the engine camshaft and deliver fuel with three pumping

strokes each for revolution of the camshaft.

A pressure sensor (6) installed in the fuel line, also called fuel rail or fuel pressure rail (7), monitors the

fuel pressure. This fuel pressure data is used by the E-ECU (8) to control the rail pressure by regulating

the fuel control valve (5) with excess fuel being returned to the fuel tank.

The rail serves as a fuel accumulator. The fuel volume in the rail also dampens pressure oscillations

caused by the high-pressure pumps and the injection process. From the fuel line, the fuel is routed to the

injectors (9) through high-pressure pipes. The fuel line pressure for each injection can be controlled

between 300 to 1,400 bar.

The E-ECU generates current pulses which energize each injector solenoid valve in sequence and define

the start and the end of each injection event per engine cycle. The common rail can generate more than

one injection and gives more flexible control of the rate of injection compared to the conventional rotary

pump injection systems.

To avoid over pressure caused by malfunction, a pressure relief valve (10) is mounted in the rail. If the

fuel rail pressure exceeds 1850 (+/- 50) bar, the valve opens and keeps the fuel rail pressure in the range

650-850 bar (depending on speed and load). The engine keeps running but with reduced performance

(Limp-Home mode).

1 Fuel feed pump

2 Pre-filter with thermostatic valve

3 Main fuel filter with feed pressure sensor and heating (option)

4 High pressure fuel pumps

5 Fuel control valve6 Rail pressure sensor


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V-ACT hardware D6E, D7E

In order to meet the Tier 3 / Stage IIIA legislative demands, the following components has been changed

or introduced when compared to the Tier 2 (step 2) engine:

The unit pumps and injectors are changed to a common rail system with high pressure injectors and IEGR.

The control unit, E-ECU, is of a new type, used by Volvo Trucks for some time. This new control unit has

higher processing capacity for the new Engine Management System, EMS2.

The common rail system consists of high pressure pumps, rail, fuel control valve, injectors, pressure relief

valve and a rail pressure sensor.

The IEGR consists of IEGR unit, solenoid valve, control valve, master piston and slave piston.

1 High pressure pumps

2 Fuel control valve

3 Rail

4 Injectors

5 Pressure relief valve

6 Rail pressure sensor

7 IEGR unit

8 Solenoid valve

9 Control valve

10 Master piston

11 Slave piston

Picture text:


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IEGR D6E, D7E

Included in the V-ACT system is the IEGR (Exhaust Gas Recirculation) system which efficiently reduces the

formation of NOx. The IEGR can be switched on or off to maintain good performance throughout the

performance cycle. It is a completely internal solution with no external channels or pipes and is controlled

by Volvos latest Engine Management System, EMS 2.

Function

When IEGR is activated, then the solenoid valve (2) is activated by the E-ECU and supplies full lubrication

system pressure to the IEGR-unit's (1) inner oil channel. The oil pressure acts under the control valve (3)

and lifts the valve. This closes the high pressure circuit drain but the non-return valve (4) will allow filling

of the high pressure circuit.

During the inlet stroke, the inlet rocker (6) forces the master piston (7) upwards creating a high pressure

in the high pressure circuit. This pressure is transferred to the slave piston (8) which forces the exhaust

rocker to open the exhaust valve (5) for a short while. Exhaust gases from the exhaust manifold flow back

into the cylinder due to pulses from the other cylinders.

1. IEGR unit

2. Solenoid valve (on/off)

3. Control valve

4. Non-return valve

5. Exhaust rocker

6. Inlet rocker

7. Master piston

8. Slave piston

A. High-pressure circuit

B. Low-pressure circuit

Picture text:


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Valve adjustment D7E

Picture text:


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V-ACT hardware D12D

Volvo D12D Engine meets the Tier III/ Stage IIIA legislative demands.

The IEGR (Internal Exhaust Gas Recirculation) double rocker (1) has an additional arm, the follower arm.

This additional arm is used to enable the exhaust valve to open for a short period during the induction

stroke and feed exhaust gases back into the cylinder to help reduce the formation of NOx.

Engine Management System EMS2 is controlled by the engine (E-ECU)

The unit injectors (3) are, for Volvo CE, Delphi E3. They have a variable opening pressure and a high

injection pressure.

The IEGR control valve (4), controls the oil pressure to the rocker shaft oil channel. This oil pressure is

used to activate the IEGR double rocker function, (active-/inactive IEGR).

Picture text: 1 IEGR double rocker arm

2 E-ECU, incl. Engine management system EMS2 (Engine Management System, EMS2)

3 High-pressure, double-solenoid fuel injector, Delphi E3

4 IEGR control valve


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EMS2

EMS Engine Management System

Practical Exercise Engine, EMS-system, back up function engine speed indicator. See the symbol for

practical exercise, the adjustable wrench.

The EMS system is used to control the fuel injection quantity and timing.

The system is divided into three elements:

- Fuel injection system, (injectors or unit injectors).

- Electronic system with sensors, switches and wiring harnesses.

- Engine Electronic Control Unit E ECU.

The EMS2 comprises the latest electronic hard ware, enhanced functionality for further optimisation of

combustion and is also capable of development for future Tier 4 and 5 technologies.

The EMS2 is necessary for controlling the new Delphi E3 unit injector (pre- and post injection possible but

not used on Volvo CE D12D), the new common rail system (D6E,D7E) and also for controlling the Internal

Exhaust Gas Recirculation, (IEGR), system.

The EMS2 has two individually coded 62 pin electrical connectors. The connectors are locked with a locking

lever on the connector.

