Volvo a partner to trust

L350F is a wheel loader that never compromises.

It s a completely new machine, where the lift arm system, and the attachment together make up a
dynamic unit, solid combination of power and intelligence.
It s fast, smooth, and able and lifts both high and heavy.
A durable loader that handles the toughest jobs, around the clock
And let s start from the beginning.
Wheel Loader L350F
General service course. Technical product information, system functions, power transmission, electrical
system including some electronic functions, brake, steering and load-sensing hydraulic systems. Current
service matters and updates.
Target group: All technical personnel.
Course Objectives: After completing the course the student should be able to:
- To understand the sub system function and design.
- To carry out inspection and adjustments according to the Service Manual.
- To carry out troubleshooting in a safe manner.
- To find the relevant methods in the service documentation.
Prior knowledge: Knowledge corresponding to our basic courses in electrical systems and hydraulics.
Duration: 5 days

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L350F Step1

L350F Step1

Engine
Transmission
Axles
Steering
Frames
Cab
Styling
Hydraulics
Loader unit
Attachments
Options
Productivity

Let's take a closer look at the L350F.

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Engine
Transmission
Axles
Steering
Frames
Cab
Styling
Hydraulics
Loader unit
Attachments
Options
Productivity

Components and systems

Components and systems

Components and systems included in this course:
Engine
Electrical and Electronic system
Transmission and Drive Line
Steering
Brakes
Hydraulics

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Frame
There are four versions:
Bucket handler
Block handler, 25 ton
Block handler, 38 ton
Logger, 27 ton
All four versions have the same frame.

Frame
There are four versions of L350F:
Bucket handler
Block handler, 25 ton
Block handler, 38 ton
Logger, 27 ton
All four versions have the same frame but different counter weights.
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Engine
VOLVO D16E LAE3
16,1 liter
V-ACT
I-EGR
EU stage IIIA, EPATier3

Engine
V-act Tier III, 16 liter, 6-cylinder in-line turbo-charged, air-to-air intercooler diesel engine with double
rockers and internal EGR. One piece cylinder head with four valves per cylinder and one over-head
camshaft. The engine has wet replaceable cylinder liners and replaceable valve guides and valve seats.
Mecanically actuated electronically controlled unit injectors. The throttleapplication is transmitted
electrically from the throttle pedal.
Air cleaning Three-stage Cyclone precleaner - primary filter -secondary filter
Cooling system Hydrostatic, electronically controlled fan and intercooler of the air-to-air type.
Engine D16ELAE3
Max power at 30,0 r/s (1800 rpm)
SAE J1995 gross 397 kW
ISO 9249, SAE J1349 394 kW
Max torque at 23,3 r/s (1400 r/min)
SAE J1995 gross 2550 Nm
ISO 9249, SAE J1349 2532 Nm
Displacement 16,1 dm3

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Transmission
HTE400
Planetary gears
Lock-up
T-ECU

Transmission
The machine has a new
drivetrain,
transmission with planetary gears,
lock-up function, and
T-ECU.
The planetary transmission has 6 gears;
1, 2, 3, 4, F and R.

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Axles
AHW90
Limited slip (Option)
Wet disc brake
Slack adjuster
Forcible brakecooling system.
(Cooler is option)

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

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Steering
Electro-hydraulic Power Steering
(EHPS)
Shift valve
Stop damping (CDC)
Angle sensor

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

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Loader unit
Z-bar linkage
Single tilt cylinder
End-stroke damping
Angle sensor for tilt and lift
position
Return-to-dig

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

cross-over boom

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

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Lift
End-stroke damping
Angel sensor
Return to dig
Boom kick out

Lift
There are two versions of Lift cylinders for L350F:
Version 1:
Standard, for short boom and bucket
Cylinders 200/110 mm.
Version 2:
Long boom and bucket
Block handler, HD,
Timber handler
Cylinders 230/120 mm.

