Systeemboek Hpvs Evs v20mx_engelsv2 Klein

Technical Manual / Systembook

HPVS/EVS v20 e31

Figuur 2.3

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HPVS/EVS system book v20 e31

© January 2008, Version 00

GINAF Trucks bvWageningselaan 243903 LA VeenendaalTelephone: 0318-557444Telefax:0318-510983

E-mail:[email protected]

Reproduction, copying and all other means of duplication of the content or portions thereof are only permitted with prior written permission of GINAF Trucks bv

In the interest of continual product development, GINAF reserves the right to change speci! cations and products without prior noti! cation.

OG0000070109



Inhoudsopgave

1. Safety instructions 1

2. HPVS/EVS operation 1

2.1 General 12.2 HPVS operation 22.3 EVS operation 5

3. HPVS/EVS power supply 1

3.1 General 13.2 Oil supply system with pump 33.2.1 Pump with regulation block 33.2.1.1 Pump regulation 43.2.2 HPVS/EVS reservoir with " oat and ! lters 63.2.4 Proportional pump " ow unit 83.2.4.1 Proportional pump " ow valve 93.2.4.2 Pressure sensor for pump pressure (DP) 93.2.4.3 Measurement point for pump pressure/control pressure (MP) 103.2.4.4 Pressure ! lter 10

4.1 General 1

4.1.1 HPVS/EVS valve block 14.1.2 2/2 Steering valve 24.1.3 Restrictor 24.2 HPVS cylinder 34.3 Suspension accumulator 44.4 LSP valve 54.5 Hydraulic system operation 64.5.1 Filling and draining 64.5.1.1 Filling right-rear 84.5.1.2 Draining right-rear 94.5.1.3 Filling left-rear 104.5.1.4 Draining left-rear 114.5.2 Stabilisation 124.5.2.1 Lateral stabilisation (option) 124.5.2.2 Super stabilisation (option) 134.5.3 Stabilisation 144.5.4 Container lifting system (option) 154.5.5 Pump lowering system 154.5.6 Flushing 174.5.7 Lift axle unit 184.5.7.1 Lower/block valve (v20/43 and v20/44) 204.5.7.2 Raise valve (all versions) or lower valve (v20/3x) 20


4.5.7.3 Pressure switch 204.5.7.4 Pressure-operated non-return valve 204.5.7.5 Lift axle v20/43 and v20/44, not operated 214.5.7.6 Lift axle v20/43 and v20/44, raise 214.5.7.7 Lift axle v20/43 and v20/44, lower 234.5.7.8 Lift axle v20/3x, not operated 244.5.7.9 Lift axle v20/3x, raise 264.5.7.10 Lift axle v20/3x, lower, phase 1 274.5.7.11 Lift axle v20/3x, lower, phase 2 284.5.7.12 Lift axle v20/3x, lower, phase 3 294.6 Electronic operation 304.6.1 Angle sensor 304.6.2 Level sensor 314.6.3 ECU input 324.6.3.1 HPVS/EVS power supply (diagram 1, appendix 1) 324.6.3.2 Angle sensors (diagram 4, appendix 1) 324.6.3.3 Level sensor (diagram 4, appendix 1) 324.6.3.4 Weight indication (diagram 5, appendix 1) 324.6.3.5 Indicator lamps (diagram 6, appendix 1) 324.6.3.6 Indicator lamps, diff-locks (diagram 9, appendix 1) 334.6.3.7 2nd gear protection (diagram 10, appendix 1) 334.6.3.8 Lift axle (diagram 3, appendix 1) 334.6.3.9 PTO protection (diagram 10, appendix 1) 344.6.4 E31 unit operation 354.6.4.1 Highest position (diagram 25093, appendix 1) 354.6.4.2 Lowest position (diagram 25093, appendix 1) 354.6.4.3 Continuous height control (manual) (diagram 25093, appendix 1) 354.6.4.4 Continuous height control (automatic) (diagram 25093, appendix 1) 354.6.4.5 Lateral levelling system 354.6.4.6 Raise/lower axle (lift axle unit v20/43 and v20/44) 364.6.4.7 Raise/lower axle (lift axle unit v20/3x) 364.6.4.8 Container lifting system 364.6.4.9 Lateral stabilisation (manual operation) 364.6.4.10 Lateral stabilisation (automatic) 374.6.4.11 Hydraulic roll stabiliser (�superstab�) 37

5. EVS system description 1

5.1 General 15.1.1 HPVS/EVS valve block 15.1.2 Axle tilting valve block 25.2 2/2 steering valve 35.3 Proportional steering valve 45.3.1 Emergency steering safety valve 45.4 Non-return valve 55.4.1 Restrictor 5


5.5 Pressure sensor for emergency steering pressure (DY) 65.6 Measure/blow-off/bleed point for emergency steering system (M1) 75.7 EVS cylinder 85.7.1 EVS cylinder � steering section 85.7.2 EVS cylinder � centre position 95.7.2 EVS cylinder � emergency steering section 85.7.4 EVS cylinder � vehicle steered left 95.7.5 EVS cylinder � vehicle steered right 105.8 Emergency steering accumulator 115.9 Hydraulic system operation 125.9.1 Emergency steering system 125.9.2 EVS � steering 135.9.3 EVS � vehicle steered left 145.9.4 EVS � vehicle steered right 155.9.5 EVS � coils 165.10 Electronic operation 175.10.1 Angle sensor 175.10.2 ECU power supply E31 v20 175.10.3 Operation 175.10.4 Pressure sensors 185.10.5 Summary of possible circuit states 195.10.5.1 Situation 1 195.10.5.2 Situation 2 205.10.5.3 Situation 3 205.10.5.4 Situation 4 215.10.5.5 Situation 5 215.10.5.6 Situation 6 225.10.5.7 Situation 7 235.10.5.8 Situation 8 235.10.6 Control panel 245.10.7 Electronic straight ahead position protection unit (limit sender, speed switch) 24

6 HPVS/EVS diagnosis box (DCS) 1

6.1 General 16.1.1 DCS operation 16.2 Connection, login and disconnection 36.2.1 DCS1 connection 36.2.2 Login 46.2.3 Disconnection 46.2.4 Screen 1 E31 56.2.5 Screen 1-1: �real-time� display of HPVS data 66.2.6 Screen 1-2: �real-time� display of EVS data 86.2.7 Screen 1-3: fault message readout part 1, system operate normally 96.2.8 Screen 1-4: fault message readout part 2, system operate normally 106.3 Screen 2 E31 11


6.3.1 Screen 2-0: settings selection screen for pump and EVS 126.3.2 Screen 2-1 146.3.3 Screen 2-2: reading in the correction factors 156.3.4 Screen 2-3: code calculation 196.3.5 Screen 2-4: automatic " ushing HPVS/EVS 206.3.6 Screen 2-7: reading out faults 216.3.7 Reading out " ash code 226.3.7.1 Reading out fault messages 226.3.7.2 Erasing fault codes 226.3.8 Summary of " ash codes 236.3.9 Screen 2-8: reading out data 25

Appendix 1: Electrical installation 1

1.1 Overview of components in schematic diagrams 11.2 Overview of connectors 51.3 Schematic diagrams 7

Bijlage 2: Schema�s hydrauliek 1


Preface

This system book for the GINAF Hydro Pneumatic Suspension System (HPVS)/ Electronic Vehicle Steering system (EVS), version 20 (v20) contains the following sections:

� HPVS/EVS operation� HPVS/EVS power supply� HPVS system description� EVS system description� HPVS/EVS diagnosis box

The descriptions of the operation of the system can be used to train technical personnel and as a refer-ence.

Always follow the safety precautions present-ed in Chapter 1.

GINAF Trucks bv is not liable for the consequences of work on the HPVS/EVS system that is performed by unquali! ed personnel, with incorrect tools and/or without following the speci! ed safety precau-tions.


1-1

HPVS/EVS system book v20 e31Safety instructions

1. Safety instructions

Warning symbolsWhen text is accompanied by the warning symbol shown here, this indicates that the information provided is essential for the health and personal safety of the mechanic.

The warning symbol with the overturned truck is shown if there are circumstances that could jeopardize the safety of the vehicle or that could damage the vehicle.

If the safety instructions and warnings contained in this chapter are not complied with, the health or safety of the mechanic may be jeopardized. In addition, serious damage could be caused to the vehicle or even a hazardous situation may arise.

� Comply with all warning and safety instructions referred to in this workshop manual. Always read the warnings and instructions on the labels and stickers which are attached to the components ! rst, then make sure you comply with them. They have been placed there for your safety and health, so do not ignore them#

� Wear clean, well-! tting clothes and apply protective cream to unprotected parts of your body, if necessary.

� Always disconnect the earth connection of the battery before carrying out work to the vehicle.

� Do not run the engine in an enclosed or unventilated area. Make sure exhaust gases are properly extracted.

� Remain at a safe distance from rotating and/ or moving components. � Never remove the ! ller cap of the cooling system with the engine running.

� Be careful when changing the oil. Hot oil may cause serious injuries.

� Avoid unnecessary contact with drained oil. Frequent contact causes damage to the skin.

Figure 1.1

1-2


� Various types of oils and lubricants that are used may constitute a health hazard. This also applies to engine coolant, clutch " uid, windscreen washer " uid, refrigerant in air-conditioning systems, battery acid and diesel oil. Therefore, avoid internal and external physical contact.

� Tilt the cab completely if work must be carried out underneath the cab. � Always use support stands when carrying out work underneath the vehicle. � Be careful when working on springs under tension, such as those in spring brake cylinders, valve springs, and the like. Inadvertently released springs may cause serious injuries. Even small springs and circlips may cause injuries when inadvertently released (wear eye protection).

� Always use the appropriate lifting gear (gearbox jack) or approved hoists for the removal and installation of heavy components. Attach the component properly to the lifting or hoisting gear.

� Be careful when working on systems that may be under pressure such as a trailing axle lift system, cab tilting mechanism, brake system, steering system, fuel system and the like.

� After a ! re it is possible that hazardous combustion residues may remain from certain synthetic materials possibly used in oil seals and sealing rings. Wear protective, acid-resistant clothing and PVC gloves when removing such combustion residues. � Submerge these combustion residues in water, or spray them amply with a calcium hydroxide solution (slaked lime and water). Thoroughly clean the protective clothing after use. Handle the gloves as chemical waste.

� The general safety precautions applicable to a chassis suspension system also apply to the HPVS system.

� The general safety precautions applicable to a steering system also apply to the EVS system.

During several of the test programs that are executed via the HPVS/EVS diagnosis box (DCS), the chassis or the rear axle of the vehicle move automatically. Before these programs are activated, make sure there are no people in the vicinity of the vehicle, otherwise there is a possibility that someone may become trapped.

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The suspension accumulators and HPVS (Hydro Pneumatic Spring System) cylinders are under pressure, even if the engine is not running.

First depressurise the HPVS system before removing any of the parts mentioned below.� HPVS cylinders� suspension accumulator� LSP (load-sensing proportioning) valve� HPVS/EVS valve block� cartridge valves: SP6, SP8, SP9, SP10, SP11, SP14, SP15, SP31 � pressure switch for axle load v20/43 and v20/44� lines for components listed above.

The emergency steering circuit is always under pressure, even if the engine is not running!

Before removal of any of the parts listed below, depressurise the emergency steering system by loosening the test nipple on the HPVS/EVS valve block.� EVS cylinders� HPVS/EVS valve block� emergency steering accumulator� accumulator valve with SP7� pressure sensor for emergency steering pressure� emergency steering safety valve� non-return valve 7 (emergency steering system)� lines for components listed above.

When a speed signal is absent, as the result of a defective tachograph for instance, the rear axle will continue to co-steer completely to a speed of ±88 km/h. This can have a negative effect on the stability of the vehicle.A second, independent speed signal has been added to the X-series.

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2-1

HPVS/EVS system book v20 e31HPVS/EVS operation

2. HPVS/EVS operation

2.1 General

HPVS and the EVS are two systems that can be ! tted on a vehicle. If both systems are ! tted, several com-ponents are shared between them. The HPVS/EVS consists of a hydraulic section and an electric (con-trol) section.

The hydraulic section consists of:� the drive part, consisting of a pump and a reservoir� the regulating part, consisting of various valves� the work part, consisting of (among other things) HPVS cylinders, suspension accumula tors and emergency steering accumulators.

The hydraulic section consists of:� various sensors and relays � an Electronic Control Unit (ECU).

The ECU is a microprocessor-controlled calculation and control unit for controlling and safeguarding the suspension and steering systems. A control panel is installed in the cab, which is used for manual con-trol of the system. This can also be used to read and erase faults.

A technician can also connect a diagnostic box to the ECU (GINAF no. OG0000087067-PA (old model OG0000008631�PA), see Figure 2.1), which makes it possible to:� read faults� read �real time� parameters� read correction factors � adjust angle sensors � read system data� " ush the HPVS/EVS system� test valve connections

For control unit E31, an adapter (programmer, see Figure 2.2) is required for connection to the DCS. The switch at the side is an on/off switch. In order to perform programming, the switch must be in the on position. If it is in the off position, you can program but it will not be accepted.

Figure 2.1

Figure 2.2

2-2


2.2 HPVS operation

For the HPVS, the air bellows and/or leaf springs on the rear axles are replaced by double-acting HPVS cylinders.An HPVS cylinder is a double-acting cylinder contain-ing a piston. The piston rod is attached to the chassis and the cylinder is attached to the axle. The top (rod side) of the piston is connected to the HPVS/EVS reservoir and is at atmospheric pressure. The bottom (piston side) of the piston is connected to the bottom side of the suspension accumulator and the pump.

The suspension accumulators consist of a cylinder containing a " oating piston. The bottom side of this piston is exposed to oil pressure from the piston side of the HPVS cylinders. The top side of this piston is exposed to nitrogen at a certain set pre-pressure. One suspension accumulator is required for each side of the vehicle.

When the vehicle suspension is compressed, the cylinder moves upwards and displaces the oil on the piston side of the cylinder. The displaced oil " ows through a line to the suspension accumulator and forces the piston of the suspension accumulator up-wards, which causes the nitrogen above the accumu-lator piston to be compressed. The resistance caused by the compression of the nitrogen increases, which dampens the motion of the suspension.

The hydraulic suspension on the rear axles is com-pletely separated between the two sides of the ve-hicle. That is to say, there is no connection between the cylinders on the left and right sides of the vehi-cle. On each side of the vehicle, the return connec-tions to the cylinders are all interconnected, as are the pressure connections. This results in complete compensation on each side of the vehicle.

Compensation means that when two or three cylin-ders are interconnected, the oil that exits one cylin-der is divided among the other cylinders. Consider the �law of communicating vessels�. HPVS works in a similar manner. If one cylinder is compressed, the cylinder connected to it will expand an equal distance (when the two cylinders have the same dimensions).

The advantage of this is that the vehicle can ride over bumps and depressions while the chassis re-mains level and the pressure (i.e. the load) remains equally distributed over the remaining rear axles under all conditions.

2-3


The application of hydraulics and electronics instead of mechanical components also makes it possible to create all sorts of circuits that improve the function-ality, safety and ef! ciency of the vehicle. Some of these features are included as standard equipment on the vehicles, such as:

� automatic level regulation load maintained at the same driving height at any vehicle speed above 1-3 km/h� manual level regulation makes it possible for the user to manually adjust the drive height of the chassis at a vehicle speed under 1 kmh� manual height control(highest/lowest posi tion) allows the user to temporarily adjust the height at a vehicle speed under 1 km/h� rapid-lowering system(standard since Aug. 1999) allows the chassis to be rapidly lowered using oil pressure instead of just under the weight of the chassis (e.g. for vehicles with a super structure for swap bodies).

Other features are available as an option, such as:

� lift axle, variable load axle or upcoupling lift axle for lifting an axle in the unloaded or loaded condition, or for the ability to temporarily un load an axle.� levelling system for levelling the chassis, which allows safer tipping.� hydraulic roll stabiliser (�superstab�) for improvement of the lateral stability of the vehicle in a turn, for superstructures with a high centre of gravity or dynamic load (liq uids)� automatic hydraulic lateral stabiliser ensures that the HPVS cylinders on a station ary vehicle can be compressed but cannot rebound (additional tipping stability)� manual hydraulic lateral stabiliser ensures that the HPVS cylinders can be com pressed but cannot rebound when the switch is operated (additional tipping stability). This can be done at any speed and is standard on the 3-side tipper.� container pull-up system allows the chassis to sink to 3 cm above the axle buffers to enable

easier pulling-up or demounting of containers.

2-4


� weight indication system provides an indica tion of the axle loads of the axles with HPVS suspension on a display in the cab.

Due to the automatic level regulation, it is not possi-ble to ! t a mechanically-controlled load sensing pro-portioning (LSP) valve in the brake system. There-fore, Ginaf ! ts an LSP valve with hydraulic pressure control to convert the axle load to the necessary brake pressure.

2-5


2.3 EVS operation

For the EVS, the torque rods of the rear axle are replaced by EVS cylinders (see Figure 2.3). An EVS cylinder consists of a cylinder with a double-acting piston. The double-acting piston is for control of the retraction and extension of the EVS cylinder. During turning, the cylinder on one side is retracted and the cylinder on the other side is extended. Because the axle is attached to the chassis via a V-rod, the axle can be turned around this point, resulting in a steer-ing movement.

Inside the EVS cylinder, there is a " oating piston ! t-ted around the piston rod. The purpose of this " oat-ing piston is to move the EVS cylinder to the centre position.

The hydraulic energy for the HPVS and EVS systems is supplied by a hydraulic pump. This pump is driven by the engine. The HPVS and EVS cylinders can be operated via the hydraulic valves. Various informa-tion is registered via the sensors, and this is used for

control of the HPVS and EVS systems.

Figure 2.3

2-6


3-1

HPVS/EVS system book v20 e31HPVS/EVS power supply

3. HPVS/EVS power supply

3.1 General

The HPVS/EVS system is an independent system. A motor-driven pump is ! tted to supply the hydraulic power required by both systems. The pump draws oil from a separate reservoir.The pump is equipped with a regulation block with which the maximum " ow and maximum pressure can be adjusted.

The pump supplies oil to the proportional pump " ow unit. The proportional pump " ow unit contains the pressure ! lter, the pressure sensor for the pump pressure and the proportional pump " ow valve SP12 (see Figure 3.1). This pump " ow valve ensures that oil is supplied to the HPVS/EVS valve block as required.A measuring point is also provided on the pressure ! lter cover on the pump " ow unit. The pump pres-sure and control pressure can be measured at this measurement point.

MP

RETURNFILTER

PROPORTIONEL PUMPFLOW-UNIT

SP12

PP

S

M

AXIAL PISTON PUMP

MPEHMP

P

T

PRESS. FILTER

DP

DP

FLOAT SWITCH

FILLING FILTER

MPEH

FILLER CONNECTION

Figure 3.1

3-2


The oil supply system of the HPVS/EVS system consists of a number of components (see Figure 3.2):� Pump with regulation block� Reservoir with " oat and ! lters� Filling system

RETURNFILTER

M

AXIAL PISTON PUMP

FLOAT SWITCH

FILLING FILTER

FILLER CONNECTION

Figure 3.2

3-3


3.2 Oil supply system with pump

3.2.1 Pump with regulation block

The hydraulic power supply of the HPVS/EVS is sup-plied by a separate pump (see Figure 3.3 and Figure 3.4).

The pump is an axial plunger pump.A regulation block is mounted on the pump; this is used to set the maximum pump pressure and maxi-mum volume " ow.

Figure 3.3

Figure 3.4

M

B

A

Figure 3.5

A: Axial pistonpump; B: Regulator

3-4


3.2.1.1 Pump regulation

Inside the pump, there is a branch (1) from the pres-sure connection to the regulator, so that the pump pressure is applied to the regulator on the left of the two regulator pistons A (max. volume " ow setting) and B (max. pressure regulation), see ! gure 3.6.Outside the pump, a choke (3), a pressure ! lter (4) and a 2/2 valve (SP12) are placed in the main " ow.

Figures 3.6, 3.7 and 3.8 show the situation in which there is no oil consumption. The ECU ensures that SP12 is closed.

Figure 3.6: with branch 1, the pressure will increase, just as on the left of regulator pistons A and B. Regu-lator piston A moves to the right with a pressure of 28 bar, regulator piston B moves to the right with a pressure of 190 bar.Piston A is therefore the ! rst to move to the right. As a result, the channel to the regulator piston for the stop plate adjustment is released, so that the stop plate moves to the right and the volume " ow is reduced (! gure 3.7).

Figure 3.7: the stop plate is now completely vertical, so that the volume " ow is zero.The pressure on the left of regulator pistons A and B falls away, so that they move to the left. This position is purely theoretical; in reality, the system searches for a balance (! gure 3.8).

Figure 3.8: balanced state; the top regulator piston is on �cut�, the stop plate is at a slight angle. The pressure at 1 is now 28 bar.