Picture text:


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IEGR, (Internal Exhaust Gas Recirculation)

The exhaust valve double rocker activates and de-activates the IEGR-function.

IEGR inactive

Oil pressure, reduced by the IEGR control valve, plus a spring and double-acting piston in the rocker arm,

prevents the follower arm from contacting the cam lobe. Therefore the follower arm can t open the

exhaust valve.

IEGR active

After the normal exhaust valve lift, full lubricating oil pressure controlled by the IEGR control valve,

together with the double-acting piston, will cause the follower arm to contact the cam lobe and force the

exhaust valve to open for a short period of time. This second lift allows high pressure gases from the

exhaust manifold to flow into the cylinder during the beginning of the inlet stroke. This mixture results in a

lower combustion temperature and reduces the NOx formation.

Picture text:


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Control valve, IEGR

The IEGR control valve (1) is used to activate the IEGR double rocker arm. This valve is located on the

cylinder head under the valve cover.

It regulates the oil pressure to the rocker arm shaft and consequently to the IEGR double rocker. The

control valve oil inlet (2) is fed with full engine lubrication system pressure via a drilled channel through

the cylinder head and engine block.

The outlet (3) is connected to the rocker arm shaft's oil channel (4) via a connecting pipe. IEGR is

activated by the solenoid valve (5).

A. IEGR function inactive: The outgoing oil pressure is reduced to approximately 1 bar as the valve spool

assumes a balanced position relevant to the spring force on the left side of the spool and the oil pressure

on the right side. Oil pressure of 1 bar is sufficient to lubricate the camshaft bearings and rocker arm

mechanism, but not enough to activate the IEGR double rocker.

B. IEGR-function active: When the solenoid valve is activated, a drain channel opens and the oil pressure

acting on the slide's right side is evacuated. The spring force takes over and the valve slide is forced to the

right. Now the oil outlet area opens completely, full lubrication oil pressure is supplied to the rocker arm

shaft, and the IEGR-function is activated.

C. Release of oil pressure when deactivating the IEGR: In order to quickly de-activate the IEGR, the valve

has a `dump function for lowering the oil pressure in the rocker arm shaft. Initially, when the solenoid

closes, full system pressure will act on the right side of the spool via the channel in the spool centre. This

will force the spool fully to the left and open a duct in the valve bottom to rapidly evacuate the oil pressure

from the rockers and shaft. This action takes fractions of a second and then the piston returns to position

A.

Picture text:

1. IEGR control valve2. Oil inlet


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Tools

Machines equipped with V-ACT engines have an extra service requirement. The clearance for the double

rocker must be checked, and adjusted if necessary, after the first 1000 hours use. Subsequent checks are

carried out according to normal valve adjustment intervals.

This check requires a new tool.

This tool number, for the D12D V-ACT engine, is 88820003 and is actually a kit comprising TWO tools a

checking tool and a setting tool.

Breakout cable for engine ECU, tool number is 9990014 and is used in conjunction with the existing 62-

pin break-out box, tool number 9998699.

Picture text:


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Engine sensors

The figure shows sensors for engine D12D. Inside the ECU, there is also a sensor for ambient air pressure

and ECU temperature.

1 SE2509, Crankcase pressure sensor

2 SE2603, Coolant level sensor

3 SE2703, Camshaft speed sensor

4 SE2203, Oil pressure sensor

5 SE2507/SE2508, Charge-air temperature and pressure sensor

6 SE2501/SE2502 Inlet air temperature and pressure sensor

7 SE2606, Coolant temperature sensor

8 SE2701, Crank shaft speed sensor

9 SE2301, Fuel pressure sensor

10 SE2302, Water in fuel sensor

11 SE2202/SE2205, Oil temperature and level sensor

Picture text:


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Fuel system, principle

The fuel is drawn by the feed pump (1) through the strainer in the tank fixture (2) through the pre-filter

(4) with water separator (5), through the cooling circuit for the control unit (6) up to the double banjo

connection and from there, together with the return fuel which passes through the overflow valve (7), to

the feed pump suction side.

The pump forces the fuel to the main filter housing (3) and through the main filter (9), to the cylinder

head lengthways channel (8), which has a circular groove round each unit injector (10). The overflow

valve (7) maintains a constant fuel feed pressure for the injectors and opens at 3.5 to 4.5 bar.

There are two valves located in the feed pump. The pressure limiting valve (11) allows the fuel flow back

to the suction side when the pressure becomes too high e.g. when the fuel filter is clogged. The non-return

valve (12) opens when the hand pump (13) is used.

If air has entered the system, automatic deaeration occurs when the engine is started via valve (14) on

the cylinder head back to tank through the fuel return hose (15).

Deaeration of the system after changing the filters is automatically controlled by the valves (19), (25) and

(23) in the filter housing. The valves also prevent fuel spillage while changing fuel filters. The filters are to

be mounted dry.

The manual hand pump (13) in the filter housing is used to pump fuel (non-running engine), in case the

fuel system has been completely drained. The non-return valve (24) for the hand pump is located in the

fuel filter housing.

A WIF (water in fuel) sensor (16) is located in the se through bowl (5) under the pre-filter (4). The

sensor indicates when it is necessary to manually drain the bowl (5) using the drain valve (18).

The fuel pressure sensor (21) is located on the fuel filter housing, where also the measuring point (20) for

manually checking the fuel pressure is located.

A fuel heater (22), located in the see-though bowl under the pre-filter, is available as option.


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Fuel filter housing

The D12D engine has a new type of fuel filter housing which is chassis mounted. The pre-filter and main

fuel filter are both mounted on this housing.