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Tilt
End-stroke damping
Bucket kick out

Tilt
Tilt cylinder
End-stroke damping
Bucket kick out

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Cab
ECC
I- ECU, Display
ROPS Structure

Cab
ECC
I-ECU, Display
ROP Structure
The glass area is large, which gives very good visibility close-up. The climate control system is SW
controlled. The cab mounts are new with viscous pads for vibration damping.
The lower part of the door is angled to avoid sharp corners. Handles are shaped for safe entry.
The cab has Roll Over Protection Structure, ROP-structure

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Electrical system
New display
New button panel
New ECUs and electronic
platform
New functions
Electric servo
New connectors

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

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Complete machine

Complete machine
Now we have become familiar with the new features of L350F and we are going to look closer at each
function.

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General section, Study Guide

General section, study guide

Topics:
Description of the L350F machine main components and their product numbers.
Objectives: After completing this section the student should be able to:
To describe what main components installed in the machines.
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Product number for L350F XXXXX (Machine)

Wheel loader L350F has articulated frame steering and four-wheel drive.
The engine is a six-cylinder, four-stroke, direct-injection (common rail), turbocharged diesel engine type
D16E.
There is a single-stage hydraulic torque converter between the engine and the transmission.
Front and rear axles have fully floating drive shafts with planetary gears in the wheel hubs. The front axle
is equipped with a differential break.
The service brakes on these machines are wet type disc brakes.
The service brakes are integrated in the respective wheel hubs and the parking brake is located on the
output shaft in the transmission
The hydraulic system is servo controlled, load sensing.
Three variable piston pumps provide all hydraulics with oil.
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Summary

50 ton class wheel loader

4 versions

D16E V-ACT, IEGR

Planetary transmission HTE400, lock-up

Wet disc-brake 11 disc/hub

Axle oil circulation

EHPS steering valve

Summary

50 ton class wheel loader

4 versions
D16E V-ACT, IEGR
Planetary transmission HTE400, lock-up
Wet disc-brake 11 disc/hub
Axle oil circulation
EHPS steering valve

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Electrical principles

Electrical system, study guide

Topics:
Computer network, operator and service displays, location of components, how to read wiring diagrams,
system main feeds, how to read software function descriptions, trouble-shooting procedure and tools.
Objectives: After completing this section the student should be able to:
To collect the relevant information from the operator display.
To carry out inspection of circuits according to the Service Manual.
To read wiring diagrams and software descriptions in the Service Manual.
To find the relevant components on the machine.
Exercises, See the symbol for practical exercise, the universal screw spanner:
Exercice, Electrical principles, gear selector switch
Exercice, Electrical principles, trouble shooting + sensor measuring
Exercice, Electrical system, voltage feed ECU:s
Exercise, Electrical system, data
Diagram:
Diagram 301 Voltage Supply
Diagram 302 Voltage Feed Control Units
Diagram 303 Start Circuit
Diagram 306 Flashing Hazard Lights
Diagram 310 Communication ECUs
Diagram 603 Steering, lever
Diagram 805 Air Conditioning
Diagram 806 Air Conditioning
Diagram 306 Flashing Hazard Lights
Diagram 805 Air Conditioning
Diagram 806 Air Conditioning
Diagram 909 Working Hydraulics

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Technical Data

Technical data, electrical system

Central warning system Contronic electrical system with central warning light and buzzer for following
functions: - Serious engine fault - Low steering system pressure
Over speed warning engine Interruption in communication (computer fault) Central warning light and buzzer with the gear engaged
for the following functions. - Low engine oil pressure - High engine oil temperature - High charge air
temperature - Low coolant level - High coolant temperature
High crank case pressure - Low
transmission oil pressure - High transmission oil temperature
Low brake pressure - Engaged parking
brake - Fault on brake charging - Low hydraulic oil level
High hydraulic oil temperature - Overspeeding
in engaged gear - High brake cooling oil temperature front and rear axles
Voltage 24
Batteries 2x12 V
Battery capacity 2x170 Ah
Cold cranking capacity, approx 1000 A
Reserve capacity, approx 330 min
Alternator rating 2280 W 80 A
Starter motor Output 7,0 kW
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Description