2

43

5

B

A

Figure 3.6

To consumers

2

43

5

B

A

Figure 3.7

To consumers

2

43

5

B

A

Figure 3.8

To consumers

3-5


From this balanced state at 28 bar, the highest posi-tion of the chassis is operated, for example. The ECU now energises SP12 (! gure 3.9). The HPVS cylinders are extended, which means oil consumption.Figure 3.9: with an oil " ow to the consumers, the pressure at branch 1 drops. This makes regulator pistons A and B move to the left. Through branch 2, pressure is also applied on the right of regulator piston A. Because both regulator pistons move to the left, the oil can " ow from the regulator piston for the stop plate adjustment to the reservoir, so that the stop plate moves to the left, and the pump delivery is increased.

Figure 3.10: in the situation shown here, we con-tinue to operate the highest position, while the HPVS cylinders are already extended to a maximum. The ECU now continues to energise SP12. There is now no more oil " ow through choke 3, pressure ! lter 4 and SP12. The pressure at branch 1 now increases. Regulator piston A cannot move to the right, because the same pressure is also present (on a larger sur-face) on the right through branch 2. The pressure increases until regulator piston B opens, i.e. at 190 bar. As a result, the oil " ows to the regulator piston for the stop plate adjustment, which moves to the right, and the volume " ow is reduced. Here also, a balanced state is searched for (! gure 3.11).

Figure 3.11: balanced state; the bottom regulator piston is on �cut�, the stop plate is at a slight angle. The pressure at 1 is now 190 bar.

As appears from the above, the pump regulation continually looks for a balance between 28 and 190 bar, depending on the situation. Here, choke 3, pres-sure ! lter 4 and SP12 play a large role. When there is an oil " ow to the consumers, these three com-ponents together ensure a pressure drop between branch 1 and branch 2. The greater the oil " ow (i.e. the consumption), the greater the pressure drop, and the earlier that regulator piston A moves to the right. The regulation then goes towards 28 bar (large oil " ow, low pressure). The lower the oil " ow (i.e. the consumption), the lower the pressure drop, and the earlier that regulator piston B moves to the right. The regulation then goes towards 190 bar (low oil " ow, high pressure).

The �bypass� (choke and non-return valve) in branch 2 protects regulator piston A. When the pressure on the right of this piston falls away quickly and there is pressure on the left of the piston, the piston can move to the right so quickly that it hits hard against the stop and is damaged. By placing a choke in the pipe, this impact is damped.

2

43

5

B

A

Figure 3.9

To consumers

2

43

5

B

A

Figure 3.10

To consume

2

43

5

B

A

Figure 3.11

To consumers

3-6


When SP12 is de-energised, there can still be a cer-tain residual pressure in the pipe to the consumers, so that SP12 does not fully close. Branch 5 (to the reservoir), with a choke of 0.5 mm, is intended to fully depressurise the pipe to the consumers in this situation.

3.2.2 HPVS/EVS reservoir with " oat and ! lters

The hydraulic " uid is stored in plastic or stainless steel reservoirs. There are two types of reservoirs, depending on the type of vehicle, see ! gure 3.12:� upright reservoir� vertical reservoir

This reservoir is ! tted with a " oat switch for moni-toring the " uid level. To prevent contamination, two ! lters are ! tted, see ! gures 3.13 and 3.14:- aerating ! lter on the reservoir (not ! tted in ! gure 3.16)- ! lling ! lter in the reservoir

The aerating ! lter ! lters the air that is sucked in. The ! lling ! lter ! lters the oil that is poured in through the ! ller opening.A pipe is ! tted to the reservoir, with a quick-! ll con-nection on the end. Oil should preferably be ! lled (topped up) through this connection. A return ! lter (and a ball valve) is ! tted between this quick-! ll connection and the reservoir. This return ! lter ! lters both the oil that is topped up and the oil that " ows back to the reservoir.The ball valve is used to shut off the pipe during the replacement of the return ! lter, for example.The ball valve is not ! tted with the X series, because the return ! lter is above the " uid level.

Figure 3.12

A

B

C

A: Reservoir; B:Filling filter;C: Float switch;

Figure 3.13

B

C

Figure 3.14

3-7


3.2.3 Filling systemThe ! lling system (see ! gure 3.15) consists of a quick-! ll connection (1), a return ! lter (2) (and pos-sibly a ball valve (3)).The quick-! ll connection is a connection with a non-return valve. When a hose is connected, the non-re-turn valve, and thus the connection are opened. Oil can be topped up through the quick-! ll connection with the special ! lling pump.The return ! lter ! lters the topped-up oil and the returned oil.The ball valve is ! tted to be able to close off the pipe between the reservoir and the return ! lter, to pre-vent the reservoir from emptying when the return ! lter is removed. Figure 3.15

1

2

FILLERCONNECTION

RETURNFILTER

Figure 3.16

3-8


3.2.4 Proportional pump " ow unit

The proportional pump " ow unit (see Figure 3.17 and Figure 3.18) contains a number of components, such as:� proportional pump " ow valve (SP12)� pressure sensor for pump pressure (DP)� measurement point for pump pressure/control pressure (MP)� pressure ! lter

Figure 3.17

MP

PROPORTIONAL PUMPFLOW-UNIT

SP12PUMPFLOWVALVE

PP

S

3.5 mm

MPEHMP

P

0.5 mm

T

PRESS. FILTER

DP

DP

MPEH

Figure 3.18

3-9


3.2.4.1 Proportional pump " ow valve

This is a proportional 2/2 valve (see Figure 3.19), electrically operated and with a spring return. When coil SP12 is not energised, the valve is closed and no oil is supplied to the HPVS/EVS system. When coil SP12 is energised, an opening is created. This open-ing becomes larger as the demand for oil increases.

3.2.4.2 Pressure sensor for pump pressure (DP)

The pressure sensor (see Figure 3.21) is a sensor that measures the oil pressure in the system. This sensor is mounted on connection DP of the pump " ow unit. When this oil pressure becomes too high or too low, a fault will be stored in the ECU.

This sensor also monitors contamination of the pres-sure ! lter. An increased pressure drop across the pressure ! lter indicates increased contamination of the ! lter.

Figure 3.19

SP12

Figure 3.20

Figure 3.21

Figure 3.22

3-10


3.2.4.3 Measurement point for pump pres-sure/control pressure (MP)

This measurement point (see Figure 3.23) is a con-nection with a non-return valve, also referred to as a test nipple. This test nipple is located on the pres-sure ! lter cover.When the non-return valve in the test nipple is de-pressed, the connection is opened. This test nipple can be used to perform measurements of the pump pressure and the control pressure.

3.2.4.4 Pressure # lter

The pressure ! lter (see Figure 3.25) ! lters the oil delivered by the pump. A magnet is ! tted in the pressure ! lter cover. This magnet collects all the metal particles. Each time this cover is removed, the magnet must be cleaned.

Figure 3.23

Figure 3.24

Figure 3.25

4-1

HPVS/EVS system book v20 e31HPVS system description

4.1 General

The pump " ow unit described in the previous chapter supplies oil to the HPVS/EVS valve block (see Figure 4.1) in which all the valves for the HPVS and EVS are located except the valves for the lift axle. If a lift axle, varialble load axle or an uncoupling lift axle is present, a separate valve block is ! tted for that system.

4.1.1 HPVS/EVS valve block

The diagram below shows the HPVS/EVS valve block. This valve block can be roughly divided into an upper and lower half. The lower half (containing valves SP8 through SP11, SP6.1, SP6.2, SP31.1 and SP31.2) forms the HPVS section.

Figure 4.1

SP9DRAINING

SP11DRAINING

SP7

ACCUMULATORVALVE

SP6.1SUPERSTABVALVE

SP6.2SUPERSTABVALVE

SP30

PUMPBLOCK VALVE

SP5.1

RELEASE VALVE

7

NON-RETURN VALVE

5

1.0 mm

6 2.0 mm

9

EMERGENCYSTEERING VALVE

SP5.2

RELEASE VALVE

SP8FILLING

2Tridem: 1.50 mm

SP10FILLING

1 Tridem: 1.50 mm

X1L X2R X1RX2L

PP

TT

PP

MBL BL MBR BR T2T1

TT

ACCM1Y

PT

B A

(regulate 330 +10 bar)

8 NON-RETURN VALVE

(emercengy steering system)

(STEERINGSYSTEM)

M1DY

D4PROP. STEERINGVALVE (NG6)

SP1 SP2

SP31.1PUMPLOWERING

SP31.2PUMPLOWERING

Tandem: 1.00 mm

RIGHTRIGHTLEFT LEFT LEFT RIGHT

Tandem: 1.00 mm

RIGHT LEFT

MPE

Figure 4.2

4-2


4.1.2 2/2 Steering valve

This is a 2/2 steeringvalve, electrically operated and with a spring return, twelve of which are ! tted in the HPVS/EVS valve block and which can be classi! ed into three types (see Figure 4.3).For HPVS only types B and C are used.

A:When the coil is not energised, the circuit is opened so oil can " ow in both directions.When the coil is energised, the circuit is routed through the non-return valve so the oil can only " ow in one direction. (SP5.1/SP5.2)

B:When the coil is energised, the circuit is opened so oil can " ow in both directions.When the coil is not energised, the circuit is routed through the non-return valve so the oil can only " ow in one direction. (SP6.1/SP6.2/SP7/SP9/SP11/SP30)

C:This is the same valve as type B. However, this valve has an integrated non-return valve. The non-return valve is placed so the oil can only " ow through the steering valve in one direction.When the coil is not energised, both " ow directions are blocked.When the coil is energised, the oil can only " ow in one direction. (SP8/SP10/SP31.1/SP31.2)

The type A steering valves are ! tted with 26-Volt coils.The type B steering valves are ! tted with either 13-Volt (SP6.1 and SP6.2) or 26-Volt (all others) coils.Most of the type C steering valves are ! tted with 26-Volt coils. SP31.1 and SP31.2 are exceptions: these are ! tted with 13-Volt coils.

4.1.3 Restrictor

A restrictor (see Figure 4.5 and Figure 4.6) is a constriction in a circuit. When " uid passes through the restrictor, the pressure before the restictor will be higher than the pressure after it. We refer to this as a pressure drop. At a lower " ow rate the pressure drop will be less than at a higher " ow rate.

Figure 4.3

(12x)

Figure 4.4

A

B

C

Figure 4.5

Figure 4.6

4-3


4.2 HPVS cylinder

The HPVS cylinder consists of a cylinder with a dou-ble-acting piston (see Figure 4.7 and Figure 4.8). The piston divides the cylinder into two sections. The upper section, the rod side, is connected to the reservoir and is at atmospheric pressure. The lower section, the piston side, is connected to the suspen-sion accumulator.

To raise the vehicle, oil is routed from the pump to connection P so oil is added. The oil enters the piston side and the piston is pushed upwards.

To lower the vehicle, oil is routed from connection P to the reservoir so oil is removed. The oil is pushed out by the weight of the vehicle on the piston side and the piston moves downwards.

Figure 4.7

Figure 4.8

T

P

4-4


4.3 Suspension accumulator

The suspension accumulator is a pressure vessel that consists of two sections (see Figure 4.9). The two sections are separated from each other by a " oating piston. The lower section of the accumulator is ! lled with oil. The upper section of the accumula-tor is ! lled with pressurised nitrogen gas.When the oil pressure in the suspension circuit is higher than the nitrogen gas pressure in the accumu-lator (because oil is forced out of the HPVS cylinders during compression), oil " ows to the accumulator.When this occurs, the " oating piston compresses the nitrogen gas, increasing the gas pressure.

When the oil pressure in the suspension circuit is lower than the nitrogen gas pressure (because the suspension rebounds), the nitrogen gas pushes against the piston, forcing the oil in the accumulator back into the suspension circuit and the cylinders to extend.

Thus an empty vehicle has a low nitrogen gas pres-sure, making a relatively large compression possible. In a loaded vehicle the nitrogen pressure in the ac-cumulator is much higher, since the vehicle stands at the same height. Therefore, relatively little compres-sion will be possible. The result is a relatively supple suspension in the unloaded condition and a stiff sus-pension when the vehicle is carrying a heavy load.

Figure 4.9

Figure 4.10

Figure 4.11

4-5


4.4 LSP valve

The load-sensing proportioning (LSP) valve is a standard LSP valve that has been modi! ed (see Fig-ure 4.12). The valve was originally intended for ve-hicles with air suspension and is therefore equipped with an air cylinder.

In this application, the air cylinder has been replaced by a hydraulic cylinder (see Figure 4.13), which is connected to the piston side of the HPVS cylinders. When the pressure in the system increases (due to an increased vehicle load), the cylinder will be forced inwards and the brake pressure will be adjusted to the new load.

A restrictor is built into the connection nipple to dampen pressure surges.

This valve is not ! tted on vehicles equipped with EBS.

Figure 4.12

Figure 4.13

4-6


4.5 Hydraulic system operation

4.5.1 Filling and draining

On the basis of user commands and operating condi-tions, the electronics (ECU) operate certain valves so the HPVS cylinders are ! lled with oil or oil is drained from them. As explained earlier, the cylinders at the left and right sides of the vehicle operate independ-ently and thus the ! lling and draining are also per-formed independently. The height of the chassis is monitored via angle sensors that are ! tted to one of the rear axles, on the left and right sides.

Example:The vehicle is stationary. The driver wishes to tem-porarily lower the chassis and operates the �lower chassis� button on the control panel. When this but-ton is operated, oil is drained from the left and right HPVS cylinders, lowering the chassis.The driver leaves the chassis height in this position and begins to drive. The chassis height is reported to the ECU via the height sensors, as is the vehi-cle speed. If the vehicle speed exceeds 2 km/h for longer than 3 to 5 seconds, the ECU will cause the HPVS cylinders to be ! lled until the chassis height returns to the normal driving position (automatic level regulation).

As is apparent from this example, the automatic level regulation only works at vehicle speeds above 2 km/h. The reason for this is that if a vehicle is stationary and an axle with HPVS suspension is on a bump or in a depression, the axle with activated level regulation will attempt to raise or lower the ve-hicle, which could result in excessive pressure levels in the system.

The time delay of 3 to 5 seconds upon reaching 2 km/h before activating the valves for the level regu-lation is intended to prevent the system from mak-ing continual adjustments when driving slowly over uneven terrain.

The automatic level regulation may also activate when the vehicle has been stationary for a long time and internal leakage has resulted in lowering of the chassis. After all, a hydraulic steering valve always has a small amount of internal leakage. It is not necessary for the driver to take any action, because just as in the example above, once the vehicle speed exceeds 2 km/h the chassis will return to the driving height. Incidentally, it is possible to manually bring the vehicle to driving height via the control panel.

4-7


The switches for ! lling and draining the HPVS cyl-inders on each side, discussed below, not only play a role in the automatic and manual level regulation but also in the optional lateral levelling system and container lifting system.

4-8


4.5.1.1 Filling right-rear

In the non-energised state, coil SP8 of the right-rear supply valve closes the connection between the pump " ow unit and the HPVS cylinders on the right side of the vehicle. Now no oil can be pumped to the HPVS cylinders. In this state the HPVS cylinders can-not extend.By energizing coil SP8 of the right-rear supply valve, a connection is established between the pump " ow unit and the right-side HPVS cylinders. Stabiliser valves SP6.1 and SP6.2 are energised so oil from the rod side of the cylinder can " ow to the reservoir. Valve SP6.2 must also be energised to allow all the oil to drain. This also energises SP6.1 because it is wired in series with SP6.2. This causes the pump pressure to be routed to the piston side of the right-side HPVS cylinders and the supplied oil causes the HPVS cylinders to extend. The right side of the vehi-cle is raised.When coil SP8 is de-energised, the spring will cause the valve to return to the rest position. In this posi-tion, a non-return valve is placed in the circuit that blocks the " ow of oil from the cylinders to the pump. Now the oil cannot " ow out of the HPVS cylinders and the vehicle remains in this position.

Figure 4.14

SP9SP11 SP6.1 SP6.2SP8

2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT

HPVS-CIL. AXLE2

HPVS-CIL. AXLE3

HPVS-CIL. AXLE4

LOAD SENSING VALVE (ALR)

HPVS-CIL. AXLE 4

HPVS-CIL AXLE 2

HPVS-CIL AXLE 3

MPE

LIEFTRIGHT

4-9


4.5.1.2 Draining right-rear

In the non-energised state, coil SP9 of the right-rear drain valve closes the connection between the HPVS cylinders on the right side of the vehicle and the reservoir. Now the vehicle weight cannot force the oil to " ow from the right-side HPVS cylinders to the reservoir.By energizing coil SP9 of the right-rear drain valve, a connection is established between the reservoir and the right-side HPVS cylinders. The vehicle weight compresses the right-side HPVS cylinders and the oil " ows via the open right-rear drain valve and the re-strictor to the reservoir. The right side of the vehicle lowers.

Figure 4.15


2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT

HPVS-CIL. AXLE 2

HPVS-CIL. AXLE 3

HPVS-CIL. AXLE 4


HPVS-CIL. AXLE 4

HPVS-CIL AXLE 2

HPVS-CIL AXLE 3

MPE

LEFTRIGHT

4-10


4.5.1.3 Filling left-rear

In the non-energised state, coil SP10 of the left-rear supply valve closes the connection between the pump " ow unit and the HPVS cylinders on the left side of the vehicle. Now no oil can be pumped to the HPVS cylinders. In this state the HPVS cylinders can-not extend.By energizing coil SP10 of the left-rear supply valve, a connection is established between the pump " ow unit and the left-side HPVS cylinders. This causes the pump pressure to be routed to the piston side of the left-side HPVS cylinders and the supplied oil causes the HPVS cylinders to extend. The left side of the vehicle is raised. Stabiliser valves SP6.1 and SP6.2 are energised so oil from the rod side of the cylinder can " ow to the reservoir. When coil SP10 is de-energised, the spring will cause the valve to return to the rest position. In this posi-tion, a non-return valve is placed in the circuit that blocks the " ow of oil from the cylinders to the pump. Now the oil cannot " ow out of the HPVS cylinders and the vehicle remains in this position.

Figure 4.16


2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT

HPVS-CIL. AXLE 2

HPVS-CIL. AXLE 3

HPVS-CIL. AXLE 4


HPVS-CIL. AXLE4

HPVS-CIL AXLE2

HPVS-CIL AXLE 3

MPE

LEFTRIGHT

4-11


4.5.1.4 Draining left-rear

In the non-energised state, coil SP11 of the left-rear drain valve closes the connection between the HPVS cylinders on the left side of the vehicle and the res-ervoir. Now the vehicle weight cannot force the oil to " ow from the left-side HPVS cylinders to the reser-voir.By energizing the coil of the left-rear drain valve, a connection is established between the reservoir and the left-side HPVS cylinders. The vehicle weight com-presses the left-side HPVS cylinders and the oil " ows via the open left-rear drain valve and the restrictor to the reservoir. The left side of the vehicle lowers.

Figure 4.17


2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT

HPVS-CIL. AXLE 2

HPVS-CIL. AXLE 3

HPVS-CIL. AXLE 4


HPVS-CIL. AXLE 4

HPVS-CIL AXLE 2

HPVS-CIL AXLE 3

MPE

LEFTRIGHT

4-12


4.5.2 Stabilisation

4.5.2.1 Lateral stabilisation (option)

Lateral stabilisation is automatically activated as soon as the vehicle speed drops below 2 km/h and can be manually activated via a control panel button (if present). Lateral stabilisation can be activated manually at any speed.This system is intended to increase the lateral sta-bility (at low speeds and during tipping). To achieve this, the rod ends of the HPVS cylinders are blocked by 2/2 valves. The piston end is exposed to the nor-mal pressure of the load while the oil at the rod end cannot escape. This results in a situation in which the HPVS cylinders can be compressed but cannot rebound.When lateral stabilisation is deactivated, the 2/2 valves (nc) are energised and vice versa (safety).

These 2/2 valves (SP6.1 and SP6.2) are connected in series, which means that the coils are always en-ergised together. This series connection is a safety measure that ensures both valves are deactivated if one fails.When coils SP6.1 and SP6.2 of the left- and right-side stabilisation valves are energised, there is a connection between the rod side of the left and right HPVS cylinders and the reservoir. This allows the oil to " ow to and from the left and right HPVS cylinders (no stabilisation).When coils SP6.1 and SP6.2 are not energised, a non-return valve is placed in the circuits between the left and right HPVS cylinders and the reservoir so the oil can only " ow from the reservoir to the left and right HPVS cylinders and not in the other direction (stabilisation).

4-13


4.5.2.2 Super stabilisation (option)

Hydraulically, super stabilisation works identically to lateral stabilisation. The big difference in comparison with lateral stabilisation is that it is activated by the ECU when demanded by the driving conditions. It is intended for vehicles with a high centre of grav-ity or with a �live� load, such as liquids, concrete, etc.The ECU receives a signal from the tachograph, so the vehicle speed is known. In addition, there is a signal from an angle sensor, which measures the angle of the steered wheels on the front axle. The ECU combines this data and makes sure the lateral stabilisation is activated when this is desirable or when the steering angle of the front axle is too large in relation to the vehicle speed.