The main components in the fuel filter housing are:

Die-cast housing

Manual hand pump

Fuel pressure sensor

Valve units (valves located inside the filter nipples)

The manual hand pump is only to be used when the fuel system has been completely drained from fuel,

for example after maintenance or if the driver has run out of fuel.

The fuel pressure sensor is located after the main filter and measures the fuel feed pressure to the unit

injectors.

When changing filters no bleeding is necessary. The fuel system, together with the three valves in the fuel

filter housing, is designed to deal with the air in the new filters which should therefore be mounted dry to

reduce the risk of contamination.

Picture text: 1. Inlet from fuel tank to pre-filter

2. Outlet from pre-filter to fuel feed pump

3. Inlet from fuel feed pump to main filter

4. Outlet from main filter to unit injectors

5. Air ventilation duct


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Oil-bath air cleaner

Oil-bath air cleaner is recommended for certain environments.

Picture text:

Oil-bath air c leaner


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Cooling Fan and Braking System, Study guide

Topics:

Cooling fan and brake systems on the different machines, including service and trouble-shooting

procedures and tools.

Objectives:


perform service methods described in the Service Manuals.

perform inspection of systems according to the Service Manual.

understand wiring diagrams and software descriptions in the Service Manual, related to the cooling fan

and brake systems.


Picture text:


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Cooling Fan and Brake System L60F-L120F

Brakes, principle illustration

1. Foot brake valve

2. Accumulators (3 pcs)

3. Hydraulic pumps (P1 and P2) *

4. Hydraulic oil tank

5. Hydraulic pump (P3)

6. Hydraulic oil cooler

7. Central block

8. Axles with wet disc brakes

*Note: L60F, L70F and L90F do not have pump P1.

Picture text:


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Brake System L150F-220F

1. Accumulators (3 pcs)

2. Foot brake valve

3. Hydraulic pump P1

4. Hydraulic pumps (P2 and P3)

5. Central valve

6. Hydraulic fan

7. Hydraulic oil tank

8. Axles with wet disc brakes

Picture text:


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LS-pressure Pump Animation 1

1. Cylinder

2. Control valve

3. Servo valve

4. Control piston

5. Swash plate

6. Displacement spring

7. Drive shaft

8. Cylinder block

9. Spool, pressure compensator

10. Spool, flow compensator

11. Adjustment, standby pressure

12. Adjustment, max. pressure

Picture text:

1

23

6

7

54

8

9

10

11

12


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Central valve 1

1. Pressure reducing valve: adjustment for max. brake pressure

2. Pressure reducing valve: max. servo pressure

3. Pressure limiting valve: max. steering pressure

4. Priority valve: gives priority to steering for P2 over work hydraulics

5. Shuttle valve: selects the highest LS-pressure from steering or work hydraulics and leads it to flow

compensators on P2

6. Shuttle valve: selects the highest pressure from either P3, P1, or P2. P3 gives electric brake

charging. P1 and P2 give passive brake charging.

7. Restriction: gives limited flow to PWM2601 (creates pressure difference between PF - LSF)

8. Restriction: removed on L150F-L220F Step III

9. PWM2601 Proportional valve for cooling fan rpm and brake charging (P3) is controlled by V-ECU

10. MA5502 Brake charging valve: limits the flow to the fan to safeguard brake charging. Controlled by V

-ECU

Picture text:

Click on the yellow symbols in the diagram to show the component.


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Foot brake valve

The foot brake valve is of proportional type, which means that the output brake pressure is proportional to

the angle of the brake pedal. The valve has two circuits: one for the front axle brakes and one for the rear

axle brakes. The maximum output brake pressure is limited to approx. 8 MPa (80 bar) 10Mpa, for exact

values see Specification in Service manual. This reduced brake pressure can be adjusted on the underside

of the valve by increasing or reducing the travel of the pedal.

1. Piston

2. Adjusting screw for circuit pressure

3. Security seal

4. Adjusting screw for pedal clearance

5. Pressure check connection

SE5205 Sensor, brake lights, output brake pressure.

Picture text:

Foot brake valve


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New position output brake pressure sensor L150F-L220F

1. SE5205 Output brake pressure

For affected machines, see SB 520 WLO 12.

Picture text:

New position output brake pressure sensor L150F-L220F


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Foot brake valve, overview

T. Tank connection

BR1. Outgoing brake pressure to brakes

BR2. Outgoing brake pressure to brakes

SP1. Incoming brake pressure from brake accumulator block

SP2. Incoming brake pressure from brake accumulator block

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

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

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

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

5. Piston, actuated by foot brake pedal

6. Return spring, foot brake pedal

Picture text:

7


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Foot brake valve, details

1, Brake not applied

When the foot brake valve is not activated, the return springs (3 and 4), push up the spools (1 and 2).

The connection between the pressure channels (SP1 and SP2) and the outgoing brake pressure channels

(BR1 and BR2) are closed. The outgoing pressure channels (BR1 and BR2) are therefore connected to tank

via connection T.

2, Partial brake

If the brake pedal is depressed slightly, the piston (5) will act on the spring (6). The spring will push down

the spools (1 and 2), closing the tank connection for the brakes. Oil from the pressure channels (SP1 and

SP2) can now flow to the brakes through the outgoing brake pressure channels BR1 and BR2. The brakes

are applied and the pressure increases in the channels BR1 and BR2.

When this pressure corresponds to the force that the brake pedal exerts on the spring (5), it helps the

return spring (3) to push up the spool (1) and the return spring (4) to push up the spool (2).