1. Fuse box 2. Batteries 3. Battery

disconnector, fuse FU74 4. Electrical
distribution box

Electrical system, description

The machine has a 24 V electrical system with two 12 V batteries connected in series, located in a battery
box inside of the steps on the left side of the machine.
The battery disconnector is located under the battery box. Fuse FU74 is located inside of the battery box,
and serves voltage converter for radio. Voltage feed for the voltage converter is disconnected with the
battery disconnector.
Relays and fuses are mainly located in the electrical distribution box behind the operator's seat and are
accessed by removing the cover for the electrical distribution box. The cover's inside is provided with a
decal that informs which power-consuming component is connected to each relay and fuse. There is a built
-in terminal for fuse test in the electrical distribution box. The relays in the electrical distribution box are
interchangeable.
Components are marked according to which function group they belong. The first two digits indicate
function group and the other digits are running numbers, e.g., SE2203.
Note
For working on the electrical system, follow the instructions in section 300.
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Batteries

Batteries
Batteries 2x12 V
Battery capacity 2x170 Ah

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Battery disconnector

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

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Alternator

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

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Starter motor

Starter motor
The starter motor (overheat protection).
Software controlled.

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Main fuses

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

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Cable installation cab wall

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

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Electrical distribution box

Electrical distribution box

Here we see the electrical distribution box.
On the circuit board there are fuses, relays, and other electrical components.
The F-models have a new circuit board.
If possible show quick connector as loose component.

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Fuse Test

Fuse test
There is a fuse test on the circuit board.

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V-ECU, V2-ECU, SWM

SWM

V-ECU
V2-ECU

V-ECU, V2-ECU, SWM

The machine electronics include seven control units that communicate with each other via three data
buses. Each control unit processes values from sensors and controls which help to control components so
that desired function is obtained.
Machine electronics facilitate troubleshooting with a well-designed and expansive diagnostic system. In
case of electrical malfunctions/errors, the operator receives a message on the information panel.
For service personnel, the service tool VCADS Pro can be plugged into sockets located by the electrical
distribution box behind the operator's seat.
Control units included in the system are:
Vehicle control units V-ECU and V2-ECU are located by the electrical distribution box behind the operator's
seat and contains software for controlling components and handling information from sensors located
outside the cab. The vehicle control unit is connected to the other control units via data bus.
Steering wheel module SWM is located by the electrical distribution box behind the operator's seat,
contains software for steering with steering wheel and CDC. The steering wheel module is connected to the
other control units via data bus.
Communication for programming, changing parameters, and reading out error codes, testing and checking
components, etc. is done with VCADS Pro. In VCADS Pro, MID-designations (Message Identification
Description) are used for the control units.
Reading of input and output signals, setting certain functions, reading off machine information, etc. can be
performed with the information panel.
If a malfunction occurs in any system, information is sent via the data bus, which makes it possible to
read off the information on the information panel or by using VCADS Pro.

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T-ECU

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

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ECC-ECU

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

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Engine control unit E-ECU

Engine control unit E-ECU

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

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W-ECU

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

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Instrument panel

Instrument control unit, I-ECU

Instrument panel
Instrument control unit I-ECU is located in the instrument panel and includes software for presentation of
operator information on the information panel with warning and control lights.
Added and changed functionality in Instument ECU:
New instrumentation and menu structure and key pad.
New HVAC.
Rear wiper function dependant of gear selector.
Cycle setting for automatic greasing integrated in instrument.
Operating time left with existing fuel (opt).
Fuel consumption, average and total (opt).
Cooling efficiency (opt).
Excercise New Keypad:
Show what you can see, and which information is possible to retrieve.
Do an exercise where the student has to change language in the panel.
Turn on keypad SW3801, then what happens?
See to it that a few warning lights are on.
Save the warnings by pressing ESC .
Warnings can be read off at later time by pressing the Envelope .