Figure 4.18


2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT

HPVS-CIL. AXLE 2

HPVS-CIL. AXLE 3

HPVS-CIL. AXLE 4

ALR-CILINDER

HPVS-CIL. AXLE 4

HPVS-CIL AXLE 2

HPVS-CIL AXLE 3

MPE

LEFTRIGHT

4-14


4.5.3 Stabilisation

This system makes it possible to level the vehicle in the lateral direction so tipping can be done more safely (see Figure 4.19 and Figure 4.20). An impor-tant part of the lateral levelling system is the level sensor.The level sensor is an electronic sensor that meas-ures the horizontal position of the vehicle in the transverse direction (see also the section �Electronic operation�).For the HPVS there is a level sensor ! tted to the rearmost cross member of the chassis. This value is sent to the ECU.

If the driver has placed the vehicle on a slanted surface for tipping, he presses and holds the lateral levelling system button. At this moment, the auto-matic level regulation and the lateral stabilisation are deactivated. The level sensor detects that the vehicle is tilted and in which direction. The driver is informed of this via a pulsing buzzer signal. The driver contin-ues to hold the button. Through the ! lling and drain-ing of oil to and from the HPVS cylinders, the vehicle reaches a nearly level position. From that moment, oil is only drained.By adding oil to the HPVS cylinders on one side of the vehicle, ! nal levelling of the chassis is achieved. If the cylinders have reached their maximum exten-sion and the chassis is not yet level, oil will be al-lowed to " ow out of the cylinders on the other side. The closer the chassis approaches the level position, the more rapid the pulsing signal will become. As soon as the vehicle is level, the buzzer will stop. If the vehicle is tilted so far that the HPVS cylinders cannot fully compensate, the buzzer will produce a continuous signal. This warns the driver that the vehicle could not be completely levelled.As soon as the driver releases the lateral levelling system button, the lateral stabilisation is activated (if installed).The X-series is ! tted with PTO protection to ensure that once levelling has been performed, when the PTO is activated the driver cannot operate the HPVS system.

Figure 4.19

Figure 4.20

4-15


4.5.4 Container lifting system (option)

The container lifting system is available as an op-tion for vehicles with HPVS. It is intended to make it easier to pull on and unload containers. To achieve this, the HPVS system lowers the chassis to create a more favourable angle of approach. The chassis is lowered to several centimetres above the rearmost axle so the weight also remains optimally distributed among the rear axles in this state (compensation).When the switch of the container lifting system is operated, oil " ows out of the left and right HPVS cyl-inders to achieve the correct position.

4.5.5 Pump lowering system

When a vehicle without the pump lowering system is lowered by releasing oil from the HPVS cylinders, this is achieved as a result of the weight of the chassis. This can be a problem for vehicles with little weight above the rear axles, because it occurs too slowly as a result of the friction of the HPVS cylinders.With the pump lowering system, as the oil drains from the piston side of the HPVS cylinders, pump pressure is applied to the rod side of the cylinders causing the chassis to lower rapidly regardless of the weight of the chassis. Two extra 2/2 steering valves (SP31.1 and SP 31.2) are ! tted in the HPVS/EVS valve block for this purpose.When the �lower chassis� or �container lifting system� switch is operated, the ECU will ! rst check whether valves SP6.1 and SP6.2 (stabilisation) are energised and, if so, it will de-energise them. Then valves SP9 and SP11 (drain left and right respectively) are en-ergised so the piston sides of the HPVS cylinders are connected to the tank. Next, valves SP31.1, SP31.2 and SP12 are engaged so the rod sides of the HPVS cylinders are connected to the pump.

As shown in the diagram (Figure 4.21), during low-ering of the chassis, stabilisation valves SP6.1 and SP6.2 must be de-energised; in other words, the stabilisation system must be on. That means that the pump lowering system can only be ! tted if stabilisa-tion valves are also ! tted on the vehicle.Stabiliser valves SP6.1 and SP6.2 are energised so oil from the rod side of the cylinder can " ow to the reservoir. The pump lowering system is standard equipment on the X-series.

4-16


Figure 4.21


2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT

HPVS-CIL. AXLE 2

HPVS-CIL. AXLE 3

HPVS-CIL. AXLE 4


HPVS-CIL. AXLE 4

HPVS-CIL AXLE 2

HPVS-CIL AXLE 3

SP31.1 SP31.2

MPE

RIGHTLEFT

4-17


4.5.6 Flushing

There is hardly any oil " ow in the HPVS section dur-ing normal compression and rebound of the cylin-ders. As a result, the oil is only ! ltered to a very limited degree. In order to ! lter this oil it is possible to run the HPVS system through a �" ush procedure� via the DCS1. During this procedure the vehicle is ! rst put in the highest position and then in the lowest position in order to " ush the oil in the HPVS cylinders. Then the oil in the HPVS section is circulated by the pump so the oil is ! ltered. To achieve " ushing, the supply (SP8 and SP10) and drain valves (SP9 and SP11) for the left and right sides are alternatingly energised. All the valves are open during this procedure so the oil can be circu-lated without raising or lowering the vehicle.The " ush procedure ends when the vehicle is once again at driving height.

Figure 4.22


2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT

HPVS-CIL. AXLE 2

HPVS-CIL. AXLE 3

HPVS-CIL. AXLE 4


HPVS-CIL. AXLE 4

HPVS-CIL AXLE 2

HPVS-CIL AXLE 3

MPE

LEFTRIGHT

4-18


4.5.7 Lift axle unit

The lift axle unit is a separate valve block for the lift axle that is mounted near the lift axle. There are three different versions of the lift axle:

- v20/43 non-uncoupling lift axle (non-driven axle)- v20/44 unloadable axle (driven axle)- v20/3x uncoupling lift axle (non-driven axle)

Version 20/43 is intended for a non-driven lift axle. This version is used when it must be possible to drive with the axle lifted, when the vehicle is unloaded. The axle must be lowered automatically at speeds above 15 km/h when the load has increased to such a degree than the other axles exceed the legally permitted axle load. When stationary and with a full load, the operation is identical to that of an unload-able axle.

Version 20/44 is intended for a driven lift axle. Due to the operation of the differential, driving a vehi-cle with a lifted driven axle is obviously impossible. The lift axle is therefore used as an unloading axle, during tipping for example. By lifting the axle, the centre of gravity of the load is essentially moved further towards the forward axle(s), which increases the tipping stability.

Version 20/3x is intended for a non-driven lift axle. This version is used when it must be possible to drive with the axle lifted, even when the vehicle is loaded. To achieve this, the HPVS cylinders of the lift axle must be hydraulically isolated from the other HPVS

cylinders.

4-19


As shown in Figure 4.23, versions 20/43 and 20/44 are identical except for the pressure switch ! tted in the valve block for version 20/43.

Figure 4.24 shows version 20/3x. This makes clear that this is a completely different type of lift axle unit.

Figure 4.23

HPVS-CIL. AXLE2 RIGHT

SP14

HPVS-CIL. AXLE2 LEFT

MH

DS

T

P

H2

HEFAS-UNIT v20/44

SP15 H1

S1

S2CV

PLUG

HPVS-CIL. AXLE 2 RIGHT

SP14

HPVS-CIL. AXLE 2 LEFT

MH

DS

T

P

H2

DRUKSCHAKELAAR

HEFAS-UNIT v20/43

SP15

H1

S1

S2CVPRV

Figure 4.24

HPVS-CIL. AXLE 2 LEFTHPVS-CIL AXLE2 RIGHT

SP15SP14

drain drain

pilot pilot

pilot pilot

T

P

HEFAS-UNIT v20/34

HS1

HZ1

NHZ1 NHZ2

HZ2

HS2

MH2

ACC

4-20


4.5.7.1 Lower/block valve (v20/43 and v20/44)

This is a 4/2 steering valve, electrically operated and with a spring return. In the energised state of electromagnet SP15, all the connections are shut off and no oil can " ow. In the rest position (parallel position) connection A and P are connected, asare B and T.

4.5.7.2 Raise valve (all versions) or lower valve (v20/3x)

This is a 3/2 steering valve, electrically operated and with a spring return.When the coil is not energised, connections A and T are connected. When the coil is energised, connec-tions A and P are connected.

4.5.7.3 Pressure switch

The pressure switch is an adjustable pressure switch. On the left side is the pressure that is to be measured/monitored, and on the right side is an ad-justable spring. In the normal situation, the valve is in the position shown in the adjacent drawing.When the pressure that is to be measured/monitored exceeds the set pressure, the switch will be forced to the right and the switch contacts will open.

4.5.7.4 Pressure-operated non-return valve

The pressure-controlled non-return valve opens, like a normal non-return valve, when the pressure at B is higher than the pressure at A, and it remains closed when the pressure at A is higher than the pressure at B. With this valve, however, it is also possible to achieve a " ow from A to B by applying pressure to the pilot connection, which forces the valve open. Furthermore, this valve is equipped with a drain con-nection to ensure that only a relatively low pressure is required to open the non-return valve. There is also a version without a drain connection.

Figure 4.25

P T

A B

SP15

Figure 4.26

SP14

P T

A

Figure 4.27

Figure 4.28

A B

drain pilot

4-21


4.5.7.5 Lift axle v20/43 and v20/44, not operated

In both versions of the lift axle unit there is a lower/block valve with coil SP15, a non-return valve, a raise valve with coil SP14 and two restrictors.When the lift axle is not raised, coil SP14 of the raise valve is not energised and the rod sides of the HPVS cylinders of the lift axle are connected to the reser-voir, as are the other HPVS cylinders (via SP6.1 and SP6.2). The raise/block valve SP15 is also de-ener-gised so the accumulator for the lift axle is ! lled / kept under pressure via the pump and the non-re-turn valve.

4.5.7.6 Lift axle v20/43 and v20/44, raise

To raise the lift axle, coil SP14 of the raise valve must be energised. The rod sides of the lift cylinders are connected to the pump and the oil can now be pumped to the rod sides of the lift cylinders, via the non-energised lower/block valve, the non-return valve, the restrictor and the raise valve, so the cylin-ders retract and the axle is raised.

Figure 4.29

SP9SP11

SP6.1 SP6.2SP8

2

SP10

1

PPTT

PP

MBL BL MBR BR T2T1

TT



HPVS-CIL AXLE 4 RIGHT




SP14


T

P PRESSURE SWITCH

HEFAS-UNIT v20/43

SP15

T

P

4-22


The oil on the piston sides is displaced to the piston sides of the other HPVS cylinders.

The following applies to both versions: the axle will not raise when the pressure on the piston side of the lift cylinder (=load) is higher than the pressure on the rod side. The pressure switch ensures that the ECU receives a signal when the load becomes so heavy that the axle must be lowered. This is only ! tted on version 20/43, because the vehicle may not be driven with a raised axle when the load on the remaining axles exceeds the legal maximum. The axle is lowered automatically at speeds higher than 15 km/h. With version 20/44 it is impossible to drive with a raised axle under any conditions (due to the operation of the differential), so there is no reason to ! t a pressure switch. For this version there is an ex-tra protection measure ! tted to ensure that the vehi-cle is not driven in the loaded condition with a raised axle by making use of the diff-lock. In this case, the ECU automatically lowers the axle when the vehicle speed exceeds 2 km/h.

SP9SP11

SP6.1 SP6.2SP8

2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT



HPVS-CIL AXLE4 RIGHT





T

P

SP14

T

PPRESSURE SWITCH

HEFAS-UNIT v20/43

SP15

Figure 4.30

4-23


4.5.7.7 Lift axle v20/43 and v20/44, lower

The lift axle can be lowered manually (via the control panel) or automatically (as a result of the pressure switch (v20/43) or the vehicle speed (v20/44)).In the lifted position, SP14 is energised. If the axle was to be lowered by de-energising SP14, the oil on the rod side of the cylinders would be routed directly to the tank via SP15, causing the axle to fall abruptly to the lowest position. To do this in a controlled man-ner, the ECU will ! rst energise SP15 and then imme-diately de-energise SP14 so the oil " ows to the tank via restrictor S1. Approximately 30 seconds later, the ECU will de-energise SP15 so the rod side is once again routed to the tank without the restrictor.

Note:If the ignition switch is turned off while the axle is raised, a buzzer signal will sound. The system is constructed in such a way that the axle must ! rst be lowered before the ignition switch can be turned off. The reasons for this are that the axle can only remain in the raised position by keeping SP14 en-ergised, which could drain the battery, and lowering the axle automatically when the ignition switch is turned off could result in hazardous situations.

Figure 4.31

Figure

SP9SP11

SP6.1 SP6.2SP8

2

SP10

1

PP

TT

PP

MBL BL MBR BR T2T1

TT








T

P

SP14

T

P

PRESSURE SWITCH

HEFAS-UNIT v20/43

SP15

4-24


4.5.7.8 Lift axle v20/3x, not operated

In the lift axle unit there is a lower valve with coil SP15, a non-return valve, a raise valve with coil SP14, three restrictors and four pressure-controlled non-return valves.In this situation (see ! gure 32) coil SP14 of the raise valve is not energised and the rod sides of the HPVS cylinders for the lift axle are connected to the reservoir, as are the other HPVS cylinders (via the energised valves SP6.1 and SP6.2 in the HPVS valve block). This also causes there to be no pressure at the pilot connections of valves T3 and T4. The lower/block valve SP15 is also de-energised so the circuit between non-return valves T3 and T4 is connected to the tank. There is no pressure above or below the piston of the pilot connection in T3 and T4, so these are closed.T1 and T2 include a drain connection, so the pres-sure from the HPVS cylinders of axle 2 cannot be applied to the top of the piston of the pilot connec-tion. Therefore, when the valve is opened via the pilot connection, the only counterpressure is that of the spring. Now the pressure of the HPVS cylinders for axle 2 is applied to the pilot connection of T1 and T2 so these valves are open, and the piston sides of the HPVS cylinders are interconnected on each side of the vehicle. The lift axle is now �coupled�. This means that com-plete compensation is possible because the HPVS cylinders can send and receive oil to and from one another. The lift axle, however, can only send oil to another HPVS cylinder via the valve block. If this must happen very quickly (e.g. when driving over a speed bump, if axle 2 must quickly rebound), it may be that the system responds too slowly. In this case, the HPVS cylinders of axle 2 require oil quickly, which could result in a vacuum. To prevent this, an extra accumulator is placed at every cylinder of the

lift axle.

4-25


MBL

BL MBR BRT2T1






ALR-CILINDER


SP15SP14

drain drain

pilot pilot

PT

pilot pilot

T

P

HEFAS-UNIT v20/34

HS1

HZ1

NHZ1 NHZ2

HZ2

HS2

MH2

ACC

T1 T2

T3 T4

Figure 4.32

4-26


4.5.7.9 Lift axle v20/3x, raise

To raise the lift axle, coil SP14 of the raise valve must be energised. The rod sides of the lift cylinders are connected to the pump and valves T3 and T4 are opened as a result of the pressure applied to the pi-lot connections. This removes the pressure from the lines under T1 and T2, causing them to close, and disconnects the HPVS cylinders for the lift axle from the other HPVS cylinders. The HPVS cylinders of the lift axle will retract, lifting the axle.

MBLBL MBR BR

T2T1






ALR-CILINDER


SP15SP14

drain drain

pilot pilot

PT

pilot pilot

T

P

HEFAS-UNIT v20/34

HS1

HZ1

NHZ1

NHZ2

HZ2

HS2

MH2

ACC

T1 T2

T4T3

Figure 4.33

4-27


4.5.7.10 Lift axle v20/3x, lower, phase 1

In the lifted position, SP14 is energised and SP15 is de-energised. If the switch for the lift axle is now operated to lower the axle, in phase 1 the ECU will energise SP14 and SP15. The pump will supply oil via SP15 and T3 and T4 (which then begin to func-tion as normal non-return valves) to the top of the pistons of the HPVS cylinders for the lift axle as well as to the rod sides via SP14. Then the pump (SP12) is brie" y deactivated. The spaces above and below the pistons of the HPVS cylinders are now ! lled with oil. Due to the difference in rod and piston surface area, the lift axle will lower under the weight of the axle. While this occurs, oil " ows from the rod side to the piston side via SP14, SP15, T3/T4. Then the pump (SP12) is activated again to bring the axle up

to pressure.

Figure 4.34

MBL

BL MBR BR

T2T1






ALR-CILINDER


SP15SP14

drain drain

pilot pilot

PT

pilot pilot

T

P

HEFAS-UNIT v20/34

HS1

HZ1

NHZ1 NHZ2

HZ2

HS2

MH2

ACC

4-28



In phase 2, SP14 is deactivated and the pump (SP12) is activated. This results in the rod side of the HPVS cylinders for the lift axle being connected to the reservoir. Pressure build-up also occurs on the piston side via SP15. Valves T3 and T4 now func-tion as normal non-return valves. Initially the pres-sure under T1 and T2 will be lower than the pressure above, causing these valves to remain closed and the lift axle to remain hydraulically isolated. The load on the lift axle will continually increase, causing an increase in the pressure under T1 and T2. Eventually the pressure under T1 and T2 will exceed the pres-sure above them, causing them to open and result-ing in the re-establishment of the hydraulic connec-

tions to the lift axle.

Figure 4.35

MBL

BL MBR BR

T2T1






ALR-CILINDER


SP15SP14

drain drain

pilot pilot

PT

pilot pilot

T

P

HEFAS-UNIT v20/34

HS1

HZ1

NHZ1 NHZ2

HZ2

HS2

MH2

ACC

T1 T2

T4T3

4-29



In phase 3, SP15 is de-energised. T1 and T2 were already opened during phase 2, so the lift axle is already hydraulically connected. Now that SP15 is also de-energised, the pressure is removed from the connection between T3 and T4 causing T3 and T4 to close, and the separation between the HPVS cylin-ders is re-established. The system is now once again in the begin situation described under the heading �not operated�; see Figure 4.35.

Note:

The following applies to all versions of the lift axle: If the ignition switch is turned off while the axle is raised, a buzzer signal will sound. The system is constructed in such a way that the axle must ! rst be lowered before the ignition switch can be turned off. The reasons for this are that the axle can only remain in the raised position by keeping SP14 en-ergised, which could drain the battery, and lowering the axle automatically when the ignition switch is turned off could result in hazardous situations.Lift axle v20/3x can only be lowered when the en-

Figure 4.36

MBL

BL MBR BR

T2T1






ALR-CILINDER


SP15SP14

drain drain

pilot pilot

PT

pilotpilot

T

P

HEFAS-UNIT v20/34

HS1

HZ1

NHZ1 NHZ2

HZ2

HS2

MH2

ACC

4-30


4.6 Electronic operation

The electrical diagrams referred to in this description can be found in the appendices.

4.6.1 Angle sensor

The angle sensor (see Figure 4.37) is a non-contact sensor.For the HPVS there are two angle sensors ! tted on the chassis, at the left and right on the rear axle. Via a lever attached to the lowest torque rods, these an-gle sensors register the chassis height and send this information to the ECU.

Figure 4.37

Figure 4.38

1 2 3

90

4

4-31


4.6.2 Level sensor

The level sensor (see Figure 4.39) is a sensor that measures the horizontal position of the chassis in the transverse direction.For the HPVS there is a level sensor ! tted to the rearmost cross member of the chassis (the tow bar). This location was chosen because it places the sensor as close as possible to the tipper hinge (if present). The registered values are sent to the ECU.

Figure 4.39

Figure 4.38

1 2 3

4-32


4.6.3 ECU input

4.6.3.1 HPVS/EVS power supply (diagram 1, appendix 1)

The constant power supply is provided via wire 1000, fuse GE003 and wire R001. Wire R001 is divided among pins 22-1, 22-2 and 26-26 of the EVS unit. The power supply controlled by the ignition switch is provided via wire 1010, fuse GE002, wire 1011e, diode GD003, fuse GE001 and wire R002. Wire 1011 on pin 22-21 of the EVS unit is the sensor line for ig-nition on/off. Pin 26-4 is an power supply output that takes over the function of the ignition switch power when the lift axle is raised and the ignition switch is turned off. This output maintains power to the EVS unit for approximately 5 seconds after the ignition switch is turned off.

4.6.3.2 Angle sensors (diagram 4, appen-dix 1)

Angle sensors GD007 and GD008 monitor the chas-sis height on the left and right sides respectively. The ECU receives the signal from GD007 on pin 22-4 and from GD008 on pin 22-16. Both angle sensors re-ceive power via pin 26-2 and are connected to earth via pin 22-22.

4.6.3.3 Level sensor (diagram 4, appendix 1)

Level sensor GD004 monitors the horizontal position of the chassis when desired. The ECU receives the signal from GD004 on pin 22-9. The level sensor re-ceives power via pin 26-11 and is connected to earth via pin 26-14.

4.6.3.4 Weight indication (diagram 5, ap-pendix 1)

When switch GC006 is operated, display unit GD019 receives power on pin 7 via DAF fuse E163, wire 1258 and " oating fuse GE010. Pressure sensors GF006 and GF007 are wired in parallel and deter-mine the current level to the display unit based on the pressure on the suspension at the left and right sides of the vehicle.