Now, the oil flow to the brakes is closed and a brake pressure, corresponding to the brake pedal

depression (spring force) is obtained.

3, Full brake

The downward movement of the brake pedal is limited by the adjusting screw for the foot brake pedal.

This is used to limit the maximum outgoing brake pressure to 80-100 bar (8-10 MPa). For correct value,

see Service Manual.

When the brake pedal is pressed down all the way, the force from the spring (6) is higher and forces down

the slides (1 and 2). This opens connections from the pressure channels (SP1 and SP2) and the oil flow is

routed to the brakes via channels for output brake pressure BR1 and BR2. The pressure in the brake

channels increases and when the pressure matches max. output brake pressure, the pressure (together

with the return springs (3 and 4)) will push up the slides (1 and 2).

Once again, the oil flow to the brakes is closed and maximum outgoing brake pressure (restricted by the

adjustable stop) is obtained.

Picture text:


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HUB

1. Planetary carrier

2. Planetary Gear

3. Brake piston

4. Sun gear

5. Drive shaft

6. Adjustment brake piston

7. Brake wear indicator pin

8. Brake pressure connection

9. Return springs

Picture text:


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Brake Wear indicator

The wear indicator consists of a pin pressed into a spring pin for each individually adapted hub reduction

length.

The wear indicator is permanently mounted in the axle housing and should be used for checking individual

brake disc wear.

Picture text:


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Updated AWB axles

The AWB-axles have been updated during the F-series.

For relevant serial numbers when the change was introduced, see SB 460 WLO 33 and 460 WLO 34.

The following figures of axles show the updated axles.

1. Earlier impeller design

2. New soft brake disc

3. Automatic brake adjuster

Model Soft brakes, front axle Soft brakes, rear axle Automatically adjusted brake clearance

L60F No No Yes

L70F-L90F Yes No Yes

L110F-L120F Yes Yes Yes

L150F-L220F Yes Yes Yes

Instructor's guide

Goal: The student should be able to describe what the difference is between the new and old axles in the F

-series.

Picture text:

Updated AWB axles


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New brake discs

The new brake discs have a cork layer between the steel plates.

This means that the brakes are applied smoother and that the spring accumulators can be removed.

Brake discs with cork are not used on L60F and the rear axle on L70F-L90F.

The design of the brake discs has been changed so that the brake disc's impellers can be removed.

For more information, see SB 460 WLO 33, SB 460 WLO 34.

Picture text:

New brake discs


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Wear compensator

A. Brake disc

B. Cork layer

C. Wear compensator

Wear compensator for AWB15 - AWB40.

Every brake piston has 8 wear compensators.

The wear compensator's clamping spring (green) is in solid contact with the brake piston.

The wear compensator's sleeve (blue) with built-in spring decides the piston's permitted return.

The wear compensator's bolt head rests against the axle's material, as counterhold for the wear

compensator's return spring.

When the brake is applied, the brake piston will compress the spring in the sleeve (blue). The friction

between the clamping spring (green) and the brake piston is overcome and the brake piston assumes a

new position on the clamping spring (green).

When the brake pressure is reduced, the brake piston is moved back by the return spring (blue), the

clamping spring (green) is fixed in the brake piston due to the friction. Then the brake piston assumes a

new starting position, considering the wear of the brake disc.

The wear compensator may not be dismantled. When changing brake disc, adjust the wear compensators

to basic setting according to instructions in PROSIS.

Picture text:

Wear compensator


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Principle illustration, brake system

1. Central block

2. Fan

3. Accumulator block

4. Parking brake

Show the function for SE5205:

brake lights

transmission disengagement

output brake pressure

Picture text:

Brake diagram, principle


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Brake system, details, animation

For more information, read the text in the animation.

Picture text:

llll


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Parking brake

Parking brake L60 - L90F

The parking brake is a disc brake located externally on the hydraulic transmission's front output shaft.

Parking brake L110 - L220F

The parking brake is a disc brake located on the front output shaft in the transmission.

For forced release (mechanical release) of the parking brake, see instructions in PROSIS FGI 176 Action in

emergency situation as well as SB 551 WLO 9.

Picture text:

L60F-L90F

L110F-L220F

Parking brake


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Function description, parking brake

1. Central block

2. Accumulator block

3. Parking brake

Application

When SW5501 is pressed in (upper position) or the engine is turned off, MA5501 has no voltage supply.

The oil from the hydraulic pumps (via central block and brake accumulator block) cannot pass through the

parking brake valve to the parking brake, which means that the parking brake is applied due to the spring

force. SE5503 becomes pressureless and gives signal to the V-ECU about this, and the control light for

parking brake is activated (if the ignition is on).

Release

When SW5501 is released, MA5501 is supplied with voltage. The oil from the hydraulic pumps (via central

block and brake accumulator block) can pass the parking brake valve, and the parking brake is

pressurized. The hydraulic oil pressure overcomes the spring force, and the parking brake is released.

SE5503 is also pressurized and gives signal about this to V-ECU, and the control light for parking brake

goes off.

A warning will be shown on the operator's panel if the operator selects directional gear forward or reverse

even if the parking brake is applied. If the warning is ignored, the parking brake will be released

automatically when the engine speed exceeds 1,600 rpm.

Picture text:

Function description, parking brake


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Wiring diagram 501

ECU-controlled parking brake.

With applied parking brake, MA5501 has no voltage.

Picture text:

Wiring d iagram 501


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Wiring diagram 501

Parking brake according to ISO15998.

ECU cannot affect MA5501 directly.

With applied parking brake, MA5501 has no voltage.