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Switches in Cab

Lock-up, On-Off

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

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Electronic Platform

Electronic platform
Standard on L350F:
VECU,IECU,EECU,V2ECU,ECC-ECU, TECU, and SMW
If Telematic will be used an extra , WECU must be connected to the system.
CDC and Lift/Tilt controlled by V2ECU.

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Error code and service mode

Instrument-ECU, I-ECU.
This is a brief introduction to the Error Code and Service mode.
During this first part see Error code flap is white, down right in the presentation.
Error code
See the Error code Check Reduced gearshift function .
You have two choices. ESC or SELECT
If you press ESC you can read the message later.
Press SELECT.
See the Detail info.
Press ESC. You are back.
Press ESC again. You see another Error code Check ECC failure
Press ESC and you see the envelope in the left corner in the display.
Press 7, the envelope. You see Vehicle messages Reduced shift function
Press SELECT. See Detail info.
Press ESC. You are back.
Press the down arrow. HVAC failure high lights.
Press SELECT.
You see the Detail info.
Press ESC. You are back at the beginning.

and

HVAC failure

Now the second part. Click at Service mode flap down right in the presentation. Service mode highlights.
In this example you can only operate Engine, 1, at the Keyboard.
Service mode
Press Engine, 1. You see the Coolant temperature.
Press ESC. You see 0 km/h

Electro hydraulic servo controls

Seat mounted lever console

Ergonomic armrest
More adjustment possibilities
Electrical lever lock
F/R switch
Kick down switch integrated in lift
lever
Option:
3rd hydraulic function

Electro hydraulic servo controls

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

Seat mounted lever console

Ergonomic armrest
Many adjustment possibilities
Electrical lever lock
F/R switch
Kick down switch integrated
in lift lever

Option:
3rd hydraulic function

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Angle Sensor for Tilt Function

Angle sensor for tilt function

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

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Cable routing of plus-feed and ground connections

1. The machine has two batteries that are

located under the left cab steps.

2. Plus-feed from the battery passes to the

battery disconnector which is also located on
the plus side

New cable routing of plus-feed and ground connections

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

Picture text:

Cable routing of plus-feed and ground connections

3. From there, plus and ground cable are

installed in parallel on the inside of the left

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

Picture text:

Cable routing of plus-feed and ground connections

4. From these distribution blocks, each

connection is distributed.

5. The plus-connection has a feed to the main

fuse box and the starter motor. The ground
connection branches to the starter motor and all
ground connections will be connected to that
ground point.

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

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Main fuse box

Main fuse box

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

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Trouble-shooting procedure

Trouble shooting procedure

Service Manual
VCADs
Multi-meter
Pressure Gauge
Break out box

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Software function, description

Software description
Software is stored in the control units. To determine which software is in the control units, the part
number of the software (Main software) is read in the information panel or with the service tool VCADS
Pro.
Updating of the machine's software is handled through release of a new edition. The releases are
designated with Year:edition, for example, R2006:5 and gets a new part number.
Updating of software for control units takes place through downloading of new software from VOLVO with
VCADS Pro.

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Reading Diagram

Cable and component marking explanations

Principle diagram, wiring diagram
1.
Voltage feed (30, 15, 15E, etc.)
2.
Cable colour
3.
Connector, connector pin
4.
Component designation
5.
Ground connection (31K, 31F, etc)
6.
Reference to other diagram (WDxxx), same reference number is found in indicated diagram. The
flag's point indicates the current's direction.
7.
Reference to other diagram (WDxxx), more information is found in indicated diagram
8.
Lead number, made up of function group (e.g., 3) and running number (e.g., 033)
9.
A lead drawn with a thick line means that it is a printed circuit on circuit board

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Wiring Diagram 301

Wiring diagram 301

Voltage Supply
Explain WD301
And why AL3201 BS is plus feed when 3101 open.

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Wiring Diagram 302

15EECU

Diagram 302, voltage feed control units

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

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Wiring Diagram 303

Diagram 303, start circuit

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

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Wiring Diagram 306

Diagram 306, flashing hazard lights

58A feed to light emitting diode in switch.