4.6.3.5 Indicator lamps (diagram 6, ap-pendix 1)

If raise valve SP14 or lower valve SP15 is energised, power is supplied to pin 1 of lift axle indicator lamp GD010 via diode block GD003 and wire SP115. Power is supplied to fault lamp GD009 via pin 16-13 of the ECU and GG001. If there are no faults, there is voltage on pin 16-13. In this state, GG001 is en-

4-33


ergised, interrupting the connection between GE002 and GD009, causing the lamp to go out. When there are faults or no ECU is present or the engine is not running, there will be no voltage on pin 16-13, which will de-energise GG001 and cause the lamp to light.Indicator lamp GD011 and relay GG000 are only present on vehicles with manual lateral stabilisation. If lateral stabilisation valves SP6.1 and SP6.2 are energised (no hydraulic stabilisation), the coil of re-lay GG000 is energised, interrupting contacts 3 and 5 of the relay. The indicator lamp no longer receives power via wire SP61. If the oil level of the HPVS/EVS system is too low, oil level switch GF000 closes. This results in voltage on wire ES114 and wire ES114a, which causes indica-tor lamp GD012 to light and the EVS unit to receive power on pin 12-7.

4.6.3.6 Indicator lamps, diff-locks (dia-gram 9, appendix 1)

If one or more of the diff-locks is engaged, wire G2408 of the diode block and the associated control switch(es) are connected to earth, which causes the diff-lock indicator lamp in the DIP to light as well.

4.6.3.7 2nd gear protection (diagram 10, appendix 1)

Sender GF002 is mounted on the transmission or on the driveshaft of the transfer gearbox. This sender produces a square wave voltage, the frequency of which is proportional to the vehicle speed, which is sent via wire ES351 to speed switch GD001. This speed switch interrupts the earth connection on wire ES350 at a variable frequency, which causes the EVS unit to interrupt wire SP30 by means of a relay.

4.6.3.8 Lift axle (diagram 3, appendix 1)

If a lift axle is present, GE003 ensures that the ECU continues to receive power if the ignition switch is turned off while the axle is raised. This allows the ECU to activate a buzzer signal to warn the driver that the axle must ! rst be lowered before the igni-tion switch is turned off.From pin 16-1 of the ECU a signal is sent to raise valve SP14 and via GD003 to lift axle indicator lamp GD010. From pin 16-8 of the ECU a signal is sent to lower/block valve SP15 and via GD003 to lift axle indicator lamp GD010. When SP14 or SP15 is en-ergised, lift axle indicator lamp GD010 will be lit. If the ignition switch is turned off and the axle is in the raised position, the ECU will continue to receive volt-age on pin 36 via the continuous power supply wire

(wire no. 1000 rd), GE003.If the lift axle is in the raised position and the load exceeds the allowable weight, pressure switch GF001

4-34


activates and power is supplied to pin 22-20 of the EVS unit via wire ES006. Depending on the speed, the lift axle will be lowered automatically.

4.6.3.9 PTO protection (diagram 10, ap-pendix 1)

If the PTO is engaged, power is fed to pin 22-20 of the EVS unit via wire ES022. If the speed is 0 (can be changed via a parameter), all functions of the HPVS are �frozen� and valves may be deactivated so that during use of the PTO the HPVS system cannot operate. Once the PTO has been deactivated, de-pending on the parameter setting (speed/time), the functions are reactivated.There is also a possibility to ! t a proximity switch. If the bed is raised this will have the same effect as when the PTO is engaged: the HPVS system will be �frozen�.

4-35


4.6.4 E31 unit operation

4.6.4.1 Highest position (diagram 25093, appendix 1)

When switch GC002 on the control panel is oper-ated, the ECU receives a signal on pin 12-9. The ECU will energise coils SP8 (add oil to the right side) and SP10 (add oil to the left side) until the switch is released.

4.6.4.2 Lowest position (diagram 25093, appendix 1)

When switch GC002 on the control panel is operated, the ECU receives a signal on pin 12-3. The ECU will energise coils SP9 (drain oil from the right side) and SP11 (drain oil from the left side) until the switch is released.If a pump lowering system is ! tted, the ECU will also energise valves SP31, SP31.2 and SP12.

4.6.4.3 Continuous height control (manual operation) (diagram 25093, appendix 1)

When switch S3 on the control panel is operated, the ECU receives a signal on pin 12-6. If the angle sen-sors register that the chassis is not at the set driving height, the ECU will energise coils SP8 (add oil to the right side) or SP9 (drain oil from the right side) and SP10 (add oil to the left side) or SP11 (drain oil from the left side) until the angle sensors register that the set driving height has been reached.

4.6.4.4 Continuous height control (auto-matic) (diagram 25093, appendix 1)

The ECU receives the D3 speed signal from the tach-ograph on pin 26-22. If a vehicle speed higher than approx. 3 km/h is registered for at least 5 seconds and the angle sensors register that the chassis is not at the set driving height, the ECU will energise coils SP8 (add oil to the right side) or SP9 (drain oil from the right side) and SP10 (add oil to the left side) or SP11 (drain oil from the left side) until the angle sensors register that the set driving height has been reached.

4.6.4.5 Lateral levelling system

When switch GC001 on the control panel is operated, the ECU receives a signal on pin 16-9. If the vehicle speed is zero and the level sensor registers that the chassis is not level, the ECU will energise coils SP8 (add oil to the right side) or SP10 (add oil to the left side), and if the level position cannot yet be reached with completely extended cylinders, SP9 (drain oil from the right side) or SP11 (drain oil from the left

4-36


side) until the level sensor registers that the chassis is level or until the HPVS cylinders cannot be extend-ed or retracted further.

4.6.4.6 Raise/lower axle (lift axle unit v20/43 and v20/44)

When switch GC003 on the control panel is operated, the ECU receives a signal on pin 16-10. If the ECU registers that raise valve SP14 is not energised (the axle is not lifted), the ECU will energise coil SP14 so the axle is raised. If the ECU registers that raise valve SP14 is energised (the axle is lifted), the ECU will energise coil SP15 (raise/block valve) and then de-energise coil SP14 so the axle is lowered in a con-trolled manner. Approximately 30 seconds later, the ECU will de-energise SP15.

4.6.4.7 Raise/lower axle (lift axle unit v20/3x)

When switch GC003 on the control panel is operated, the ECU receives a signal on pin 16-10. If the ECU registers that raise valve SP14 is not energised (the axle is not lifted), the ECU will energise coil SP14 so the axle is raised. If the ECU registers that raise valve SP14 is energised (the axle is lifted), the ECU will energise coils SP12, SP14 and SP15 in the proper sequence to lower the axle.

4.6.4.8 Container lifting system

When switch GC004 on the control panel is operated, the ECU receives a signal on pin 12-2. If the angle sensors register that the chassis is not in the set position for pulling-up or demounting of a container, the ECU will energise coils SP9 (drain oil on the right side) and SP11 (drain oil on the left side) until the angle sensors register that the correct position has been reached.If a pump lowering system is ! tted, the ECU will also energise valves SP31.1 and SP31.2.

4.6.4.9 Lateral stabilisation (manual op-eration)

When switch GC005 on the control panel is oper-ated, the ECU receives a signal on pin 12-1. If the ECU registers that the stabilisation valves SP6.1 and SP6.2 are energised (in other words, the stabilisation is switched off), the ECU will de-energise coils SP6.1 and SP6.2 to activate the lateral stabilisation.

4-37


4.6.4.10 Lateral stabilisation (automatic)

The ECU receives the D3 speed signal from the tachograph on pin 26-22. If a vehicle speed below 3 km/h is registered, the ECU will de-energise valves SP6.1 and SP6.2 so the lateral stabilisation is acti-vated.

4.6.4.11 Hydraulic roll stabiliser (�super-stab�)

The ECU receives the D3 speed signal from the tach-ograph on pin 26-22 and a signal from angle sensor PM1, which allows it to compute the cornering speed. If this cornering speed exceeds a certain value, the ECU will de-energise coils SP6.1 and SP6.2 to acti-vate the lateral stabilisation.

4-38


5-1

HPVS/EVS system book v20 e31EVS system description

5. EVS system description

5.1 General

The pump " ow unit, as described in Chapter 3, sup-plies oil to the HPVS/EVS) valve block (see Figure 5.2) which contains all the valves for the HPVS, the EVS and axle tilting.

5.1.1 HPVS/EVS valve block

Figure 5.2 shows the HPVS/EVS valve block. This valve block can be roughly divided into an upper and lower half. The upper half (containing the proportion-al steering valve, the release valves, the accumulator valve, the pump blocking valve and the emergency steering safety valve) form the EVS section. This up-per section can also be subdivided into the steering section (left of non-return valve 7) and the emergen-cy steering section (right of non-return valve 7).

Figure 5.1

SP9DRAINING RIGHT

SP11DRAINING LEFT

SP7

ACCUMULATORVALVE

SP6.1

SUPERSTABVALVELEFT

SP6.2

SUPERSTABVALVE RIGHT

SP30

PUMPLOCK VALVE

SP5.1

RELEASEVALVE7

NON-RETURN VALVE

5

1.0 mm

6 2.0 mm

9

EMERGENCY STEERING VALVE

SP5.2

RELEASEVALVE

SP8

FILLING RIGHT

2 1.5 mm

SP10

FILLING LEFT

1 1.5 mm

X1L X2R X1RX2L

MP

D1

PP

MPE

TT

PP

MBL BL MBR BR T2T1

TT

ACCM1Y D3

PT

B A

8 NON-RETURN VALVE

(emergency steering system)

(steeringsystem)

M1DY

D4PROP. STEERING VALVE

SP1 SP2

Figure 5.2

5-2


5.1.2 Axle tilting valve block

The axle tilting valve block is shown in Figure 5.3. This valve block prevents the axle from tilting. SP26 and SP27 are 4/2 valves.

Figure 5.3

Y

X1

X2

EVS-CYLINDER V20 LEFT

Y

X1

X2

EVS-CYLINDER V20 RIGHT

X1L X2R

SP26

X1RX2L

SP27

XA XB

5-3


5.2 2/2 steering valve

This is a 2/2 steering valve, electrically operated and with a spring return, twelve of which are ! tted in the HPVS/EVS valve block and which can be classi! ed into three types (see Figure 5.5).For EPS only types A and B are used.

A:When the coil is not energised, the circuit is opened so oil can " ow in both directions.When the coil is energised, the circuit is routed through the non-return valve so the oil can only " ow in one direction. (SP5.1/SP5.2)

B:When the coil is energised, the circuit is opened so oil can " ow in both directions.When the coil is not energised, the circuit is routed through the non-return valve so the oil can only " ow in one direction. (SP6.1/SP6.2/SP7/SP9/SP11/SP30)

C:This is the same valve as type B. However, this valve has an integrated non-return valve. This non-return valve is placed so the oil can only " ow through the steering valve in one direction.When the coil is not energised, both " ow directions are blocked.When the coil is energised, the oil can only " ow in one direction. (SP8/SP10)

The type A steering valves are ! tted with both 13-Volt and 26-Volt coils (in series).The type B steering valves are ! tted with either 13-Volt (SP6.1 and SP6.2) or 26-Volt (all others) coils.Most of the type C steering valves are ! tted with 26-Volt coils. SP31.1 and SP31.2 are exceptions: these are ! tted with 13-Volt coils.

Figure 5.4

Figure 5.5

A

B

C

5-4


5.3 Proportional steering valve

This is a 4/3 proportional steering valve, double electrically operated and with a spring return to the centre position (see Figure 5.6).When coils SP1 and SP2 are not energised, the steering valve is in the centre position. Ports A, B, T and P are then closed.When coil SP1 is energised, port P (pressure line connection) is connected to port A and port T (return line connection) is connected to port B.When coil SP2 is energised, port P (pressure line connection) is connected to port B and port T (return line connection) is connected to port A.

5.3.1 Emergency steering safety valve

The emergency steering safety valve is located in the HPVS/EVS valve block (see Figure 5.8). This valve is pre-set to 310 + 60 bar. When the pressure in the emergency steering system > 310 bar, this valve opens and the pressure line (PP) is connected to the return line (TT). This is to protect the emer-gency steering accumulator and the EVS cylinders.

Figure 5.6

Figure 5.7

SP2SP1

T P

B A

Figure 5.8

Figure 5.9

5-5


5.4 Non-return valve

The non-return valve consists of a ball in a line with a seat at one end and sometimes a spring at the other (see Figure 5.10 and Figure 5.11).When the oil " ow comes from the seat side, the ball is pressed off of the seat, against the spring pres-sure, and the oil can " ow through.If the oil " ow comes from the other side, the ball will be pressed against the seat and the line will be blocked. Now no more oil can " ow in this direction.

Two non-return valves are ! tted in the EVS system:

� Non-return valve 7 (see diagrams in Appen-dix 2) in the pressure line of the emergency steering system: this prevents the emergency steering accu-mulator from draining when there is no pressure in the pressure line (SP12 closed). � Non-return valve 8 (see diagrams in Appendix 2) in the pressure line of the steering system (! tted under the proportional steering valve): this prevents the oil from being forced out of the EVS cylinder when external force is applied to the cylinder.

5.4.1 Restrictor

A restrictor (see Figure 5.13) is a constriction in a circuit. When " uid passes through the restrictor, the pressure before the restictor will be higher than the pressure after it. We refer to this as a pressure drop. At a lower " ow rate the pressure drop will be less than at a higher " ow rate.

Figure 5.10

Figure 5.11

Figure 5.12

Figure 5.13

Figure 5.14

5-6


5.5 Pressure sensor for emergency steering pressure (DY)

The pressure sensor is a sensor that measures the oil pressure in the emergency steering system (see Figure 5.15). This sensor can measure pressures from 0 to 750 bar. When this oil pressure becomes too high (higher than 240 bar) or too low, a fault will be stored in the computer.

Figure 5.15

Figure 5.16

5-7


5.6 Measurement/blow-off/bleed point for emergency steering system (M1)

This measurement point is a �Minimess� connection, also refered to as a test nipple (see Figure 5.17). This point can be used to measure the pressure in the emergency steering system. This connection can also be used to bleed the system or to release the pressure from the emergency steering system so repairs can be made safely.

Figure 5.17

Figure 5.18

5-8


5.7 EVS cylinder

The EVS cylinder (see Figure 5.19) consists of two sections: the steering section and the emergency steering/centring section. The two sections have separate oil circuits.

5.7.1 EVS cylinder � steering section

The steering section consists of the piston that is operated via line connections X1 and X2. Via the steering valve, the connections between X1 and X2 and the pressure and return lines are exchanged to achieve the desired steering direction. This causes the EVS cylinder to extend or retract.

5.7.2 EVS cylinder � emergency steering section

The emergency steering/centring section is connect-ed to the emergency steering circuit via line connec-tion Y on the emergency steering circuit.The function of the emergency steering/centring sec-tion is the (return and) blocking of the EVS cylinder in the centre position. The emergency steering section consists of two chambers, with a rod surface on one side and a " oating piston on the other.

Figure 5.19

Figure 5.20

X2 X1

Y

5-9


5.7.2 EVS cylinder � centre position

Connections X1 and X2 of both cylinders are con-nected to the reservoir (see Figure 5.21). Connec-tions Y1 and Y2 of both cylinders are kept under pressure by the emergency steering accumulator. This pressure is applied to the piston rod via connec-tion Y1 and to the " oating piston (shown in yellow) via Y2. Because the surface area of the " oating piston is approx. two times as large as the surface of the piston rod, the " oating piston will force the main piston to the left until the " oating piston reaches the stop. At the same time, the main piston is forced to the right, with half the pressure, by Y1. The EVS cylinder is now ! xed in position. This situation oc-curs when driving straight ahead at the transition speed or when the EVS switch on the control panel is off. Once the transition speed is exceeded, thus at speeds above 45 km/h, the system will close con-nections X1 and X2 so the oil cannot escape from the steering compartments. The cylinders are now doubly hydraulically blocked.

5.7.4 EVS cylinder � vehicle steered left

When the vehicle is steered left, oil is fed to connec-tions X1 (right cylinder) and X2 (left cylinder) (see Figure 5.22). These connections are linked together. The oil enters the right EVS cylinder via connection X1 and will cause the piston to move outward. This causes the oil at connection X2 to be pushed toward the reservoir. If the vehicle is steered to the left from the centre position, the main piston will carry the " oating piston to the right. The oil will be pressed out of emergency steering compartment Y2 and will partially ! ll emergency steering compartment Y1. The remaining oil volume returns to the emergency steering accumulator. At the left EVS cylinder, the oil enters connection X2 and will push the piston inward. This causes the oil at connection X2 to be pushed toward the reservoir.The oil is pressed out of emergency steering com-partment Y1. Because the volume of emergency steering compartment Y2 does not change (the " oat-ing piston remains stationary), this entire volume will return to the emergency steering accumulator. The difference in surface area of the main piston on the X1 and X2 sides is compensated by the difference in the surface area of the main piston on the Y1 and Y2 sides (ring surface area of " oating piston).

Figure 5.21

LEFT

RIGHT

Figure 5.22

RIGHT

LEFT

5-10


5.7.5 EVS cylinder � vehicle steered right

When the vehicle is steered right, oil is fed to con-nections X1 (left cylinder) and X2 (right cylinder) (see Figure 5.23). These connections are linked together. The oil enters the left EVS cylinder via connection X1 and will cause the piston to move outward. This causes the oil at connection X2 to be pushed toward the reservoir. If the vehicle is steered to the right from the centre position, the main piston will carry the " oating piston to the right. The oil will be pressed out of emergency steering compartment Y2 and will partially ! ll emergency steering compart-ment Y1. The remaining oil volume returns to the emergency steering accumulator. At the right EVS cylinder, the oil enters connection X2 and will push the piston inward. This causes the oil at connection X2 to be pushed toward the reservoir.The oil is pressed out of emergency steering com-partment Y1. Because the volume of emergency steering compartment Y2 does not change (the " oat-ing piston remains stationary), this entire volume will return to the emergency steering accumulator. The difference in surface area of the main piston on the X1 and X2 sides is compensated by the difference in the surface area of the main piston on the Y1 and Y2 sides (ring surface area of " oating piston).

Figure 5.23

LEFT

RIGHT

5-11


5.8 Emergency steering accumulator

The emergency steering accumulator is a pres-sure vessel that consists of two sections (see Figure 5.24). The two sections are separated from each other by a membrane. The upper section of the ac-cumulator is ! lled with oil. The lower section of the accumulator is ! lled with pressurised nitrogen gas.

When the oil pressure in the emergency steering circuit is higher than the nitrogen gas pressure in the accumulator (because oil is forced out of the EVS cylinders during compression), oil " ows to the accu-mulator and is stored there.When this occurs, the membrane compresses the nitrogen gas, increasing the gas pressure.

When the oil pressure in the emergency steering circuit is decreased (because the EVS cylinder re-turns to the centre position), the nitrogen gas press-ing against the membrane forces the oil out of the accumulator and back into the emergency steering circuit.In this manner pressure is maintained in the emer-gency steering circuit.

Figure 5.24

Figure 5.25

5-12


5.9 Hydraulic system operation

5.9.1 Emergency steering system

For oil to enter the EVS section, coil SP30 of the pump blocking valve must be energised. The oil then " ows via the non-return valve (7) and the restric-tor (5) to the emergency steering accumulator. Due to the non-return valve, the oil cannot " ow from the emergency steering accumulator back to the pump. The pressure in the emergency steering system is protected by the emergency steering safety valve.For the operation of the emergency steering system, it is not necessary that coil SP30 of the pump block-ing valve be energised. Coil SP7 (accumulator valve) is not energised, so the oil can " ow from the accu-mulator to the cylinders, but not vice versa.The pressure from the emergency steering accumu-lator is applied to the connection (Y) of each EVS cylinder. This pressure is now applied to the " oating piston in each EVS cylinder. These " oating pistons hold the main pistons in the centre position. How-ever, due to the non-return valve for the accumula-tor valve, the oil cannot escape from the emergency steering system and the cylinders remain ! xed in the centre position. For safety reasons, coil SP7 of the accumulator valve is connected so it is closed in the non-energised state. At vehicle speeds above 45 km/h, release valves SP5.1 and SP5.2 will be connected so the connection between the X connections and the reservoir are closed and the rear axle is doubly hydraulically blocked.

SP7

ACCUMULATORVALVE

SP30

PUMPLOCK VALVE

SP5.1

RELEASEVALVE

7 5

6

9


SP5.2

RELEASEVALVE

X1L X2R X1RX2L

PP

TT TT

ACCM1Y

PT

B A

8

Y

X1

X2


Y

X1

X2


M1DY

ACC

EMERGENCY STEERING ACCUMULATOR

PROP. STEERING VALVE (NG6)

SP1 SP2

MPE

Figure 5.26

5-13


5.9.2 EVS � steering

During steering, coil SP30 of the pump blocking valve must be energised so the oil can " ow to the EVS sec-tion. In addition, coil SP7 of the accumulator valve must be energised so the oil can " ow freely from and to the emergency steering system. Finally, coils SP5.1 and SP5.2 of the left and right release valves must be energised to close the connection between the proportional control valve and the reservoir so pressure can be built up to the X connections. Coils SP5.1 and SP5.2 of the left and right release valves are connected in series and are therefore opened and closed simultaneously.Beginning with the X series, in the standard con! gu-ration, valves SP5.1 and SP5.2 are not connected in series.