See the animation for conditions that must be fulfilled before the parking brake can be released.

Reference: SB 300 WLO 31.

Animation, step 1:

SW5501 OFF Brake applied

The parking brake is applied when the engine is turned off.

Parking brake switch SW5501 is in position OFF.

When the engine is started again, the parking brake will still be applied.

Animation, step 2:

SW5501 from OFF to ON

To release the parking brake you have to move switch SW5501 from OFF to ON, only then is it possible to

obtain feed from the V-ECU to solenoid valve MA5501.

Animation, step 3:

SW5501 ON Parking brake applied

When switch SW5501 is changed to position ON, feed comes from the V-ECU via VB53 and SW5501 pos. 1

-2. A self-holding function is generated for RE5502 (pos. 86). RE5502 switches to pos. 30-87.

Animation, step 4:

SW5501 from ON to OFF

RE5502 is still activated.

SW5501 from ON to OFF

Animation, step 5:

Wiring d iagram 501

SW5501 OFF Parking brake applied


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Cooling system

1 Radiator and intercooler

2 Diesel engine

3 Cab heating

4 Hydraulic oil tank

5 Hydraulic oil tank and transmission oil cooler

10 To brake system

Fan depending sensors:

SE2602, coolant temperature, outlet radiator

SE2601, Fan speed

SE2501, Inlet air temperature

SE2507, Charge air temperature

SE2606, Coolant temperature. engine

SE4903, Transmission oil temperature

SE5201, Axle temperature, front (option)

SE5202, Axle temperature, rear (option)

SE8709, Air condition pressure (option)

SE9102, Hydraulic oil temperature

When the engine is running but cold, the fan will rotate at base speed of approximately 400 rpm. From the

various temperature sensors, the V-ECU receives information if any system requires cooling.

Depending on how the machine is equipped, some parameters must be set by the tool VCADS Pro. For

example;

- ECC

- Axle oil cooling

- Reversible fan (installed/not installed, intervals)

- Fan mode (sound mode, can also be set by Display)

With ACC installed, the fan's basic speed is approx. 500 rpm. With axle oil cooling installed, base speed

will drop approx. 100 rpm.

Cooling system, principle


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Cooling fan system, details Animation


Practical Exercise Cooling Fan. See the symbol for practical exercise, the adjustable wrench.

Picture text:

llll


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Cooling Fan and Brake System, L60F-L70F

A P2 Brake, servo hydraulics, working hydraulics and steering

B P3 Cooling fan and brake charging

C Hydraulic oil filter

D Central valve

G Fan motor

L Footbrake valve

M Accumulator block, brake

N Parking brake

O Hydraulic oil cooler

Picture text:


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Cooling Fan and Brake System, L90F

2 Hydraulic oil cooler

6 Central valve

7 Footbrake valve

10 Fan motor

11 Hydraulic oil filter

12 P2 Brake, servo hydraulics, working hydraulics, and steering with PWM 9133

12 P3 Cooling fan and brake charging

15 Accumulator block, brake

16 SE9107

17 Parking brake

Picture text:


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Cooling and Brake System, L110F-L120F

P1: Prioritised to working hydraulics.

P2: Prioritised to steering.

P3: Cooling fan and electric brake charging.

C: Hydraulic oil filter

D: Central valve

G: Fan motor

L: Footbrake valve

M: Accumulator block, brakes

N: Parking brake

O: Hydraulic oil cooler

Z: Pressure check connection P1 and P2, located under steps on left side

Q: PWM 9133 valve, hydraulic power control

Spring accumulators for brakes are only found on machines according to SB 460 WLO 33, machines after

this serial number do not have these accumulators. Brake discs with cork layer replace.

Picture text:


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Cooling and Brake System, L150F-L220F

1: Spring accumulators for brakes, NOT L220F and not machines according to SB 460 WL0 34

2: P1: Prioritised to working hydraulics.

6: Central valve

7: Footbrake valve

10: Fan motor

11: Hydraulic oil filter

12: P2: Prioritised to steering.

12: P3: Cooling fan and electric brake charging.

13: Hydraulic oil cooler

15: Accumulator block, brakes

17: Parking brake

21: Valve block reversible fan (optional equipment)

23: Connection block

25: Pressure check connection P1 and P2, located under steps on left side. Only certain machines, see SB

913 WLO 40.

27: Hydraulic power control PWM9132 std. L220F, option on L150F-L180F

Picture text:


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Steering System, principle

The steering system is hydrostatic load-sensing (LS) and consists of a hydraulic pump (P2), steering valve,

shift valve L110F-L220F, two accumulators, and two steering cylinders.

Pump 2 (P2) is a variable axial piston pump which is located on the transmission's power take-off. P2

supplies the central block with oil.

The central block distributes oil and pressure to the brakes, steering (priority for P2), servo and working

hydraulics.

The function of the shift valve is to connect the steering cylinder's minus side to increase the steering force

when high pressure is needed, approx. 20 MPa (200 bar), (2,900 psi). Which cylinder's minus side is

connected depends on in which direction the machine is being steered.

The accumulators give smooth steering by damping pressure peaks.

1. Steering valve

2. Hydraulic tank

3. Steering cylinder (2 pcs.)

4. Accumulator (2 pcs.) Central valve

5. Central block

6. Hydraulic pump

Picture text:


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Steering valve

Steering valve connection P2 is connected to secondary steering differential block.

LS is connected to P2, Shift valve, and the secondary steering's differential block

Picture text:

Steering valveTo Pump P2

Shift valve

Differential block

From Pump P2

To Differential block


98/208

Steering valve, neutral

When the steering valve is stationary it is in neutral position, which means closed center. The pump angles

down and only delivers stand-by pressure.