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Wiring Diagram 310

Diagram 310, communication ECUs

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

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Wiring Diagram 603

Diagram 603, steering lever

EMC, explain.
SWM, explain.
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Wiring Diagram 805

Wiring diagram 805

WD306

Flag 7

Why?

SE8701, 8702, 8708, 8709

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Wiring Diagram 806

Diagram 806, air conditioning

Explain WD302

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Wiring Diagram 306

Diagram 306, flashing hazard lights

WD805

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Wiring Diagram 805

Diagram 805, air conditioning

Explain: WD306

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Wiring Diagram 806

Diagram 806, air conditioning

MO8703, 8707 Explain.

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Wiring Diagram 909

Diagram 909, working hydraulics

The working hydraulics is controled by the V2ECU.

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Wiper Front

Torkare fram
Intervallfunktion fram
Matning frn 15A och skring FU34 till SW3602, RE15 och MO3602.
SW3602 i lge J ger insignal till I-ECU IC5. Via CANbus till V-ECU erhlles utsignal frn V-ECU VB60 till
RE15 87.
RE15 ger spnning via SW3602 till MO3602 5.
Den programmerade intervalltiden styrs av V-ECUns signal till RE15.
I-ECU-IC6 detekterar konstant torkare fram om IC5 saknas
Hastighet 1
Matning frn 15A och skring FU34 till SW3602, RE15 och MO3602.
SW3602 i lge 1 ger konstant torkare fram hastighet 1 insignal I-ECU IC6= konstant torkare fram.
Stop
I MO3602 finns en kamsxel som roterar med motorn. Nr kamen r I sitt hga lge sluter den mellan 3
och 2 p MO3602.
Hastighet 2
Matning frn 15A och skring FU34 till SW3602, RE15 och MO3602.
SW3602 i lge 2 ger konstant torkare fram hastighet 2 insignal I-ECU IC6= konstant torkare fram.
Spolning
Matning frn 15A och skring FU34 till SW3602, RE15 och MO3602.
Aktiverad SW3608 ger insignal I-ECU IC4=spolare fram P. Via CANbus till V-ECU erhlles utsignal p VECU VB60 som aktiverar RE15 som ger spnning till MO3602 lge1, hastighet 1.
Villkor
Intervall lge P ger torkare P i 0,5 s. Och funktionen r avstngd i X s. Mjlig intervalltid: 5-25 s
Frinstllt vrde r X=7 s.
Spolning P ger intervall P efter 1 s och spolning P.

Wiper back

Torkare bak
Intervallfunktion bak
Intervallfunktionen bak r beroende av intervalltorkaren fram.
Villkor
Nr torkaren fram r aktiverad och torkare bak r aktiverad och backvxel lggs i d kommer torkaren
bak att starta.
Nr torkaren bak r aktiverad och intervalltorkaren fram r aktiverad
d kommer torkaren bak ocks att vara i intervallge.
Spolningen bak startar om torkaren bak r aktiverad och spolningen fram r aktiverad.

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Summary

New diagram reading

4 digits in parts designation

Function description at each function group

New ECUs added

New connectors

New electronical platform

Summary
Repeat the most important features.
New diagram reading
4 digit in parts designation
Function description at each function group
New ECU s added
New connectors
New electronical platform
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Engine

Engine, study guide

Topics:
Fuel systems, lubrication systems, cooling systems and Engine Management System (EMS) on the
different engines, including service and trouble-shooting procedures and tools.
Objectives: After completing this section the student should be able to:
- To perform service procedures described in the Service Manuals.
- To carry out inspection of systems according to the Service Manual.
- To understand wiring diagrams and software descriptions in the Service Manual, related to the engines.
- To find the relevant components on the machine.
Exercises, See the symbol for practical exercise, the universal screw spanner:
Exercise Engine, EMS-system, back up function engine speed indicator