Figure 5.27

SP7

ACCUMULATORVALVE

SP30

PUMPLOCKVALVE

SP5.1

VRIJZETKLEP7 5

6

9

EMERGENCYSTEERING VALVE

SP5.2

VRIJZETKLEP

X1L X2R X1RX2L

PP

TT TT

ACCM1Y

PT

B A

8

Y

X1

X2


Y

X1

X2


M1DY

ACC

EMERGENCYSTEERING ACCUMULATOR

PROP. STEERINGVALVE (NG6)

SP1 SP2

MPE

5-14


5.9.3 EVS � vehicle steered left

In order to steer the vehicle to the left, the left-side EVS cylinder must be retracted and the right-side EVS cylinder must be extended. That means that oil must be supplied to connection X2 of the left EVS cylinder and connection X1 of the right EVS cylinder. The connections of the two cylinders are cross-con-nected: X1L to X2R and X1R to X2L. In order to steer the vehicle to the left, coil SP1 of the proportional steering valve will be energised so it can supply oil to the connections of the EVS cylinders as required.

Figure 5.28

SP7

ACCUMULATORVALVE

SP30

PUMPLOCK VALVE

SP5.1

RELEASEVALVE

7 5

6

9

NOODSTUURVEILIGHEIDSKLEP

SP5.2

RELEASEVALVE

X1L X2R X1RX2L

PP

TT TT

ACCM1Y

PT

B A

8

Y

X1

X2


Y

X1

X2


M1DY

ACC

EMERGENCYSTEERINGACCUMULATOR

PROP. STEERINGVALVE(NG6)

SP1 SP2

MPE

5-15


5.9.4 EVS � vehicle steered right

In order to steer the vehicle to the right, the right-side EVS cylinder must be retracted and the left-side EVS cylinder must be extended. That means that oil must be supplied to connection X2 of the right EVS cylinder and connection X1 of the left EVS cylinder. The connections of the two cylinders are cross-con-nected: X1L to X2R and X1R to X2L. In order to steer the vehicle to the right, coil SP2 of the proportional steering valve will be energised so it can supply oil to the connections of the EVS cylinders as required.

One of the functions of the left and right release valves is the protection of the centre position. When the controller fails, the left and right release valves open. The oil that is supposed to " ow to the EVS cyl-inders via the proportional steering valve now goes directly to the reservoir via the open release valves. Therefore no steering movement occurs.

Figure 5.29

SP7

ACCUMULATORVALVE

SP30

PUMP LOCKVALVE

SP5.1

VRIJZETKLEP

7 5

6

9

EMERGENCYSTEERING SYSTEM

SP5.2

VRIJZETKLEP

X1LX2R

X1RX2L

PP

TT TT

ACCM1Y

PT

B A

8

Y

X1

X2


Y

X1

X2


M1DY

ACC

EMERGENCYSTEERING ACCUMULATOR

PROP. STEERING VALVE (NG6)

SP1 SP2

MPE

5-16


5.9.5 EVS � coils

In the EVS section, just as in the HPVS section, the oil is hardly circulated during steering. As a result, the oil is only ! ltered to a very limited degree. In or-der to ! lter this oil it is possible to run the EVS sys-tem through a �" ush procedure� via the DCS1. During this procedure the oil in the EVS section is circulated by the pump so the oil is ! ltered. Then the rear axle is steered to the left and right several times in order to " ush the oil in the EVA cylinders.In order to allow " ushing, release valves SP5.1 and SP5.2 remain non-energised. Pump blocking valve SP30 and (alternately) coil SP1 and SP2 are ener-gised. All the valves are open during this procedure so the oil can be circulated without steering the rear axle to the left or right.

Figure 5.30

SP7

ACCUMULATORVALVE

SP30

PUMPLOCK VALVE

SP5.1

RELEASEVALVE

7 5

6

9


SP5.2

RELEASEVALVE

X1L X2R X1RX2L

PP

TT TT

ACCM1Y

PT

B A

8

Y

X1

X2


Y

X1

X2


M1DY

ACC

EMERGENCY STEERINGACCUMULATOR

PROP.STEERINGVALVE (NG6)

SP1 SP2

MPE

5-17


5.10 Electronic operation

5.10.1 Angle sensor

The angle sensor is a contact-free sensor.For the EVS, an angle sensor is ! tted to the sector shaft on the steering house (see Figure 5.31). This angle sensor registers the rotation of the sector shaft and supplies this information to the ECU.An angle sensor is also ! tted to the V-rod of the rearmost axle. This angle sensor registers the rota-tion of the rearmost axle and supplies this value to the ECU.

5.10.2 ECU power supply E31 v20

The constant power supply is provided via wire 1000, fuse GE003 and wire R001. Wire R001 is divided among pins 22-1, 22-2 and 26-26 of the EVS unit. The power supply controlled by the ignition switch is provided via wire 1010, fuse GE002, wire 1011e, diode GD002, fuse GE001 and wire R002. Wire 1011 on pin 22-21 of the EVS unit is the sensor line for ignition on/off. Pin 26-4 is a power supply output for take-over of ignition switch power when the lift axle is raised and the ignition switch is turned off. This output maintains power to the EVS unit for approxi-mately 5 seconds after the ignition switch is turned off.

In addition to the vehicle speed and earth connec-tion, the ECU receives the speed signal from the tachograph and a signal from the tachometer to reg-ister whether or not the engine is running.

5.10.3 Operation

For the measurement of the wheel de" ection on the front axle, angle sensor GD005 is ! tted to the sector shaft on the steering house. For the measurement of the steering angle of the rear axle, angle sensor GD006 is ! tted to the V-rod on the tandem. These angle sensors are supplied with approx. 5 V from the ECU and respond to angular rotation.A changing signal from angle sensor GD005 (front axle) tells the ECU that the vehicle is being steered. Depending on the vehicle speed, during a left turn the ECU energises electromagnetic valve SP1 and during a right turn the ECU energises electromagnet-ic valve SP2. Electromagnetic valves SP5.1, SP5.2, SP7 and SP30 are also energised.

Figure 5.31

Figure 5.32

1 2 3

90

4

5-18


The electromagnetic valves are controlled with the vehicle system voltage. The control of electromagnetic valves SP1 and SP2 is done proportionally. The valves are actuated as required. This is determined by the software and is dependent on factors such as the wheel de" ection angle and the vehicle speed.In response to the control of electromagnetic valve SP1 or SP2, the ECU receives a different signal from angle sensor GD006 (angle sensor on the rear axle).As soon as angle sensor GD006 has reached the de-sired angle, the ECU switches electromagnetic valve SP1 or SP2 off.The ECU checks whether the signals from angle sen-sors GD005 and GD006 agree.Up to a speed of approx. 25 km/h, the rear axle can reach full wheel de" ection.At a speed of approx. 25 - 45 km/h, the wheel de-" ection of the rear axle is limited.At speeds above approx. 50 km/h, the steering sys-tem for the rear axle is deactivated and the rear axle remains in the centre position during steering.As the vehicle speed increases or decreases, the steering system is gradually deactivated or activated.Via electromagnetic valve SP1 or SP2, the ECU steers the rear axle back to the centre position.Once the ECU receives a signal from angle sensor GD006 (angle sensor for the rear axle) indicating that the rear axle is in the centre position, the ECU ! rst de-energises electromagnetic valve SP30, then electromagnetic valve SP1 or SP2, then electromag-netic valves SP5.1 and SP5.2, and several seconds later electromagnetic valve SP7. Then electromag-netic valves SP5.1 and SP5.2 are re-energised to block the rear axle in the centre position.

5.10.4 Pressure sensors

To monitor the pressure in the system, a pressure sensor is ! tted in the proportional pump " ow unit. When the pressure is above or below the set pres-sure, a fault will be stored in the ECU.There is also a pressure sensor in the emergency steering system. This monitors the pressure in the emergency steering system. When the pressure in the emergency steering system is too high or too low, a fault will be stored in the ECU.

5-19


5.10.5 Summary of possible circuit states

This section provides an overview of the various EVS circuit states that can occur during driving. This overview is not complete, however, because an extremely large number of combinations can occur, especially when faults or combinations of faults are present: virtually every fault is responded to in a dif-ferent way#Furthermore, steering to a certain position is not truly a static event, because the steering wheel is continuously adjusted. If you want to test the follow-ing situations it is recommended that you switch off the engine and begin in the centre position, perhaps with a DELSI installed to simulate certain vehicle speeds (DELSI is a tool that simulates the signal from the speed sensor on the transmission or trans-fer gearbox for test purposes).

5.10.5.1 Situation 1

Steering to the left from the centre position, speed below transition speed, no faults

Energised valves:

SP12 Proportional pump " ow valve- so the pump can supply oil to the HPVS/EVS valve block

SP30 Pump blocking valve- so the pump can supply oil to the EVS section

SP7 Accumulator valve- so the oil can " ow freely to the emergency steering accumulator

SP5.1/5.2 Release valves- so pressure can be built up to the EVS cylinders

SP1 Proportional steering valve- so this valve is moved to the parallel position causing the left cylinder to retract and the right cylinder to extend

5-20



Steering to the right from the centre position, speed below transition speed, no faults

Energised valves:

SP12 Proportional pump " ow valve- so the pump can supply oil to the HPVS/EVS valve block

SP30 Pump blocking valve- so the pump can supply oil to the EVS section

SP7 Accumulator valve- so the oil can " ow freely to the emergency steering system

SP5.1/5.2 Release valves- so pressure can be built up to the EVS cylinders

SP2 Proportional steering valve- so this valve is moved to the cross position causing the right cylinder to retract and the left cylinder to extend


Front axle in the centre position (approx. straight ahead, small corrections permitted), speed lower than transition speed but higher than 15 km/h, no alarms

While driving approximately straight ahead, steer-ing of the rear axle is undesirable: it must be in the 100% straight ahead position. This is achieved by deactivating the main steering system and centring the rear axle with the emergency steering system. During this process, oil must be prevented from " ow-ing to the accumulator as a result of external forces.The same applies when the EVS switch is off. After all, you do not want the rear axle to steer.

Energised valves: none

The main steering system is deactivated by de-en-ergising release valves SP5.1 and SP5.2. After all, when these are de-energised, no pressure can be built up to the EVS cylinders, regardless of which other valve may be energised.

SP7 is de-energised to prevent oil from the emergen-cy steering system from " owing to the accumulator. Now it is only possible for oil from the accumulator

5-21


to " ow to emergency steering connections Y1 and Y2 and not vice versa.Because the oil in the accumulator is held under pressure, the axle will remain in the centre position.

SP12 does not have to be energised because it is not necessary to build up pressure. However, the HPVS can still energise SP12, if, for example, the height control is activated.

Note: When the vehicle is driven at less than 15 km/h in this situation, the main steering system and SP7 are non de-activated by de-energising the release valves, except when the vehicle is driven straight ahead for a minimum time (2.5 s).


Front axle in any position, speed higher than transition speed, no faults

When the vehicle is driven at a speed above the transition speed, the rear axle may not steer; this ensures good vehicle stability.

In fact, this amounts to the same as the situation described above, however the speed is higher, so de-viations from the straight ahead position of the rear axle are even more dangerous. For this reason, the rear axle is now doubly hydraulically blocked. This is done by activating the main steering system while not energising the proportional steering valve. As a result, this remains in the centre position, in which the ports are blocked. A speed switch serves as a safeguard to ensure that SP30 cannot be energised. This speed switch is also the second speed protection measure. Beginning with the X series, the V-gearbox or intermediate gearbox is ! tted with an extra ta-chometer, which sends a signal in the same manner for the purpose of deactivating the EVS.


Transition from desired rear axle angle other than centre position to desired rear axle angle = centre position, speed lower than transition speed, no faults

Essentially this is a transition from situation 1 or 2 to situation 3, in which the reason for steering back to the centre is either that the front axle has moved back to the approximate centre position or the vehi-cle speed has become so high that, despite steering of the front axle, the rear axle angle should be the centre position.

5-22


What happens is that SP1 or SP2 is energised to return the axle to the centre position. Once both cyl-inders have reached the centre position, the system waits approx. 3 seconds, then SP7 is de-energised, followed by SP5.1 and SP5.2 0.2 seconds later; situ-ation 3 has now been reached.

Energised valves:SP5.1/5.2 Release valves- First, so pressure can be built up to the EVS cylinders

SP30 Pump blocking valve for EVS- Pump can now supply oil to the EVS section

SP7 Accumulator valve- at the same time as SP5.1 and SP5.2 so the oil can " ow freely to the accumulator.

SP1 or SP2 Proportional steering valve- at the same time as SP5.1, SP5.2 and SP7 so the rear axle steers to the right or left

Once the centre position of both EVS cylinders has been reached, the valves are de-energised as de-scribed above.


Front axle in any position, transition from a speed lower than the transition speed to a speed higher than the transition speed, no faults

In fact, this is nothing more than a transition from situation 3 to situation 4, because at a speed under the transition speed, the rear axle will already be steered electronically to the centre position. That is because the maximum rear axle steering angle at this speed is, at a maximum, 0% of the maximum rear axle steering angle, thus the straight ahead position of the rear axle is desired. If this is not the case, situation 5 takes place ! rst.If situation 3 is reached and the transition speed has been passed (both conditions must be met), a wait-ing time of approx. 3 seconds begins, after which SP5.1 and SP5.2 are energised.

Energised valves:Initially none (see situation 3), so the rear axle is straight ahead and blocked by the emergency steer-ing system.Once the transition speed has been exceeded and a waiting time of 3 sec. has elapsed: SP5.1 and SP5.2

5-23


so the rear axle is doubly hydraulically blocked (see situation 4).


Front axle in any position, transition from a speed higher than the transition speed to a speed lower than the transition speed, no faults

No response from the system, situation 4 is main-tained until the front axle has been steered to a point at which the desired rear axle position is not the centre position; then situation 1 or 2 goes into effect. If necessary, SP12 can be energised again to adjust the HPVS.

The fact that SP5.1 and SP5.2 are not de-energised again is done to prevent unnecessary wear; this con-siderably decreases the number of switching cycles for these valves.

Note:The vehicle speeds at which the rear axle transitions from steering to not steering and vice versa are not identical. There is a difference of approx. 3 km/h be-tween these speeds to prevent rapid switching when driving at speeds around the switch point.


Change in position of EVS on/off switch

When the switch is off, the rear axle �steers� as if the front axle is exactly in the straight ahead posi-tion, in which case the rear axle should also be in the straight ahead position. As the speed changes, situation 3 or 4 will occur or, immediately following deactivation of the rear axle steering, situation 5.The switch can be operated at any time. An off-to-on transition, however, will only be accepted once the angle of the front axle has passed through the centre position since activation; this prevents unsafe situa-tions (sudden �oversteering�). An on-to-off transition will always be accepted, because sudden �unders-teering� is not dangerous.

5-24


5.10.6 Control panel

In the cab of the X series, the switches for control of the HPVS/EVS system are integrated into the dash-board (see Figure 5.33). This makes it possible, for instance, for the driver to manually deactivate the EVS system or level the vehicle.This control panel also includes a warning lamp for reading out the faults from the ECU. When a fault occurs in the system, the warning lamp will light.

5.10.7 Electronic straight ahead position protection unit (limit sender, speed switch)

As an extra safety measure, an electronic straight ahead position protection unit (also called a limit sender or speed switch) is ! tted. The protection unit receives the D3 speed signal from the tachograph. In the E31 box, the speed switch (see Figure 5.34) is mounted outside the box. At a speed of approx. 57 km/h the protection unit interrupts the connection to electromagnet SP30 by means of a relay. Above this speed it is no longer possible for the pump to build up pressure in the EVS section of the valve block, not even when SP12 is energised for the height control of the HPVS. Beginning with the X-series, the second speed signal has been ! tted as standard equipment.

Figure 5.33

Figure 5.34

6-1

HPVS/EVS system book v20 e31HPVS/EVS diagnosis box

6 HPVS/EVS diagnosis box (DCS)

6.1 General

6.1.1 DCS operation

The DCS (see Figure 6.1), special tool (GINAF no. OG0000087067--PA) (old model OG0000008631) makes it possible to:� read faults� read �real time� parameters� read correction factors� adjust angle sensors� read system data� " ush the HPVS/EVS system� test valve connections

The values displayed on the DCS are in hexadecimal numbers instead of decimal numbers.

For control unit E31, an adapter (programmer, see Figure 2.2) is required for connection to the DCS. The switch at the side is an on/off switch. In order to perform programming, the switch must be in the on position. If this is in the off position, you can pro-gram but it will not be accepted.

6.1.2 Hexadecimal numbers

The hexadecimal, or base-16 number system, con-sists of a maximum of 2 positions; letters are used in addition to numbers. The hexadecimal system runs from 00 to FF.The numbers 0 to 9 are the same in both the hexa-decimal and decimal system.Differences occur from number 10 onwards. After number 9, the hexadecimal system continues with the letters A to F. In the hexadecimal system, the number 10 comes after the letter F (expressed as one - zero). In the hexadecimal system, the value of number 10 therefore differs from its value in the decimal system.

Figure 6.1

Figure 6.2

6-2


6.1.2 Overview of the decimal system

Table 6.1

00 10 20 30 40 50 60 70 80 90 A0 B0 C0 D0 E0 F0

01 11 21 31 41 51 61 71 81 91 A1 B1 C1 D1 E1 F1

02 12 22 32 42 52 62 72 82 92 A2 B2 C2 D2 E2 F2

03 13 23 33 43 53 63 73 83 93 A3 B3 C3 D3 E3 F3

04 14 24 34 44 54 64 74 84 94 A4 B4 C4 D4 E4 F4

05 15 25 35 45 55 65 75 85 95 A5 B5 C5 D5 E5 F5

06 16 26 36 46 56 66 76 86 96 A6 B6 C6 D6 E6 F6

07 17 27 37 47 57 67 77 87 97 A7 B7 C7 D7 E7 F7

08 18 28 38 48 58 68 78 88 98 A8 B8 C8 D8 E8 F8

09 19 29 39 49 59 69 79 89 99 A9 B9 C9 D9 E9 F9

0A 1A 2A 3A 4A 5A 6A 7A 8A 9A AA BA CA DA EA FA

0B 1B 2B 3B 4B 5B 6B 7B 8B 9B AB BB CB DB EB FB

0C 1C 2C 3C 4C 5C 6C 7C 8C 9C AC BC CC DC EC FC

0D 1D 2D 3D 4D 5D 6D 7D 8D 9D AD BD CD DD ED FD

0E 1E 2E 3E 4E 5E

6E 7E 8E 9E AE BE CE DE EE FE

0F 1F 2F 3F 4F 5F 6F 7F 8F 9F AF BF CF DF EF FF

6-3


6.2 Connection, login and disconnec-tion

6.2.1 DCS1 connection

Turn off the vehicle ignition switch.1. Tip the armrest of the passenger seat for ward.2. Attach the connector of the DCS to the ECU.3. Turn on the vehicle ignition switch. The login screen appears on the display.4. If the login screen does not appear, there is a problem with the cable or the ECU is defec tive.

Figure 6.3

Figure

6-4


6.2.2 Login

1. Enter the login code (four characters): screen 1 appears.NoteIf the DCS is connected but is not logged in, the HPVS/EVS system does not function.

2. Press A: screen 2 appears.

3. Enter the desired choice. Attention: If you enter 2 (settings program � EVS correction factors) or 3 (settings program � HPVS correction factors), the entire con! guration must be performed. It is not possible to interrupt the program.

6.2.3 Disconnection

1. Press E.2. Turn off the vehicle ignition switch.3. Disconnect the DCS from the ECU.4. Reattach the fuse panel.

Figure 6.4

L O G I N - C O D E :

Loginscreen

Figure 6.5Screen 1

G I N A F E V S / H P V S - e 3 V 2 0

E V S / H P V S P R O G . : 0 - 4

< G E E N E V S : G E E N ' 2 ' >

= > A

Figure 6.6Screen 2

P M P / E V S : 0 H P V S : 1

E V S - C O R : 2 H P V S - C O R : 3

S P O E L E N : 4 F O U T U I T L : 7

G E G E V E N S : 8 E C U : C = > A

6-5


6.2.4 Screen 1 E31

In the screen shown here, a selection can be made from the following options:

Note:Every screen shown in this book is labelled to in-dicate which screen it is. This also indicates which buttons are used to access the screen. Screen 2-0-1 means: screen 2, button 0, button 1.

Selection:Enter the desired number an the requested screen appears.