Steering valve, steering

Turning of the steering wheel in any direction results in a relative turning of the inner slide and outer slide.

When this turning reaches 1.5 the channels to the metering unit and the LS-port begin to open. The

pressure from the steering pump is directed directly to the load-sensing port, which means that the pump

angle increases and starts to deliver a flow. Via the metering unit oil is delivered to the steering cylinders

proportional to the steering wheel movement. When the steering wheel is released, the inner and outer

slides spring back to the closed position and the pump only supplies stand-by pressure.

Picture text:

1035614

Steering valve, neutral


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Steering System, Overview Animation


Picture text:


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Pump 2 L60F-L70F

1 Neutral - stand-by pressure and minimal flow

2 Steering working pressure and flow

3 End-position max. pressure and minimal flow

Picture text:


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Pump 2 L90F

1 Neutral - stand-by pressure and minimal flow

2 Steering working pressure and flow

3 End-position max. pressure and minimal flow

Picture text:


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Pump 2 L110F-L120F

1 Neutral - stand-by pressure and minimal flow.

2 Steering working pressure and flow.

3 End-position max. pressure and minimal flow.

Picture text:


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Steering System 2, Details Animation L150F-L220F

For more information, read the text in the animation

Picture text:


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Central valve 1

1 Pressure reducing valve: adjustment max. brake pressure

2 Pressure reducing valve: max. servo pressure

3 Pressure limiting valve: max. steering pressure

4 Priority valve: gives priority to steering for P2 over work hydraulics

5 Shuttle valve: selects the highest LS-pressure from steering or work hydraulics and leads it to flow

compensators on P1 and P2

6 Shuttle valve: selects the highest pressure from either P3 or P1, P2 P3 give electric brake charging

P1 and P2 give passive brake charging.

7 Restriction: gives limited flow to MA5502 (creates pressure difference between PF LSF)

8 Restriction: Only L60F-L120F

9 PWM2601 Proportional valve for cooling fan rpm and brake charging (P3) is controlled by V-ECU

10 MA 5502 Brake charging valve: limits flow to the fan to safeguard brake charging. Controlled by V-ECU

(from SE5218).

Practical Exercise Steering. See the symbol for practical exercise, the adjustable wrench.

Picture text:

Click on the yellow symbols in the diagram to show the component.


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C-block, cut-away view L60F-L120F

This central block is found on machines according to

SB WLO 912 117K.

1. Max brake pressure

2. Max servo pressure

3. Max steering pressure

4. Spring for priority valve

5. Shuttle valve

6. Chamber where PS acts against the spring force.

7. Channel from PS to pos. 6.

8. Restriction for LS pressure from steering

9. Priority slide

10. Drain hole to LSS.

11. Connection to chamber (6)

12. Non-return valve

P. Working pressure from Pump 2

PS. Output pressure steering.

PW. Output pressure working hydraulics.

LSP. LS-pressure to pump 2.

LSS. LS pressure from steering.

Step 1

Hydraulic diagram of central block.

Step 2

Central block cut-away view, main components marked.

Step 3

Start position.

The priority slide provides connection between P and PS using the spring force (4).

Central block, cut-away view L60F-L120F


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C-block, cut-away view L150F-L220F

1. Max brake pressure

2. Max servo pressure

3. Max steering pressure

4. Spring for priority valve

5. Shuttle valve

6. Chamber where PS acts against the spring force.

7. Channel from PS to pos. 6.

8. Restriction for LS pressure from steering

9. Priority slide

P. Working pressure from Pump 2

PS. Output pressure steering.

PW. Output pressure working hydraulics.

LSP. LS-pressure to pump 2.

LSS. LS pressure from steering.

Step 1

Hydraulic diagram of central block.

Step 2

Central block cut-away view, main components marked.

Step 3

Start position.

The priority slide provides connection between P and PS using the spring force (4).

Step 4

The stand-by pressure builds up on PS when the steering valve is in neutral position. The pressure

propagates from PS via the restriction (7) through the slide to the chamber (6). The pressure in the

chamber (6) acts on the slide's left surface, the right surface is acted on by the spring force (4). When the

pressure in the chamber (6) becomes grater than the spring force, the slide moves to the right in thefigure and restricts the connection P to PS to instead open the connection between P and PW.

Central block, cut-away view L150F-L220F


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Shift valve

1, 2, 10, Non return valves

3, 4, Restrictions

5, Damping piston

6, Piston

7, Control spool

8, Anti-cavitation valves

9, Directional spool

1. Neutral position: Connection P1 is connected to the pump and connection P2 with the steering valve.

The steering valve is in neutral position and only stand-by pressure builds up in the shift valve up to the

control slides (7) and in damping pistons (5) via non-return valves (2) and restrictions (3) and (4). Via the

control slides (7), the steering cylinders' minus-side are connected to tank. Oil at the steering cylinders'

respective plus-sides is trapped by the steering valve. The same trapped oil affects the directional slide

(9). Oil in the LS-channel is trapped due to the non-return valve (10).

2. Light conditions, pump pressure below 20.0 MPa (2,900 psi). LS-pressure below 17.5 MPa (2,538 psi)

Oil from the steering valve enters at connection R1, passes to the left steering cylinder's plus-side from

connection R2 and affects the directional slide (9). It re-positions so that oil from the LS-line reaches the

piston (6). The LS-pressure is too low to displace the control slide (7). The right steering cylinder s minus

- side is filled with oil from the return side via the control slide (7). The right steering cylinder's minus-side

is filled with oil from the return side via the control slide (7) and one of the anti-cavitation valves (8). The

machine is only steered with oil to the left steering cylinder's plus-side. When steering to the left, the

sequence of events is opposite to that described above.