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Introduction
In order to meet the Tier 3 / Stage IIIA legislative demands concerning exhaust emissions, a new version
of the Volvo D16 engine has been developed
The D16E V-ACT engine is an in-line six cylinder direct injected turbo charged diesel engine with
intercooler and mechanically actuated electronically controlled unit injectors, governed by the EMS system.
It has a one piece cylinder head, four valves per cylinder, over-head camshaft and rear located timing
gear train.
V- ACT is the acronym for Volvo Advanced Combustion Technology and embodies the unique technology
specifically developed by Volvo for its heavy duty and medium duty diesel engines powering Volvo
construction equipment.
V-ACT represents new achievements in the areas of combustion efficiency, emissions reduction and overall
engine performance. Major V-ACT features include a new flexible high pressure fuel injection system, new
air handling technology incorporating a unique internal exhaust gas recirculation system, and an enhanced
electronic controller for precise control of the fuel and air handling systems.

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Emissions
The D16E V-ACT engine meets EU non-road regulation stage IIIA, US EPA federal non-road regulation Tier
3 and California CARB non-road regulation Tier 3 emission standards.
Step 1 was introduced on the USA market in 1996 and in Europe 1998 for off-road diesel engines in the
power range of 130 kW to 560 kW.
Tier 2 was introduced on the USA market in 2001 for engines in the power range of 225 kW to 450 kW
and Stage II was introduced in Europe 2002 for engines in the power range of 130 kW to 560 kW.
V-ACT is implemented on the D16E engines for the US and EU market as from January 2006.
Stage IIIA Europe:
Power kWFrom 1/1NOx+HCg/kWhPMg/kWhCOg/kWh130-56020064.00.23.575-13020074.00.35.0377520084.70.45.019-3720047.50.65.5
Tier 3 USA:
Power kWFrom 1/1NOx+HCg/kWhPMg/kWhCOg/kWh130-56020064.00.23.575-13020074.00.35.0377520084.70.45.019-3720047.50.65.58-1920057.50.86.60-820057.50.88.0
Tier 4A and Stage IIIB comes into force in year 2011 for the high powered engine range.

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V-ACT hardware
The IEGR rocker creates a small second exhaust valve lift. This extra lift feeds exhaust gases back into the
cylinder during the inlet stroke.
The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of electronic
features and to enhance reliability.
The proven new high-pressure dual solenoid diesel fuel injector, Delphi E3, introduced with the Volvo U.S.
EPA 2002 highway engine, is an integral part of the V-ACT system.
1. Switch Able Internal EGR
2. Engine Management System Controller EMS2
3. High-pressure dual solenoid fuel injector Delphi E3

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Rocker arm mechanism continue

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

Picture text:

Exhaust rocker assembly

The picture shows the exhaust rocker assembly.
1. Non return valve
2. Trunk valve
3. Pin bushing
4. Bushing
5. Master piston
6. Slave piston

Picture text:

IEGR & exhaust rocker function

Lube oil from the rocker arm shaft is fed through a hole in the rocker arm bushing (1). When the IEGR is
activated the oil pressure in the rocker arm shaft is increased by the IEGR control valve to approximately
4 bar, full oil pressure. When the oil pressure in the rocker arm shaft exceeds 1.8 bar it will overcome the
spring force acting on the trunk piston (2) and the oil may then enter via the non return valve (3) through
the drilled channel (4) to the volume below the master piston (5) forcing it toward its upper mechanical
stop.
When the cam lobe activates the IEGR rocker arm (6) it presses on the master piston (5). The master
piston is forced downwards in
a barrel (7) in the exhaust rocker.
When the master piston (5) is pressed downwards in the barrel (7) the oil is forced through the red
marked drillings (4) to a volume above the slave piston (8), which is situated right above the exhaust
valve yoke (9). The slave piston is forced downwards, as the non return valve (3) is preventing the oil
from being evacuated back to the rocker arm shaft, lifting the exhaust valves. The IEGR gases may now
enter the combustion chamber during the inlet stroke.