Figure 6.7Screen 1

E V S / H P V S - e 3 1 V 2 0 - T R I

E V S / H P V S P R O G . : 0 - 4

( G E E N E V S : G E E N ' 2 ' )

= > A

Table 6.2

Choice Description

0 blanco screen, HPVS/EVS is working normally

1 'real-time' screen HPVS specifications, HPVS/EVS is working normally

2 'real-time' screen EVS specifications, HPVS/EVS isworking normally

3 Actual alarms, HPVS/EVS is working normally

4 Actual alarms, HPVS/EVS is working normally

A Go to screen 2

E exit,

6-6


6.2.5 Screen 1-1: �real-time� display of HPVS data

Screen 1-1 shows the �real-time� display of a number of HPVS data items. The HPVS/EVS continues to op-erate while this screen is displayed. 1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A X X X X X X X X X X X X X X X

B X X X X X X X X X X X X

C X X X X X X X X X X X

X X X

X X

Postion Value Description

A1, 2 00 Only level regulation by speed

02 Lateral stabilizer on

08 Automatic level regulation: on

10 Heighest position: onn

20 lowest position: on

40 Container lifting system-

A3,4 00 Manual lateral stabilizer: stabilizer not active

40 Manual lateral stabilizer: stabilizer active

A6-7 IRQ-counter

A9 -12 Speed (Example. 001E = ± 42 km/h)

A17,18 Frontangle

A20 0 Stabilizer valve SP6.1 / SP6.2 off

1 Stabilizer valve SP6.1 / SP6.2 on

B1,2 soll-value height

B4,5 ist-value height left

B7 0 height-left: okay

1 height-left: too high

2 height-left too low

B9,10 ist-value height right

B12 0 height-right: okay

1 height-right: too high

2 height-right: too low

B14 0 synchronisation: not active

1 synchronisation: active

B16,17 00 HPVS bock: not active

01 HPVS block: active

B19.20 ist-waarde levelling sensor

C1 0 filling left SP10: not active

6-7


1 Filling left SP10: active

C3 0 Draining left SP11: not active

1 Draining left SP11: active

C5 0 Filling right SP8: not active

1 Filling right SP8: active

C7 0 Draining right SP9: not active

1 draining right SP9: active

C9 0 status levelling left: too low

1 status levelling left: okay

C11 0 status levelling rigth: too low

1 status levelling right: okay

C13 0 soll/ist-control sensors : not active

1 soll/ist-control sensors : active

C15,16 regulation value SP12

C18,19 sensorvalue pumppressure

D1,2 00 SP12 for lifting/lowering: not active

01 SP12 for lifting/lowering: active

D4 0 Lifting/lowering: not active

1 Lifting

2 Lowering

D6,7 Timecounter lowering

D9 0 ignition control: not active

1 ignition control: ignition off, axle lifted

D11 0 Pressure switch automatic lowering: pressure < max.

1 Pressure switch automatic lowering: pressure > max.

D13 0 Automatic lowering: not active

1 Automatic lowering: active

D15 0 Later stabilizer (superstab): not active

1 Later stabilizer (superstab): active

D17,18 Later stabilizer (superstab) value

D20 0 approach switch container lifting system: not active-

1 approach switch container lifting system: active-

Table 6.3

Press E to return to screen 1.

6-8


6.2.6 Screen 1-2: �real-time� display of EVS data

Screen 1-2 shows the �real-time� display of a number of EVS data items. The HPVS/EVS continues to oper-ate while this screen is displayed.

Figure 6.9Screen1-2

1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A X X X X X X X X X X X X X X

B X X X X X X X X X X X X

C X X X X X X X X X

D X X X X X X X X X X

Table 6.4

Postion Value Description

A1,2 00 Middle register: middle

01 Middle register: steering left

80 Middle register: steering right

A4,5 ist-value front-angle

A7,8 reductionfactor 00 – 80

A10-13 Speed (Example. 001E = ± 42 km/h)

A15 0 SP5.1: not active

1 SP5.1: active

A16 0 SP5.2: notactive

1 SP5.2: active

A17 0 SP7: not active

1 SP7: active

A20 0 SP30: notactive

1 SP30: active

B1,2 minimum soll-value

B4,5 ist-value rearangle

B7,8 masimum soll-value

B10 soll-flag

B12,13 max. permitted soll/ist-difference

B15,16 actual soll/ist-difference

B18

C1,2 Pumppressure

C4,5 Emergency steering pressure

C7,8 Feeding voltage

C10 0 Engine control: engine off

1 Engine control: engine on

C12 0 Regulation off, because parking brake not engaged-

1 Regulation off, because parking brake engaged-

C14 0 Filling emergencysystem: not active

1 Filling emergencysystem: active

D1,2 Regulation value SP1



D10,11

D13.14

6-9


6.2.7 Screen 1-3: fault message readout part 1, HPVS/EVS operates normally

Screen 1-3 shows part 1 of the correct fault mes-sages. The fault must occur ! ve times or be continu-ously present before a fault message is shown.The HPVS/EVS continues to operate while this screen is displayed.A fault message is indicated by a 1. The nature of the fault message is determined based on the posi-tion on the screen. If zeros change to ones in row A, you must look on screen 1-4 (part 2) because a fault message will be shown there as well.

NoteSee the workshop instruction manual for an overview of the fault messages.

ExampleIn this screen, a 1 is shown in position B11. The po-sition represents the fault message EVS front angle > allowed.

� Press C to clear the error message(s).� Press E to return to screen 1.

Figure 6.10Screen 1-3

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A X X X X X X X X X X X X ∗ 3

B 0 0 0 0 0 1 0 0

C 0 0 0 0 0 0 0 0

D 0 0 0 0 0 0 0 0

6-10


6.2.8 Screen 1-4: HPVS fault message rea-dout part 2, HPVS/EVS operates nor-mally

Screen 1-4 shows part 2 of the correct fault mes-sages. The fault must occur ! ve times or be continu-ously present before a fault message is shown.The HPVS system continues to operate while this screen is displayed.A fault message is indicated by a 1. The nature of the fault message is determined based on the posi-tion on the screen. If zeros change to ones in row A, you must look on screen 1-3 (part 1) because a fault message will be shown there as well.

NoteSee the workshop instruction manual for an overview of the fault messages.

ExampleIn this screen, a 1 is shown in position C7. The posi-tion represents the fault message HPVS left-rear target-actual value > allowed.

� Press C to clear the error message(s).� Press E to return to screen 1.


1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A X X X X X X X X X X X X ∗ 4

B 0 0 0 0 0 0 0 0

C 0 0 0 1 0 0 0 0

D 0 0 0 0 0 0 0 0

6-11


6.3 Screen 2 E31

In the screen shown here, a selection can be made from the following options:

Figure 6.12Screen 2

P M P / E V S : 0 H P V S : 1

C O R R E C . : 2 C O D E B E R . : 3

S P O E L E N : 4 F O U T U I T L : 7

G E G E V E N S : 8 E C U : C = > A

Table 6.5

Choice Description

0 Settingsselection-screen pump and EVS

1 Settingselection-sreen HPVS

2 Adjust correctionfactors HPVS/EVS andothers

3 Code-calculation

4 Automatic flushing HPVS/EVS

7 Reading out faults

8 Reading out specifications

C Control the ECU

A go to screen 1

6-12


6.3.1 Screen 2-0: settings selection screen for pump and EVS

Control screen for pump and emergency steering pressure


I N S T E L K E U Z E S C H E R M

P O M P / N O O D S T U U R S Y S : 1

E V S S E N S O R S E . V . : 2

E = E X I T

Figure 6.14Screen 2-0-1

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A V H : X X A H : X X P Y : X X

B P O M P = 1 ∗ P P : X X I : X X / X X

C S P 3 0 = 4 ∗ L I = 2 ∗ R E = 3 ∗

D F L O W = F ∗ E X I T = E

Table 6.6

Position Description

A4,5 value front-angle sensor

A10,11 value rear-anglesensor

A16,17 value emergencypressure sensor

B11,12 value pump-pressure sensor

B16,17 controlvalue pumpflow

B19,20 maximum value pumpflow

Table 6.7

Choice Description

1 By-passvalve SP12 on/off

2 Steering Left SP1

3 Steering right SP2

4 pump-lock valveSP30 on/off

F flowcontrol

E exit, go to previous screen


1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A M V H : X X M A H : X X B - D -/ E

B V 2 4 = X X L / R : 0 / 1 - 4 / 5 *

C V H : X X S P 1 = X X S P 2 = X X

D A H = X X S P 1 2 = X X / X X 6 - A


1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A M V H : X X M A H : X X E = E X I T

B V 2 4 = X X L / R : 0 / 1 - 4 / 5 *

C V H : X X S P 1 = X X S P 2 = X X

D A H = X X S P 1 2 = X X / X X 6 - A

6-13


Control screen for EVS sensors and the steering valveFor a vehicle without lift axle

Control screen for EVS sensors and the steering valve for a vehicle with lift axle

B19 without *, SP5.1/SP5.2 de-energisedB19 with *, SP5.1/SP5.2 energised

Table 6.8


A5,6 Middle frontangle

A12,13 Middle rearangle

B5,6 Value feeding voltage

C4,5 Actual value front angle

C11,12 Regulation-value SP1

C18,19 Regulation-value SP2

D4,5 Actual value rear-angle

D12,13 Active regulation-value SP12

D15,16 Right regulation value SP12

Table 6.9

Choice Description

0 Regulation SP1 <-> SP2

1 Lower regulationvalue SP1

2 Higher regulationvalue SP1

3 Lower regulation value SP2

4 Higher regulation value SP2

5 SP5.1 and SP5.2 on/off

6 Min. regulation value SP12

7 Lower regulation value SP12

8 Higher regulation value SP12

9 Max. regulationvalue SP12

A Make the right SP12 value active

B Lift the axle

C Lower the axle

D By-coupling

E exit,goto the previous screen

6-14


6.3.2 Screen 2-1

HPVS settings selection screen


1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A 0 = W P L A / R A B Y / A F = 1 - 4

B 5 - 8 = 1 + 4 / 2 + 3 / 1 + 3 / 2 + 4

C A = H G T B - D = H E F F = S T A B

D L A : X X R A : X X W P : X X

Table 6.10


D4,5 Actual value, heightsensor left

D10,11 Actuel value, heightsensor right

D16,17 Actual value levelsensor

Table 6.11

Choice Description

0 Lateral levelling reg. active

1 Filling Left SP10

2 Draining Left SP1 1

3 Filling Right SP8

4 Draining right SP9

5 Filling left and draining right

6 Draining left and filling right

7 Filling left and right

8 Draining left and right

A Height regulation active

B Liftvalve active (SP14)

C Drainvalve active (SP15) Attention:SP14 and SP15 still engaged)

D Bycoupling active

E exit, go to previous screen

F Testing stabilsation

6-15


6.3.3 Screen 2-2: reading in the correction factors

Reading in the EVS correction factors


C O R R . F A C T . E V S : 1

C O R R . F A C T . H P V S : 2

C O R R . F A C T . O V E R I G : 3

E = E X I T

Table 6.12

Choice Description

1 Adjust correctionfactors EVS

2 Adjust correctionfactors HPVS

3 Adjust correctionfactors others


1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A E V S - C O R R . F A C T O R E N

B S t u u r d e v o o r a s n a a r

C r e c h t u i t : d r u k A

D S T U U R H O E K V O O R A S : X X

Table 6.13

PositionDescription

D19,20 Actual valua front-angle sensor

Figure 6.20Screen 2-2-1-...

1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A E V S - C O R R . F A C T O R E NB D r a a i s t u u r v o l l e d i gC n a a r l i n k s : d r u k AD S T U U R H O E K V O O R A S : X X

Table 6.14


D19,20 Actual value front-angle sensor


1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A E V S - C O R R . F A C T O R E NB D r a a i s t u u r v o l l e d i gC n a a r r e c h t s : d r u k AD S T U U R H O E K V O O R A S : X X

Table 6.15


D19,20 Actual value front-angle sensor


D e o p n a m e v a n d e E V S

s t u u r h o e k e n g e b e u r t

a u t o m a t i s c h ! P A S O P

V O O R D E W I E L E N - E -

6-16



1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A * A C H T E R A S M I D D E N *

B 0 = S T O P 1 = S T A R T

C E V S - S T U U R H O E K : X X

D A = A C C E P T . D E W A A R D E


1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A * R E C H T S O M S T U R E N *

B 0 = S T O P 1 = S T A R T




1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A * L I N K S O M S T U R E N *

B 0 = S T O P 1 = S T A R T




1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A D E C O R R E C T I E F A C T O R E N

B A F W : X X M I N : X X M A X : X X

C V H M : X X V H L : X X V H R : X X

D A H M : X X A H L : X X A H R : X X


1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A S T D . R I J H O O G T E I N S T .

B L I / R E O P / N E E R = 1 - 4

C S E N S O R L A : X X R A : X X


Table 6.16


C11,12 Actual value sensor left

C17,18 Actual value sensor right


D e o p n a m e v a n H P V S

s e n s o r w a a r d e n g a a t

a u t o m a t i s c h ! P A S O P ,

V O E R T U I G B E W E E G T - E -


1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A * H O O G S T E S T A N D *

B 0 = S T O P 1 = S T A R T


D A = A C C E P T D E W A A R D E

Table 6.17

PositionDescription

C11,12 Actual value sensor left

C17,18 Actual value sensor right

6-17



1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

A * L A A G S T E S T A N D *

B 0 = S T O P 1 = S T A R T




1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20


B A F W : X X M I N : X X M A X : X X

C L A M : X X L A H : X X L A L : X X

D R A M : X X R A H : X X R A L : X X


C O R R . F A C T . W A T E R P . : 1

C O R R . F A C T . P - S E N S . : 2

E = E X I T

Table 6.18

Choice Description

1 Correctionfactors levelling control

2 Correctionfactors PX en PY

Table 6.19

Choice Description

1 Filling left (SP10)

2 Draining left (SP8)

Figure 6.33Screen 2-2-3-1

1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A W A T E R P A S M I D . I N S T .

B L I N K S O P / N E E R = 1 / 2

C S E N S O R W A T E R P A S : X X


Table 6.20

PositionDescription

C17,18 Actual valua levelsensor

Figure 6.34Screen 2-2-3-1-...

1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20


B A F W : X X

C WP M : X X

D E = E X I T

Table 6.21


B5,6 Maximum differende (08)

C5,6 Real difference (less thanAFW )

6-18


Figure 6.35

1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A P O M P D R U K P X = X X

B N O O D S T U U R D R U K P Y = X X

C S E N S . W . M E T S P 1 2 U I T


Figure 6.36

1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A P O M P D R U K P X = X X

B N O O D S T U U R D R U K P Y = X X

C S E N S . W . M E T S P 1 2 A A N


Figure 6.37

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20


B P X : X X / 7 0 - 9 0 P Y : X X

C P X A : X X P X C : X X P Y A : 0 2

D E = E X I T

Table 6.22


B5, 6 Maximum permitted correctionfactor

B19, 20 Maximum permitted correctionfactor

C5, 6 Actual correction value



6-19


6.3.4 Screen 2-3: code calculation

After the code is entered, press 1 (=yes).If you did not enter the code correctly, press 2 (=no).


1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A K A S T : X X X X C O D 1 : X X X X

B C O D 2 : X X X X C O D 3 : X X X X

C K - W A A R D E : X X X X X X

D V E R D E R : J A = 1 /E = E X I T

D * B E L N U G I N A F ! *

Table 6.23


A6-9 ECU serienumber

A16-19 Value code 1

B6-9 Value code 2

B16-19 Value code 3

C10-14 k-value (tacho)


1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20

A K A S T : X X X X C O D 1 : X X X X

B C O D 2 : X X X X C O D 3 : X X X X

C G I N A F / V S E C O D E : - - - -

D O K : J A = 1 / N E E = 2 / E = E X I T

6-20


6.3.5 Screen 2-4: automatic " ushing HPVS/EVS


S P O E L P R O G . H P V S / E V S

D O O R S P O E L E N H P V S = 1

D O O R S P O E L E N E V S = 2

E = E X I T


P A S O P B I J S P O E L E N

B E W E E G T H E T V O E R T U I G

T I J D S D U U R : C A . 3 M I N

E = E X I T


P A S O P B I J S P O E L E N

B E W E E G T D E E V S - A S

T I J D S D U U R : C A . 3 M I N

E = E X I T

Table 6.24

Choice Description

1 Flushing HPVS system

2 Flushing EVS system

6-21


6.3.6 Screen 2-7: reading out faults

Button 1The fault messages are displayed. Press any button to display the following fault message.

Press C or EYou now return to screen 7-2.

Press 1 or 2


F O U T U I T L E Z I N G

O P G E S L A G E N A L A R M E N : 1

F O U T E N T E L L E R S : 2

E = E X I T


C = W I S S E N E N E X I T ,

( N I E T : C O R R . F A C T. )

E = A L L E E N E X I T


A L . T E L L E R : 1 / 2 / C / E

Table 6.25

Choice Description

1 Errorcounter screen 1

2 Errorcounter screen 2

C Delete errors

E Exit


A L . T E L L E R : 1 * / 2 / C / E

0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0


A L . T E L L E R : 1 / 2 * / C / E

0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0

6-22


6.3.7 Reading out " ash code

The warning lamp on the instrument panel can be used to read out the fault memory of the ECU. This method of read-out provides less information than when the DCS1 is used.The warning lamp indicates the fault message by " ashing a fault code.The " ash code represents the fault code. If the warn-ing lamp " ashes 3 times, fault code 3 is indicated. If the warning lamp " ashes 5 times, this indicates either fault code 5.1 or fault code 5.2.

Reading out fault codes with the " ash code is only possible when the vehicle engine is not running. Dur-ing activation of the " ash code, the HPVS/EVS sys-tem is de-activated.

6.3.7.1 Reading out fault messages

1. Hold the button for the lateral levelling sys tem and the button for either the lowest posi tion or the highest position simultaneously until a pulsing tone is heard. Release both buttons. If there is no fault code in the memory, a short pulsing tone is heard.2. If there are fault messages in the memory, a long pulsing tone is heard. The tone is followed by a " ash code.3. If there are multiple fault messages in the memory, the fault message with the lowest number is displayed ! rst. Each fault message is followed by a tone. After the tone the fol lowing fault message is displayed via a " ash code.4. After the last fault message a long tone is produced.5. The fault messages remain in the memory af ter they have been read out and can be read multiple times with the " ash code.

6.3.7.2 Erasing fault codes

1. Hold the button for the lateral levelling sytem and the button for either the lowest position or the highest position simultaneously un til a pulsing tone is heard. First the faults are read out; now continue to hold the buttons until a short pulsing tone is heard � this means the fault messages have been erased.

6-23


6.3.8 Summary of " ash codes

Table 6.26

Faultcode Number of flashes

Description

AL011 1 Oil pressure of the emergency steering system incorrect

AL02 2 Oil level HPVS/EVS too low

AL03 3 EVS target-actual fault; rear axledoes not steerto the correct position

AL04 4 The measured speed is very irregular

AL051 5 The angle sensor at the front axle is not working correctly (value < 07)

AL052 5 The angle sensor at the front axle is not working correctly (value > F8)

AL061 6 The angle sensor at the rear axle is not working correctly(value <07)

AL062 6 The angle sensor at the rear axle is not working correctly (value > F8)

AL071 7 Wire break / short circuit in the pump lock valve (SP30)

AL072 7 The pump lock valve (SP30) relay remains correctly

AL081 8 Wire break / short circuit in the steering valve SP1 (cross position)

AL082 8 Wire break / short circuit in the steering valve SP2 (parallelposition)

AL09 9 Wire break / short circuit in the release valves (SP5.1/SP5.2)

AL101 10 Wire break / short circuit in the accumulatorvalve (SP7)

AL102 10 Accumulatorvalve (SP7) does not switch on correctly

AL111 11 Wire break / short circuit in the pump flow valve (SP12)

AL112 11 Pumpflowvalve (SP12) does not switch off correctly

AL113 11 Pumpflowvalve (SP12) does not switch on correctly

AL121 12 Wire break / short circuit in the filling height control valve (SP8) RIGHT

AL122 12 Wire break / short circuit in the draining height control valve (SP9) RIGHT

AL123 12 Wire break / short circuit in the filling height control valve (SP10) LEFT

AL124 12 Wire break / short circuit in the draining height control valve (SP11) LEFT

AL13 13 Wire break / short circuit in the pump lowering valves (SP31.1/SP31.2)

AL14 14 Wire break / short circuit in the transverse stabilizer valves (SP6.1/SP6.2)

AL151 15 The emergency steering pressure sensor is not working correctly (value < 04)

AL152 15 The emergency steering pressure sensor is not working correctly(value > DF)

AL161 16 The pump pressure sensor is not working correctly(value <04)

AL162 16 The pump pressure sensor is not working correctly(value >DF)

AL171 17 The levelling sensor is not working correctly (value < 04)

AL172 17 The levelling sensor is not working correctly (value>DF)

AL18 18 Wire break / short circuit in the lifting axlevalve / axle load reducing valve SP14

AL19 19 Wire break / short circuit in the lowering valve (SP15)

AL231 23 HPVS target-actuel (soll-ist) left side does not reach the correct height

AL232 23 HPVS target-actuel (soll-ist) right side does not reach the correct height

AL261 26 Height sensor at the rear left is not working correctly(value <06)

AL262 26 Height sensor at the rear left is not working correctly(value >F8)

AL271 27 Height sensor at the rear right is not working correctly(value <06)

AL272 27 Height sensor at the rear right is not working correctly(value >F8)

AL28 28 Pump pressure too high with SP12 switched on

AL29 29 VCC/VDD fault

6-24


Silent alerts

Table 6.27

Faultcode Number offlashes

Description

AL012 -- Refill time of the emergency steering system too long

AL20 -- EVS correction factors out of range

AL21 -- HPVS correction factors out of range

AL301 -- Pump pressure too low with SP12 switchedoff

AL302 -- Pump pressure too low with SP12 switchedon

AL31 -- System started at speed

AL32 -- -

AL33 -- -

6-25


6.3.9 Screen 2-8: reading out data


O V E R Z . V T G . I N F O : 1

L A D E N S T D . P A R A M . : 2

O V E R Z . / W I J Z . P A R A M . : 3

E = E X I T


K E U Z E S C H E R M G E G E V E N S

E P R O M : 1 T Y P E / D R U K : 2

A C C U M : 3 S M O R I N G E N : 4

P A R A M : 5 D I V : 6 E X I T = E

Table 6.28

Choice Description

1 Setting vehicle parameters

2 Load standard parameters

3 Change parameters

Table 6.29

Choice Description

1 Eprom version

2 Survey pressures

3 Survey accumulator pressures

4 Restrictor diameters EVS+HPVS

5 Parameters

6 Divers


P A G 1 / 1 0 : - E P R O M S -

P R O G R A M M A : X X X X X X X X


H P V S v a r i a n t : V 2 0 / 3 4

P A G 2 / 1 0 : - D R U K K E N -

P O M P D R U K : X X X b a r

R E G E L D R U K : X X b a r


P A G 4 / 1 0 : - A C C U ‘ S -

V E R I N G : P O = X X b - X / + X

E V S : P O = X X X b - X X / + X

H E F A S : P O = X X b - X / + X

6-26



P A G 5 / 1 0 : - S M O R I N G -

H O O G T E R E G . : X X X mm

H E F K L E P : X X X mm

Z A K K L E P : 2 x X X X mm


P A G 6 / 1 0 : - S M O R I N G -

S P 1 - 2 : G E E N

S M O R I N G 5 : X X X mm

S M O R I N G 6 : X X X mm


P A G 7 / 1 0 : - P A R A M . -

H P V S S T D . R I J H . : $ X X

H P V S M A X . R I J H . : $ X X

S T D . W A T E R P A S W . : $ X X


P A G 8 / 1 0 : - P A R A M . -

M I N . E V S H O E K : $ X X

M A X . E V S H O E K : $ X X

V O O R : M A X . G E S T U U R D


P A G 9 / 1 0 : - P A R A M . -

A C H T E R : B I J B E N U T T E N

V A N D E V O L L E D I G S L A G

V A N D E E V S - C I L I N D E R S


P A G 1 0 / 1 0 : - D I V . -

Z I E O O K W P L . H A N D B O E K

V O O R A L G E M E N E U I T L E G

O V E R H P V S / E V S !