3. Heavy conditions, pump pressure above 20.0 MPa (2,900 psi). LS-pressure above 17.5 MPa (2,538 psi)

The starting position is the same as for steering under light conditions. The LS-pressure affecting the

piston (6) will, due to the area difference between the piston and control slide (7), begin to displace the

control slide which presses on the damping piston (5). First, the oil in the piston is drained through

restrictions (3) and (4). Before the control slide (7) opens, the restriction (4) closes and the oil can then

only drain through restriction (3), which provides a smooth pressure build-up out to the right steering

cylinder's minus-side. The non-return valve (10) ensures connection even if the LS-pressure drops below17.5 MPa (2,538 psi) for a short period. Consequently, the machine is steered with oil to the left steering


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Steering L60F-L70F

B Hydraulic oil pump, P2, steering, brake, servo and working hydraulics

E Hydraulic oil filter

D/6 Central block

F Valve block

H/18. Steering valve

Picture text:


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Steering L110F-L120F

6 Central valve


12 Hydraulic pumps

16 Shift valve

18 Steering valve

22 Pressure sensor, LS-pressure

23 Collection block, LS-pressure

25 Pressure check connection P1 and P2, located under steps on left side. Only early machines.

Picture text:


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Steering L150F-L220F

2Hydraulic oil pump, P1, working hydraulics, servo and (passive) brake charging

6 Central valve


12 Hydraulic oil pump, P2, steering, working hydraulics, servo, and (passive) brake charging (priority

for steering)

12 Hydraulic oil pump, P3, cooling fan, (electrically controlled) brake charging

16 Shift valve

18 Steering valve

23 Collection block, LS-pressure

25 Pressure check connection for P1 and P2, located under steps on right side. Only early machines.

27 PWM9132, Power control. Only L220F

Picture text:


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Secondary steering

The secondary steering is equipment used to generate steering pressure when the ordinary steering pump

does not deliver enough flow.

Every time that the starter motor is activated, an automatic test of the secondary steering pump is

initiated.

The test continues until SE6407 gives a signal indicating that the test's steering pressure has been

reached, which usually takes place within one second. If the test's steering pressure is not reached within

five seconds, the message 'Check secondary steering pump' will be shown on the operator's display.

When the steering wheel is turned, an LS-pressure is generated from the steering valve that, via the

central block, activates hydraulic pump P2 which is to deliver the requested flow. At the same time, the LS

-pressure activates SE6403. If P2 does not deliver enough flow, SE6403 closes and signal is sent to the V-

ECU that the steering pressure is low. On the operator's display, a red central warning is shown as well as

the message 'Warning Stop the Vehicle', followed by 'Warning Low Steering Pressure'.

At the same time, the V-ECU sends signal via RE6401 to MO6401, which starts and drives the secondary

steering pump, which in turn supplies the steering valve with oil so that the machine can be steered.

See also 370, wiring diagram 604 and 990, hydraulic diagram, complete.

3

Picture text: 1 Secondary steering pump

2 SE6407

3 Non-return valve

4 SE6403

Steering

to Pump 2

Shift valve

Differential block


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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 pump

is (5).

The pump delivers pressure to the steering valve (2) by SE6407 and 6403.

When SE6407 senses sufficient pressure, signal is sent to V-ECU.

When V-ECU receives the signal, the signal out to relay 6401 is cut off.

And the pump (5) stops.

Then checking of the system has been completed.

If the V-ECU has not received correct signal within 5 seconds, then the warning "Check Sec.Steering

pump.failure" is shown on the operator's display.

2.

When the engine has started, pump P2 delivers stand-by pressure, see the animation. When steering, an

LS-signal is sent from the steering valve to P2 and SE6403 (differential pressure valve).

3.

(See animation LS-signal and P2 pressure) P2 begins to deliver flow and higher pressure to steering valve

and steering cylinders. As well as signal to SE6403 via port P2 on the steering valve. (See animation

steering valve and LS-pressure)

4.

If P2 stops or does not deliver sufficient pressure, SE6403 will send signal to V-ECU to start the secondary

steering system. At the same time, the warning "Stop the Vehicle Low Pressure" will be shown on the

operator's display.

5.

V-ECU will send signal to RE6401 that closes and sends voltage to the secondary steering motor. The

secondary steering pump will deliver sufficient flow so that the operator can steer the vehicle.

The secondary steering pump can deliver max. 74 bar. The test pressure is set to 45 bar, a level that

means that there is enough steering pressure so that the operator can steer. If the input signal/parameter

is incorrect, the test pressure is set to 99 bar, which the pump will never be able to deliver. Therefore, the

test will run for the full period of time and the operator will get a check figure that the secondary steering

pump is not working.

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

Secondary steering, function principle


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Software, Secondary steering

Conditions for function of secondary steering.

Picture text:

SoftwareInput signals

- VCADS Pro parameter HKW

"0, 1, 2, 3" (a)

- VCADS Pro parameter HKV:

09900 kPa (b)

- VCADS Pro parameter HKU:

05 seconds (c)

- Secondary steering pressure,

SE6407

- Differential pressure steering,

SE6403- Engine On/Off

- Speed, SE4307

- Monitoring, SE6403 and

Conditions for output functions

Overall conditions f or the function

- VCADS Pro parameter HKW = 1

- Speed higher than 3 km/h (2 mph) for more than 5 seconds

- Differential pressure steering low for more than 0.5 seconds

- Engine On

- Secondary steering pressure reaches the value of parameter HKV

within the value for parameter HKU

Output functions

- RE6401, start secondary steering pump

MO6401

- Red central warning

- Warning "Low steering pressure"

- RE6401, start secondary steering pump

MO6401 Secondary steering pump runs

until the secondary steering pressure is

higher than the value for HKV or reaches

the value for HKU

- Check "Secondary steering pump not

working"

Start of secondary steering pump f or secondary steering:

Aut omati c funct ion test of secondary s teering at engin e start :

Amber central warning

- Check "Secondary steering failure"

- Secondary steering pressure does not reach the value of parameter

HKV within the value for parameter HKU

- System failure, open circuit or short-circuit

See Diagnostics

a) Parameter HKW activates secondary steering. "0, 2, and 3"=Not

applicable, "1"=Installed with automatic test

b) Parameter HKV set to min. test pressure

c) Parameter HKU is the test time

Input signal

VCADS Pro parameter HKW

VCADS Pro parameter HKV

VCADS Pro parameter HKU

Secondary steering pressure, SE6407

Differential pressure steering, SE6403Speed, SE4307

oEngine On/Off

Assumed value in case of failure

1

"9900" which is a value that can never be reached in

reality since the secondary steering pump can't do it.

5

0 MPa

low

4 km/h (2.5 mph)

Off

The following applies in case of incorrect input signals:


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Hydraulic System, Study guide

Topics:

Hydraulic systems on the different machines, including service and trouble-shooting procedures and tools.

Objectives:


perform service methods described in the Service Manuals.

perform inspection of systems according to the Service Manual.

understand wiring diagrams and software descriptions in the Service Manual, related to the hydraulic

systems.


Picture text:


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Hydraulic System Principle L60F-L120F

1. Hydraulic tank

2. Pump 1 and Pump 2

3. Pump 3

4. Central valve

5. Servo valve

6. Main control valve

7. Cooling Fan

8. Accumulator, servo pressure

Note: L60F-L90F do not have pump P1

Picture text:


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Hydraulic system L60F-L70F

1. Central valve

2. Fan motor

3. Accumulator block, service brakes

4. Parking brake

5. Control valve

6. Servo valve

7. Steering valve

8. Steering cylinders

Picture text:

Hydraulic system L60F-L70F


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Hydraulic System L90F

1. Central valve

2. Fan motor


4. Parking brake

5. Control valve

6. Servo valve

7. Steering valve

8. Steering cylinders

Picture text:


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Input signals

Input signals and PWM9133.

(Principle illustration).

SW4205

Gear selector steering column, determines directional gear

SE2702

Measures accelerator pedal's position

SE2701

Measures engine rpm on crankshaft

SE2508

Senses pressure of charge-air.

The sensor is combined with SE2507, charge-air temperature.

PWM9133

Controls the LS-pressure for the electrically controlled hydraulic pump.

For more specifications and functions see Service Manual.

Picture text:

Input signals power control

n


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Power control PWM 9133, L90F

P2 pump L90F with the PWM9133 valve, used for the electrical control of the hydraulic LS signal.(prevent

engine stalling)

Picture text:


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Electrically controlled hydraulic pump

P2 pump L90F with the PWM9133 valve, used for the electrical control of the hydraulic LS signal.(prevent

engine stalling)

Pump and LS-sensor SE9107 installation.

Picture text:

Electrically controlled pump L90F LS pressure sensor


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Power-controlled pump

1. Load

2. Control valve

3. Servo valve

4. Control piston

5. Swash plate

6. Displacement spring

7. Drive shaft

8. Cylinder block

9. Spool, pressure compensator

10. Spool, flow compensator

11. Adjustment, standby pressure

12. Adjustment, max. pressure

Picture text:

Power-controll


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Hydraulic System

1. Central valve

2. Fan motor


4. Parking brake

5. Shift valve

6. Control valve

7. Servo valve

8. SE9107

9. PWM9133

NOTE! On L110F and L120F, PWM9133 is installed on P1.

Picture text:


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PWM9133 Out-put control pump 1 (P1)

PWM9133 is controlled by V-ECU and the in-put signal from sensors on the engine and LS pressure.

Picture text:

L110-120F, LS Cut off PWM 9133


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LS sensor L110 - 120F, SE 9107

LS connection block is placed between the central block and the main block with SE9107

SE 9107 LS pressure sensor

Picture text:

LS sensor L110 - 120F, SE 9107


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Hydraulic System

1. Central valve

2. Fan motor


4. Parking brake

5. Shift valve

6. Control valve

7. Servo valve

Picture text:


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Hydraulic System

1. Central valve

2. Fan motor


4. Parking brake

5. Shift valve

6. Control valve

7. Servo valve

8. PWM9132

Power control via PWM9132 at engine speeds below approx. 1,000 rpm.

There is no sensor that measures LS-pressure on L220F.

Picture text:


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LS-control L220F, PWM9132

The function controls hydraulic power use when there isn't enough torque from the engine.

Control takes place by reducing the current to proportional valve PWM9132. When this takes place the LS-

pressure is drained to tank. P1 receives a weaker signal and controls the flow to the working hydraulics,

with reduced power use as a result.

Power control takes into consideration atmospheric pressure, boost pressure, gas pedal position, and

directional gear to make sure that the engine does not stop when the load increases in the hydraulic

system.

SE9107 which is used for power c

L60F-L220F step 1_eng.pdf

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