B A S I S G E G E V E N S L A D E N

S T D . P A R A M E T E R S : 3

S T D . T E K S T E N : 4

E = E X I T

figuur 6.60Scherm 2-8-2-3

U O V E R S C H R I J F T U W

O U D E P A R A M E T E R S I N C L

C O R R E C T I E F A C T O R E N !

J A = 1 N E E = E


U O V E R S C H R I J F T U W

O U D E P A R A M E T E R S I N C L

C O R R E C T I E F A C T O R E N !

J A = 1 N E E = E

B1-1

HPVS/EVS system book v20 e31Electrical installation

Appendix 1: Electrical installation

1.1 Overview of components in schematic diagrams

Overview of basic code numbers in the schematic diagram25093/00 (diagram is included in the appendix)

Number on

E.C.N. Description reference bar

GB000 Coil, pump " ow unit, SP12 0018

GB001 Coil, steering valve, SP1 0011


GB003 Coil, release valve, SP51 0003


GB005 Coil, accumulator valve, SP7 0008

GB006 Coil, EVS protection valve, SP30 0015

GB007 Coil, lateral stabilisation, left, SP6.1 0024

GB008 Coil, lateral stabilisation, right, SP6.2 0024

GB009 Coil, ! ll left HPVS, SP10 0028

GB010 Coil, drain left HPVS, SP11 0030

GB011 Coil, ! ll right HPVS, SP8 0033

GB012 Coil, drain right HPVS, SP9 0035

GB013 Coil, lift axle, SP14 0037

GB014 Coil, lift axle, SP15 0041

GB015 Coil, rapid-lowering HPVS left, SP31.1 0044

GB016 Coil, rapid-lowering HPVS right, SP31.2 0044

GB017 Coil, battery blocking HPVS left, SP28.1 0046

GB018 Coil, battery blocking HPVS right, SP28.2 0046

GB019 Coil, axle tilting protection, SP26 0020

GB020 Coil, axle tilting protection, SP27 0022

GB021 Buzzer, EVS 0051

GB022 Buzzer, 4th brake circuit 0159

GB023 Valve, front wheel drive 0125

GB024 Valve, diff-lock, front 0130

GB025 Valve, cross-axle lock, rear 0135

GB026 Valve, diff-lock, rear 0140

GB027 Valve, cross-axle lock, steered axles 0145

GB028 Valve, intermediate gearbox, low 0153

GB029 Valve, intermediate gearbox, high 0150

GB030 Valve, 3rd PTO

GB031 Valve, intermediate gearbox, neutral

GB032 Buzzer, reverse signal

GB033 Valve, " ow-control, SP201 0220



GB036 Buzzer, EMAS 0194

GB037 Valve, asphalt brakeGB038 Buzzer, pneumatic lift axle (ignition switch off/ lift axle raised)

GB039 Valve, lift bellows

GB040 Valve for bleeding of lift bellows (disconnection)

GB041 Electric motor, lift axle unit

B1-2


GC000 Switch, EVS on/off 0007GC001 Switch, levelling/height control 0010

GC002 Switch, highest/lowest position 0013

GC003 Switch, lift axle 0016

GC004 Switch, lowering system 0019

GC005 Switch, manual lateral stabilisation 0022

GC006 Switch, weigh system 0240

GC007 Switch, front wheel drive 0125

GC008 Switch, diff-lock, front 0130

GC009 Switch, cross-axle lock, rear 0135

GC010 Switch, diff-lock, rear 0140

GC011 Switch, cross-axle lock, steered axles 0145

GC012 Switch, intermediate gearbox, high/low 0150

GC013 Switch, 3rd PTO

GC014 Reverse lamp, left

GC015 Reverse lamp, right

GC016 Switch, alphalt brake

GC017 Switch, emergency, lift axle unit motor

GC018 Switch, highest/lowest position, left

GC019 Switch, disconnect, rearmost axle (silo demounting system)

GD000 Electronic unit, HPVS, EVS

GD001 Electronic unit, protection, EVS (speed switch) 0102

GD002 Diode unit (3 diodes)

GD003 Diode unit (9 diodes) 0035, 0116, 0175

GD004 Diode unit (1 diode)

GD004 Levelling unit 0055

GD005 Front angle sensor 0058

GD006 Rear angle sensor 0061

GD007 Height sensor, left rear 0064

GD008 Height sensor, right rear 0067

GD009 Warning lamp, EVS 0114

GD010 Indicator lamp, lift axle 0117

GD011 Indicator lamp, lateral stabilisation 0112

GD012 Indicator lamp, oil level 0121

GD013 Indicator lamp 4th steering circuit 0156

GD014 Indicator lamp, front wheel drive 0161

GD015 Indicator lamp, diff-lock, front 0164

GD016 Indicator lamp, cross-axle lock, rear 0166

GD017 Indicator lamp, diff-lock, rear 0171

GD018 Indicator lamp, cross-axle lock, steered axles 0169

GD019 Electronic unit, weigh system 0242

GD020 Indicator lamp, 3rd PTO

GD021 Angle sensor, axle 1, left (EMAS) 0207

GD022 Angle sensor, axle 1, right (EMAS) 0210

GD023 Angle sensor, axle 2, left (EMAS) 0214

GD024 Angle sensor, axle 2, right (EMAS) 0217

GD025 Indicator lamp, EMAS 0198

GD026 Electronic unit, protection, EMAS (speed switch) 0191

GD027 Electronic unit, EMAS 0216

GD028 Indicator lamp, probe installation (tracks raised)

GD029 Electronic unit, protection, asphalt brake (speed switch)

GD030 Indicator lamp, asphalt brake

GD031 Indicator lamp, EMAS oil level 0201

GD032 Indicator lamp, PTO protection active 0053

B1-3


GD033 Diode unit (1 diode)

GD034 Electronic unit, protection, lift axle unit

GD035 Electronic unit, protection, uncoupling lift axle (speed switch)

GE001 Fuse, HPVS and EVS, power from ignition switch 0031

GE002 Fuse, power monitoring/speed switch/switches/various chassis 0037

GE003 Fuse, HPVS and EVS, continuous power 0047

GE004 Proximity switch, lift axle 0086

GE005 Proximity switch, lowering system, axle 2, right 0088

GE006 Proximity switch, lowering system, axle 4, left 0091

GE007 Fuse, diff-lock valves 0125

GE008 Fuse, indicator lamps, diff-locks 0156

GE009 Fuse, accessories

GE010 Fuse, weigh system (" oating fuse) 0241

GE011 Fuse, asphalt brake

GE012 Proximity switch, PTO protection 0082

GE013 Proximity switch, lowered reverse switch

GE014 Fuse, pneumatic lift axle, power from ignition switch

GE015 Fuse, pneumatic lift axle, continuous power

GF000 Switch, HPVS/EVS oil level 0025

GF001 Pressure switch, automatic lowering, lift axle 0028

GF002 Speed sensor (2nd speed) 0098

GF003 Pressure sensor, monitor SP30 0073

GF004 Pressure sensor, emergency steering pressure 0070

GF005 Pressure sensor, pump pressure 0075

GF006 Pressure sensor, suspension system, left 0242

GF007 Pressure sensor, suspension system, right 0245

GF008 Control switch, front wheel drive 0161

GF009 Control switch, diff-lock, front 0164

GF010 Control switch, cross-axle lock, rear (rear axle 2-3) 0166

GF011 Control switch, diff-lock, rear 0171

GF012 Control switch, cross-axle lock, steered axles (rearmost axle) 0169

GF013 Control switch, 4th steering circuit 0156

GF014 Control switch, 3rd PTO (intermediate gearbox)

GF015 Control switch, clutch

GF016 Control switch, cross-axle lock, steered axles (axle 1) 0170

GF017 Control switch, cross-axle lock, steered axles (axle 2) 0172

GF018 Control switch, diff-lock, rear (rear axle 1-2) 0176

GF020 Pressure sensor, X-system 0230

GF021 Pressure sensor, 0-system 0233

GF022 Switch, engine coolant temperature

GF023 Switch, EMAS oil level

GF024 Pressure switch, pneumatic lift axle 4.3b

GF025 Pressure switch, pneumatic lift axle 5.3b

GF026 Pressure switch, lift axle unit

GG000 Relay, lateral stab. lamp 0027, 0111

GG001 Relay, alarm lamp 0049,0114

GG002 Relay, lowered reverse switch

GG003 Relay, ign. take-over 3rd PTO

GG004 Relay, engagement delay 3rd PTO

GG005 Relay, EMAS indicator lamp 0199

GG006 Relay, 2nd speed, EMAS 0194

GG007 Relay, neutral switch, probe inst.

GG008 Relay, starter interrupter, probe inst.

GG009 Relay, charging current lamp, probe inst.

B1-4


GG010 Relay, asphalt brake

GG011 Relay, PTO protection 0080

GG012 Relay, EMAS oil level 0203

GG013 Relay, protection, manual lowering of lift axle (V>30km/h)

GG014 Relay, ign. take-over, lift axle switch

GG015 Relay, automatic lowering (V>30km/h and P>4.3b)

GG016 Relay, buzzer (lift axle raised and ign. off)

GG017 Relay, raise/bleed pneumatic lift axle

GG018 Relay, engagement delay, automatic lowering

GG019 Relay, lowering delay, lift axle unit

GG020 Relay, lift axle unit motor

GG021 Relay, interruption of axle raising

GG022 Relay 2nd speed (EVS) only for VG2000 intermediate gearbox

GG023 Relay, clutch, intermediate gearbox PTO

GG024 Relay, raise condition, uncoupling lift axle

B1-5


1.2 Overview of connectors

Connector overview

Column 1 = Connector codingColumn 2 = No. of connection points on the connectorColumn 3 = Colour of the connectorColumn 4 = Description of the connectorColumn 5 = Location of the connector in the vehicle

1 2 3 4 5K000 18 Black Conn. to diode block Central PCB

K001 21 Blue Chassis wiring for EVS and HPVS valves

Bulkhead feed-through location D7/8

K002 21 Yellow Chassis wiring for EVS and HPVS sensors

Bulkhead feed-through location A7/8

K003 9 Grey Chassis conn. for diff-lock valves

Bulkhead feed-through location B7

K004 6 Grey Chassis conn. for diff-lock indicator lamps

Bulkhead feed-through location B8

K005 6 Green Conn. for 2nd speed signal Bulkhead feed-through location C9

K006 6 Green Chassis conn. for proximity switches / oil level

Bulkhead feed-through location C4

K007 6 Yellow Conn. for various DAF signals Bulkhead feed-through location A4

K008 12 Yellow Conn. for diff.lock control switches

Behind cover for radio panel

K009 21 Green Conn. for switches and indic. lamps EVS and HPVS.


K010 6 Blue Conn. for accessories and weigh system


K011 12 Yellow Conn. for diff-lock indic. lamps Right-side heater panel

K012 10 Green Conn. for control lamp relay Central PCB

K013 6 Black Conn. for HPVS/EVS fuses Central PCB

K014 6 Black Conn. for accessory fuses Central PCB

K015 4 White Conn. for speed switch, 2nd speed EVS

Under central PCB

K016 18 Black Conn. for 9-position relay block Under central PCB

K017 9 Grey Conn. for E-MAS Under central PCB

K018 4 Black Conn. for axle tilting protection At rear of chassis

K019 4 Black Conn. for proximity switch, lowering system, left

For T-beam chassis

K020 4 Black Conn. for oil level Near HPVS tank

K021 4 Black Conn. for pressure sensor, pump

Right side FUP

K022 4 Black Conn. for front angle sensor Left side FUP

K023 4 Black Conn. for pressure sensors emer. steering system/control SP30

In T-beam chassis

K024 35 Black Conn. for HPVS/EVS valve block In T-beam chassis

K025 4 Black Conn. for " ow valve SP12 Right side FUP

B1-6


1 2 3 4 5K026 4 Black Conn. for battery blocking

valvesAt rear of chassis

K027 8 Black Conn. for lift axle valve block For T-beam chassis

K028 4 Black Conn. for levelling unit Right rear, in chassis

K029 4 Black Conn. for pressure sensors, weigh sys.

In T-beam chassis

K030 4 Black Conn. for height sensor, left Left side, under T-beam chassis

K031 4 Black Conn. for height sensor, right Right side, under T-beam chassis

K032 4 Black Conn. for rear angle sensor On V-rod, rearmost axle

K033 2 White Conn. for press. sensors, weigh sys.

Ceiling compartment, driver's side

K034 21 Green Chassis wiring, lighting Bulkhead feed-through location C5/6

K035 4 Black Conn. for lowered reverse switch

On transmission

K036 35 Black Conn. for tail lights At rear of chassis

K037 21 Yellow Chassis wiring for EMAS Bulkhead feed-through location A1/2

K038 4 White Conn. for speed switch, 2nd speed EMAS

Under central PCB

K039 10 Green Conn. for relay indicator lamp/2nd speed EMAS

Central PCB

K040 16 Black Diagnostic connector, EMAS Central PCB

K041 12 Yellow Conn. for diff-lock indic. lamps Left-side heater panel

K042 3 Black Conn. for pressure sensor, PSF E-MAS " ow-valve block

K043 2 Black Connection SP201 E-MAS " ow-valve block

K044 4 Black Conn. for right-front sensor (E-MAS)

Right-front chassis, near front axle 1

K045 4 Black Conn. for right-rear sensor (E-MAS)

Right-front chassis, near front axle 2

K046 3 Black Conn. for pressure sensor, PSX E-MAS steering valve block

K047 2 Black Connection SP051 E-MAS steering valve block

K048 4 Black Connection SP011 E-MAS steering valve block

K049 4 Black Conn. for left-rear sensor (E-MAS)

Left side of chassis, near front axle 2

K050 4 Black Conn. for left-front sensor (E-MAS)

Left side of chassis, near front axle 1

K051 6 Yellow Conn. for relay, transfer gearbox

Under central PCB

K052 4 Black Conn. for prox. sw., PTO protection

Behind cab

K053 6 Blue Chassis wiring, pneum. lift axle Bulkhead feed-through location D3

K054 4 Black Conn. for press. sw., pneum. lift axle

At lift axle, in chassis

K055 2 Black Conn. for reverse buzzer In tow bar

K056 6 Blue Conn. for lowered reserve switch

Bulkhead feed-through location D9

K057 4 Black Conn. for reverse switch On transmission

K058 4 Black Conn. for 2nd speed sensor On transmission

K059 4 Black Conn. for 2nd speed sensor for AS Tronic

On transmission

K060 4 Black Conn. for 2nd speed sensor for AS Tronic

On transmission

B1-7


1.3 Schematic diagrams

Partial diagrams from schematic diagram 25093/00

1 HPVS/EVS power supply

2 EVS valves / SP12

3 HPVS valves

4 Angle sensors / Level sensor

5 Pressure sensors / Weight indication

6 HPVS/EVS indicator lamps

7 HPVS/EVS control switches

8 Diff-lock control switches

9 Diff-lock indicator lamps

10 Tachograph and tachometer / 2nd gear pro tection / Pressure switch for lift axle / PTO protection 11 Power for E-MAS / Indicator lamp / Buzzer / 2nd gear protection

12 Valves for E-mas / Pressure sensors for E- MAS

13 Angle sensors for E-MAS

B1-8


1 HPVS/EVS power supply

The constant power supply is provided via wire 1000, fuse GE003 and wire R001.Wire R001 is divided among pins 22-1, 22-2 and 26-26 of the EVS unit.The power supply controlled by the ignition switch is provided via wire 1010, fuse GE002, wire R1011, di-ode GD002, fuse GE001 and wire R002. Wire R1011 on pin 22-21 of the EVS unit is the sensor line for ignition on/off. Pin 26-4 is a power supply output for take-over of ignition switch power when the lift axle is raised and the ignition switch is turned off. This output maintains power to the EVS unit for approxi-mately 5 seconds after the ignition switch is turned off.

B1-9


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

50

51

1010

1000

2 5 09 3 /0001

08 /06

1000 R001 R001a

R001b

R001c

22

-12

2-2

26

-26

15A

GE003

22

-12

26

-13

26

-42

6-1

22

2-2

1

1010a

5A

GE002

2A

GE001

R1014

R1011

R1011a

R1014

R1011d GD

00

0

C2

C1

B2

A1

A2

B1

R002

R1012

11

K0

17

1

GG

01

1K

00

5K

00

9

30

11 7

10

10

62

K0

06

GD003

14 1

3

12 1

1

R1012

R1012a

R1

01

1b

R1011c

GD

00

1

1 10

R1012b

R1012b

R1012d

R1012c

GG

00

1

A3

10

GG

00

0

B3

10

R1012e

R1012f

B1-10


2 EVS valves / SP12

B1-11


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

4

1010

1000

2 5 09 3 /0002

08 /06

22

-12

2-2

26

-26

26

-31

6-1

52

6-6

GD

00

0

GB004

GB005

GB019

GB020

GB003

GB001

GB002

GB000

GB006

SP51

SP52

SP7

SP1

SP2

SP30

SP12

SP26

SP27

SP51

SP52

SP7

SP1

SP2

SP30

SP12

SP26

SP27

SP51

SP52

SP7

SP1

SP2

SP30

SP12

SP26

SP27

26

-82

6-1

61

6-4

26

-19

16

-12

26

-20

K024

e 11 2 f

K024K001

K024

g 1

11 2 h

K024K001

K024

n 12 2 p

K024K001

K024

a 13 2 b

K024K001

K024

c 14 2 d

K024K001

K024

B 1

10 2 C

K024K001

K025

1 1

12 2 2

K025K001

K018

1 1

16 2 2

K018K001

K018

3 1

17 2 4

K018K001

1000 R001

R001a

R001b

R001c

15A

GE003

C2

C1

22

-12

26

-13

B1-12


3 HPVS valves

B1-13


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

1010

1000

2 5 09 3 /0003

08 /06

16

-31

6-1

61

6-2

GD

00

0

GB012

GB009

GB007

GB011

GB014

SP8

SP9

SP10

SP11

SP14

SP15

SP8

SP9

SP10

SP11

SP14

SP15

SP6

SP8

SP9

SP10

SP11

SP14

SP15

16

-81

6-1

41

6-1

26

-71

6-5

26

-9

K024

r 16 2 s

K024K001

K024

t 17 2 u

K024K001

K024v 18 2 w

K024K001

K024

x9 A

K024K001

K027

1

13 2

K027K001

K027

3 1

14 2 4

K027K001

K024

j5 k

K024K001

1 2

GB0101 2

GB008

1 2l

GB015

SP31

K024

D

15 E

K024K001

1 2

GB016

1 2F

GB017

SP28

K026

1

18

K001

1 2

GB018

1 2

m

K024

G

K024

SP6

SP31

SP28

SP6

SP31

SP28

2

K026

GB013

1 2

0ptioneel

SP6a

SP14a

SP15a

K0

61

2 6

K0

61

1 6

K0

12

1 6

22

-12

2-2

26

-26

1000 R001

R001a

R001b

R001c

15A

GE003

C2

C1

22

-12

26

-13

B1-14


4 Angle sensors / lateral levelling system

B1-15


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

1010

1000

2 5 09 3 /0004

08 /06

GD

004U

GD

005U

90

o

GD

00

0

22

-13

22

-15

26

-15

22

-14

22

-42

2-2

22

2-1

62

6-2

12

433

12

PM1

PM1

PM1

PM4

PM4

PM4

PM1

PM1

PM1

GD

006U

90o

12

43

GD

008U

90o

12

43

GD

007U

90

o

12

43

PM4

75

6

PM2

PM2

PM2

PM3

PM3

PM3PM3

PM2

PM3

PM3

48

26

-11

26

-14

12

13

15

PM61

PM61

22

-92

2-3

34

21

20

PM62

PM62

PM6

PM6

PM6

PM6

K022

K032

K031

K030

K028K002

B1-16


5 Pressure sensors / Weight indication

Weight indication

When switch GC006 is operated, display unit GD019 receives power on pin 7 via DAF fuse E163, wire 1258 and " oating fuse GE010.Pressure sensors GF006 and GF007 are wired in par-allel and determine the current level to the display unit based on the pressure on the suspension at the left and right sides of the vehicle.

B1-17


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

1010

1000

2 5 09 3 /0005

08 /06

ES602

ES603

GD

01

9

81

57

26

GC006

1

10

2

6

1258

GE010

21 3A

E163

25A

(DAF)

1010

24

8

183C

(DAF)

2630

E117

10A

(DAF)

21

K033

10

GD

00

0

UP G

F005

22

-11

22

-62

6-2

42

2-5

22

-17

22

-10

16

-62

2-7

26

-23

+_

ou

t

12

43

11

91

4

PM7

PM7

PM7

PM5

PM5

PM5PM5

PM7

PM5

12

3

PM5

10

12

17

16

PM8

PM8

34

19

18

PM8

PM8

ES602

ES603

ES602a

ES603a

K021

K023

K029K002

UP G

F004

+_

ou

t

UP G

F003

+_

ou

t

4

12

PM9PM9

PM7

PM7

PM7

PM5

PM5

PM5

PM9

PM9

PM9

IP G

F006

12

IP G

F007

12

B1-18


6 HPVS/EVS indicator lam ps

If raise valve SP14 or lower valve SP15 is energised, power is supplied to pin 1 of lift axle indicator lamp GD010 via diode block GD003 and wire SP115.

Indicator lamp GD009 is controlled by the EVS unit via wire ES008, relay GG001 and wire ES009.

Indicator lamp GD011 and relay GG000 are only present on vehicles with manual lateral stabilisation. If lateral stabilisation valves SP6.1 and SP6.2 are en-ergised (no hydraulic stabilisation), the coil of relay GG000 is energised, interrupting contacts A3 and A5 of the relay. The indicator lamp no longer receives power via wire SP61.

If the oil level of the HPVS/EVS system is too low, oil level switch GF000 closes. This results in voltage on wire ES114 and wire ES114a, which causes indica-tor lamp GD012 to light and the EVS unit to receive power on pin 12-7.

B1-19


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

1010

1000

2 5 09 3 /0006

08 /06

22

-21

10105A

GE002

R1011c

R1011

R1011b

R1

01

1d

GD

00

0

B2

B1

R1011a

GF000

12

-7

GG000

GD011

GD003

ES114

SP115

GD010

GD012

17

15 1

61

8B

5

B3

B4

SP14a

SP15a

1 2

SP14

SP15

16

-81

6-1

16

-5

13

K001

14

K001

5

K001

SP6

B1

B2

SP6a

1 2

SP61

GG001

GD009

A5

A3

A4

A1

A2

ES008

1 2

ES009

1 2

13

11

ES114 ES114

16

15

14

SP115

SP61

ES009

2

R1011c

2

ES114

R1012e

3

K006ES114a

K006

K009

K009

K009

K009

K009

R1011a

R1011

GG

01

1

30

10

111

K0

17

K0

24

j 3

K0

27

1 3

3 3

K0

27

K0

27

6 10

16

-13

K0

17

2 11

K0

17

3 11

SP

14

bS

P1

5b

R1

01

2d

R1012c

R1012

K0

05

1 10

GD

00

1

1 10

R1012b

ES114a

R1011d

GE

00

1

A2 1

K0

09

1 7

R1012f

R1012e

GD002

14 1

3

12 1

1

R1012

R1012b

R1

01

4

R1012a

26

-4

R1012c

16

-7 ES004 ES004

GB021

GG

01

1

86

10

B1-20


7 HPVS/EVS control switches

B1-21


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

1010

1000

2 5 09 3 /0007

08 /06

GC000

GC001

GC002

GC003

GC004

GC005

R1

01

1b

ES013

9

10

15

7

DA

F

1

9

10

1

3

7

9

10

1

3 7

3

R1

01

1a

R1

01

1c

R1

01

1d

R1

01

1e

26

30

b2

63

0a

26

30

c2

63

0d

26

30

e

GD

00

0

12

-1

21

R1011

2630

R1012f

K0

08

2 8

2630

2630a

K009

ES013

ES035

7

ES201

6

ES203

4

ES204

5

ES031

9

ES030

8

ES210

10

ES215

11

ES035

ES201

ES203

ES204

ES031

ES030

ES210

ES215

12

9

10

13

7

9

10

13

7

9

10

1

3

7

GD

01

0G

D0

09

GD

01

1G

D0

12

22

22

66

66

12

-21

6-1

01

2-5

12

-31

2-9

12

-61

6-9

16

-11

10

21

02

10

10

10

10

GE

00

1

A2 1

B1-22


8 Diff-lock control switches

B1-23


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

50

51

1010

1000

2 5 09 3 /0008

08 /06

GC012

1010

10A

GE007

B2

B1

GC008

GC007

GC010

GC011

GC009

GB028

GB024

GB023

GB026

GB027

GB025

GB029

SP084 SP084 SP084

SP081 SP081 SP081

SP080 SP080 SP080

G4518 G4518 G4518

SP083 SP083 SP083

G4517 G4517 G4517

SP082 SP082a

SP082

R0

07

a

26

30

a

R0

07

b

26

30

b

R0

07

c

26

30

c

R0

07

d

26

30

d

R0

07

e

26

30

e

DA

F

1

K0

09

2 7

2630

2630a

2630

R007

R007

R007

12

38

65

41

07

9

K008 K003

53

21

74

6 1 2

1 2

1 2

1 2

1 2

1

21

2

B1

7

5A

B1

7

5A

B1

7

5A

B1

7

5A

B1

7

5A

B1

7

5A

10

10

10

10

10

10

K0

51

1 10

SP082

B1-24


9 Diff-lock indicator lamps

If one or more of the diff-locks is engaged, wire G2408 of the diode block and the associated control switch(es) are connected to earth, which causes the diff-lock indicator lamp in the DIP to light as well.

B1-25


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

50

5

1010

1000

2 5 09 3 /0009

08 /06

GD

003

D3

10

C3

4

DA

F

1010

1A

GE008

A2

A1

R005

R0

81

R081

2

2

R005

12

K004K011

GF009

GD015

R081

R0

05

bR

00

5c

R0

05

dR

00

5e

R0

05

f

1

R0

80

R080

1

1

R080

1

34

09

a

3409a

6

6

3409

1

34

08

3408

3 3

3408

1

R0

83

R083c

4

4

R083

1

2

ES3600 ES3600

7

8

ES3600

1

2

GD014

GD017

GD016

GD018

GD013

1

2

1

2

1

2GF008

GF011

GF018

GF010

GF012

GF016

GF017

GF013

3409b

R083b

R083a

P

22

22

R0

83

a

34

09

b

34

08

a

R0

81

a

R0

80

a

G3408

13

5

G3408

3408

G3

40

8

ES3600a

R0

05

GB022

K034

K004

K003

3409

1 2

1 2

1 2

1 2

1 2

1 2

+ -

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

R005a

R005

GD

00

0

12

-8

10

K011

B1-26


10 Tachograph and tachometer / 2nd gear protection / Pressure switch for lift axle / PTO protection

2nd gear protection

Sensor GF002 is ! tted on the transmission or the transfer gearbox. This sender produces a square wave voltage, the frequency of which is proportional to the vehicle speed, which is sent via wire ES351 to speed switch GD001. This speed switch interrupts the earth connection on wire ES350 at a variable fre-quency, which causes the EVS unit to interrupt wire SP30 by means of a relay.Note: With an AS Tronic transmission the 2nd sensor is connected to the Ginaf wiring via an extra wiring harness.

Pressure switch, lift axle

If the lift axle is in the raised position and the load exceeds the allowable weight, pressure switch GF001 activates and power is supplied to pin 12-10 of the EVS unit via wire ES006. Depending on the speed, the lift axle will be automatically lowered.

PTO protection

When the PTO is operated, voltage is provided to pin 85 of relay GG011 via wire 4594, which inter-rupts the power to proximity switch GE012. This removes the voltage on pin 22-20 of the EVS unit. If the speed is 0 (can be changed via a parameter), all functions of the HPVS are �frozen� and valves may be deactivated so that during use of the PTO the HPVS system cannot operate. After the PTO is disengaged, the proximity switch receives power again. It reg-isters the position of the tipping bed. Only once the tipping bed has been completely lowered does the proximity switch supply power to the EVS unit again and, depending on the parameter setting (speed/time), are the functions once again active.

B1-27


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

4

1010

1000

2 5 09 3 /0010

08 /06

22

-21

1010

5A

GE002

R1

01

2b

R1

01

1c

R1011

R1012

R1011d

GD

00

0

B2

B1 R1012

26

-10

ES

35

0a

112

GD

00

3

GF

002ES351

ES

35

0

DA

F

12

10

7C

DA

F

8

10

7C

DA

F

24D

26

-21

3003

26

-22

3502

22

-20ES022

2

R1

01

1

K006

R1

01

1a

R1011

12

-10

ES006

3

K006

ES006

6

ES

03

6

K027

5

ES006

K027

61

K0

20

32

GF001

4

K015

13

2

GD001

P

U2

.8 210

K0

01SP3026

-8

24

V

86

87

85

30

3

K051

2

K051

1

K051

SP82 SP82

83

K0

03

86

K0

08SP82a

GG022

114

GD

00

3

R1012a

R1012b

R1

01

1a

11

K0

17

1

113

GD

00

3

R1011b

R1011c

86

87

a

85

30

GG011

4594

-

K002

45

94

R1

01

3

GE012

K052

31

2

R1013

ES022

21

K001

20

K001

1A3

GG

00

1

R1012c

ES351

ES

35

1a

116

KD

01

7

26

-5 ES010

98

K011GD032

ES010

1 2

K011

K058

N

K0053

14

2

31

42

B1-28


11 Power for E-MAS / Indicator lamp / Buzzer / 2nd gear protection

B1-29


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

50

1010

1000

2 5 09 3 /0011

08 /06

11171-B

2-B

4-A

10A

(DAF)

5-A

GD

02

7

1 2

E051

11171117c

1117d

1117a

1117b

1117e

2012

2013

20112011

2012

2013

6-D

15-C

5-D

K040

122110A

1 2

E062

1221 1221 1-A

18-B

2-A

3-B

12

107C

107C

18

10

16

2

10105A

GE002

B2

B1 1

GD

00

1

3 10

R1011 1011

41

32

GD026

1011

1011a

1011b

2008

2008

10

11

d

1011e

2100

2101

2100

2010

2010

2009

2115

ES351

11

6

ES351a

2009

GB036

GD025

GG005

GG006

K017

K008

K017

8

K017

2115

3

K008

2- +

1

13

25

42

54

13

2-C

1-C

12-B

K017

23

45

7

3157 3157 9-B

2015 2015 3-A

2002 2002 15-B

SP15 SP15 9-A

SP14 SP14 12-A

GD

00

3

15 6

10

1C

8

DA

F

GD

00

3

17 6

2101

1011c

2009

12

2115

GD031K008

9

K017

2009

2 1

2115

10

11

e

GF023

12 19

K037

2114a2114

6-B2114

20

K037

1011f1011f1011

87

a8

6

30

85

3157

SP15b

SP14b

GG012

DA

F

8

10

7C 35023502 12-D

B1-30


12 Valves for E-mas / Pressure sensors

B1-31


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

1010

1000

2 5 09 3 /0012

08 /06

GB033

202720272027

14 2 1

GD

02

7

13-B

14-B

202620262026

13

2026

GB034

202120212021

16 2 1

202020202020

15

2020

GB035

202320232023

18 2 1

202220222022

17

2022

16-B

17-B

10-B

11-B

K037

3 4

UP G

F020

+_

ou

t

91

21

0

2019

2718

2016

2018

11

UP G

F021

+_

ou

t

2019a

2718

2016a

2019

2018

2016

2019

2718

2016

2018

9-C

3-D

10-C

4-D

B1-32


13 Angle sensors for E-MAS

B1-33


12

34

56

78

910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

4

1010

1000

2 5 09 3 /0013

08 /06

GD

02

7

4-C

14-C

3-C

13-C

1-D

12-C

GD

021U

90o

12

433

12

PM1

PM1

PM1

PM2

PM2

PM2

PM1

PM1

PM1

GD

022U

90

o

12

43

GD

023U

90o

12

43

GD

024U

90

o

12

43

PM2

75

6

PM4

PM4

PM4

PM3

PM3

PM3PM3

PM4

PM3

PM3

48

K050

K044

K049

K045

K037

2-D

11-C

B1-34


B2-1

HPVS/EVS systeemboek v20 e31Electrische installatie

Bijlage 2: Schema�s hydrauliek

B2-2

HPVS/EVS systeemboek v20 e31Elektrische installatie

© January 2007 GINAF Trucks b.v. OG0000070109

1 2 3 4 5 6 7 8 9 10

A

B

C

D

E

F

10987654321

F

E

D

C

B

A

GET.

GEC.

DATUM

SCHAAL

MAT.

GEZ.

WIJZ.NR.

OMSCHRIJVING WIJZIGING

WARMTE/OPP. BEH.

TITEL

MAT. NR.

OPM.

BLAD

VAN

PROJECTIE

TEKENING NR.

MATEN IN

MM

A1FORMAAT

CAD SCHEMATIC

GINAFDATUM GET. GEC.

Deze tekening blijft het eigendomvan GINAF en mag zonder haarschriftelijke toestemming, nochgeheel, noch gedeeltelijk gekopieerd of aan derden ter handgesteld of getoond worden.

PASSINGEN RUIMHEID, VORM-EN PLAATSTOL. VOLGENS ISOMATERIAAL VLGS. 10027-1/2

14-03-2007

B.v.Toorn.1

1

25703/00schema,hydr-HPVS/EVS-V22X5376

MP

ME

ETP

UN

T P

OM

PD

RU

K +

RE

GE

LDR

UK

nulleiding

10x1.5

16x2.0

16x2.0

16x2.0

10X1.5

RETOURFILTERMET BYPASS (3.5 BAR),B75=05 um

28x1.5

16x2.0

16x2.0

PROPORTIONEEL POMPFLOW-UNIT

SP12POMPFLOWKLEP

(OP

DE

KS

EL

PE

RS

FILT

ER

)

B05=75

16x2.0 PP

S

M

AXIALE PLUNJERPOMPA10VO/028-28bar

16x2.0

i=1.455xn-motor, max. 30 l/min

3.5 mm

MPEHMP

SLANG TBV FLOWMETING + SPOELEN SYSTEEM

P

0.5 mm

T

PERSFILTERZONDER BYPASS,

DP

DR

UK

SE

NS

OR

PO

MP

DR

UK

DP

30 um + 3 umVUL_BELUCHTINGSFILTER

MPEHME

ETP

UN

T E

VS

+HP

VS

DR

UK

(TE

STN

IPP

EL

STD

. NIE

T M

ON

TER

EN

)

SNELVULAANSLUITING

POMPFLOW MANIFOLD

ART.NR.: XXXXXX

UITVOERING:

- ZWART GEANODISEERD ALUMINIUM, 350 bar, 32 l/min.- SMORING 3.5 mm GEINTEGREERD (ALLEEN BIJ EERSTE BLOKKEN VERWIJDERBAAR)- SMORING 0.5 mm IN T VERWIJDERBAAR (M10 INBUS)- G1/2": PP-P- G1/4": T-S-MP-DP-MPEH

0.3 mm

SP9FLOW OFF

SP11FLOW OFF

SP6.1SUPERSTAB.VALVE

SP6.2SUPERSTAB.VALVE

SP8PUMP UP

2 Tridem: 1.50 mm

SP10PUMP UP

1 Tridem: 1.50 mm

PP

TT

PP

MBL BL MBR BR T2T1

TT

GINAF HYDR. ALR-CYLINDERwith reducing valve 1mm. in connection.

10x1.5

16x2

16x2

16x2

25x3

16x2

16x2

16x2

25x3

25x3

25x3

10x1.5

16x2.0

16x2.0

1.0 L - P0=10 bar

25x3

16x2

HPVS MANIFOLD

- BLACK ANODIZED ALUMINIUM, 350 bar, 32 l/min.- NG6-CONNECTION FOR STEERING VALVE- G1/2": PP(2x)-TT(2x)-T1-T2- G3/8": BR-BL- G1/4": MP-D1-MBL-MBR

-SMORINGEN 1 en 2 MONTEREN NA SPOELEN

16x2

1.0 L - P0=10 bar

4th axle right side80x56x260

2nd axle right side75x56x320

3rd axle right side80x56x260

16x2

25x3

25x3

16x2

16x2

16x2

16x2

10x1.5

SP31.1QUICK-LOWERING

SP31.2QUICK-LOWERING right-rear

right-rearleft-rearleft-rear left-rear right-rear right-rear left-rear

MP

smoring 2x 0,7mm

B10=75WITHOUT-BYPASS




B30=75without BYPASSLine filter

Line filter Line filter Line filter Line filter

16x2

16x2

16x2

16x2

16x2

25x3

16x2

16x2

16x2

HPVS-CYL. 2nd axle left.75x56x320

HPVS-CIL. 3rd axle left.80x56x260

HPVS-CIL. 4th axle left.80x56x260

16x2

16x2

25x3

1.0L-PO=10bar

ACCUM.

1.0L-PO=10bar

16x216x2

Pmax. 190bar

16x2.0

28x1.5

16x2.0

VLOTTERSCHAKELAAR

22L/15L

22L/15L

Warning: Pipe length (suction, return and vent pipe) to the two reservoirs must be the same.

D1

restriction 0,3mm

NO adjustable (setting 77bar)Pressure switch connection G1/4"

PLUG

PRESSURE-SENSOR

PRESSURE-SENSOR

PLUG

1 2 3 4 5 6

A

B

C

D

654321

D

C

B

A

FormaatTEKENING NR.

A3

GET.GEZ.

DATUMGEC.

Deze tekening blijft het eigendom van GINAF en magzonder haar schriftelijke toestemming, noch geheel,noch gedeeltelijk gekopieerd of aan derden ter hand gesteld of getoond worden

KLASS.KODE:

TITEL:

CAD SCHEMATIC

LOC

ATI

ER

EV

.O

MS

CH

RIJ

VIN

GD

ATU

MG

ET.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53

1010

1000

1010

1000

G. de Bruin

18-04-2007

02D

ump

body

indi

catio

n ad

ded

20-0

9-20

07G

B

25784/03Scheme, X5376 tipper securityand indication lights

GD00026-17 16-9

DAF

C7D993

4594

DAF

1C750

ES

035

1 0

3A

ES

022

44A

DAF

22-20

1 2

approach switch

Vmax application

Overrule switch

Brake deactivationPressure switch HPVS0-150 bar (77 bar)

Air pressure switch adjustable0-10 bar

PTO protection

Overrule switch

Check light load indication

switchPP

1 2

5A 5A

24V 21W

V = 0 km/h

26-18

approach switch

3 1

5 2

31

52

31

42

3

1

5

2

R1 (GG024)R2 (GG025)

R4 (GG027)

R3 (GG026)

7A

5B

GE

012

K05

231 2R10

13

GINAF

GE002

Description relays

R1 = Relay v=0R2 = Relay Brake valveR3 = Relay vmaxR4 = Relay v=0

Brake valve

31

42

Added for dump body indication light and buzzer

Check light Dump body indication

ES

022b

GE010GE011GE012

R10

15

ES706a ES706bES706ES035c

16

15

ES035b

ES035a

4594

a

14

13

A1/2:1

SP

090

SP090b1211

R10

13

ES705

ES705a

ES

708

A1/2:5

A1/2:2

ES

700

R1014

R10

14a

3039D7/8:21

D7/8:20

ES022a

ES

022

03U

pdat

ed s

chem

atic

05-1

0-20

07G

B

1 0

2630

Dashboard light

Documents

Systeemboek Hpvs Evs v20mx_engelsv2 Klein