Picture text:

IEGR active & inactive

A prerequisite for that the slave piston shall press down the yoke, for the IEGR lift to occur, is that the non
return valve (3) is blocking the drain for oil, keeping the slave piston (4) against it s bottom mechanical
stop. Thus, by controlling the non return valve (3) the IEGR function can be shut off and on.
This is done by a trunk piston (2) which, depending on the oil pressure inside the rocker arm shaft (1),
keeps the non return valve activated/deactivated.
The oil pressure in the rocker arm shaft is set by the Engine ECU to either 1 bar or 4 bar (full oil pressure)
by means of the IEGR control valve.
IEGR Inactive:
When the oil pressure in the rocker arm shaft is 1.5 bar or less it is to low to overcome the spring force
acting on the trunk piston (2). The trunk piston blocks the inlet channel (7) and no oil can enter in to the
master- and slave piston department. The non return valve (3) is kept disengaged by the trunk piston (2)
and if there is any oil trapped in the volume above the slave piston (4) it will be evacuated via the inlet
channel (7). No IEGR lift can occur.
IEGR Active:
When the oil pressure in the rocker arm shaft is 1.8 bar or higher it will overcome the spring force acting
on the trunk piston (2). The trunk piston no longer blocks the inlet channel (7) and oil enters in to the
master- and slave piston department. As the trunk piston is forced open the non return valve (3) is now
preventing the oil in the volume above the slave piston (4) to be evacuated. When the cam lobe lifts the
IEGR rocker forcing the master piston (5) downwards, the oil now transmits the force to the slave piston
(4) holding it against its bottom mechanical stop and the IEGR lift can occur.

Picture text:

IEGR valve lift

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

Picture text:

Valve adjustment 1
You can view the film or the slides Valve adjustment.
Remove the leaf springs.
Rotate the cam shaft to the marking for the relevant cylinder.
The dash marking on the cam shaft must be positioned between the two dash marks on the bearing
housing.
Adjust all rockers for that cylinder; inlet, exhaust and IEGR rocker. Also adjust the injector preload if
necessary.
Cylinder number one shown.

Picture text:

Valve adjustment 2

Valve adjustment 2
Adjust the inlet valve clearance.
Set the clearance between the rocker arm ball socket and the valve caliper to 0.3 mm using the adjusting
screw on the rocker arm and a feeler gauge.
Torque to tighten the nut: 38 Nm
A. Inlet
B. Injector
C. Exhaust

Picture text:

Valve adjustment 3

Valve adjustment 3
Preload the injector only if necessary.
Eliminate the clearance between the adjusting screw and the injector by turning the adjusting screw.
Turn the adjusting screw another 240 (4 hexagons).
Torque to tighten the nut: 52 Nm

Picture text:

Valve adjustment 4

Valve adjustment 4
Adjust the exhaust valve clearance.
The valve caliper must be preset before adjusting the exhaust rocker arm clearance (see service
manual).
Adjust the clearance between the exhaust rocker arm ball socket and the valve caliper to 0.60mm, using
the adjusting screw on the rocker arm and a feeler gauge.
Torque to tighten the nut : 38 Nm

Picture text:

Valve adjustment 5

Valve adjustment 5
Adjust the IEGR clearance:
Loosen the nut on the IEGR rocker arm.
Place a dial indicator on the feeler gauge, close to the ball socket, and set the dial indicator to zero.
Tighten the adjusting screw with a hexagon key until the dial indicator shows that the valve yoke has
moved 0.20~0.30mm.
Correct clearance is then obtained by turning the adjusting screw 780 counter clockwise. (2 revolutions
+ 1 hexagon).
Tighten the nut 52 Nm.
The IEGR rocker arm clearance adjustment is now completed. The feeler gauge can be removed.
REPEAT THE PROCEDURE (1 to 7) UNTIL ALL ROCKER ARMS ON ALL CYLINDERS HAVE BEEN ADJUSTED.

Picture text:

Valve adjustment 6

Valve adjustment 6
Check the clearance between the camshaft and the IEGR rocker arm with a feeler gauge.
Clearance : 4.1 ~ 4.3 mm
A. IEGR rocker arm

Picture text:

Valve adjustment 7
Reinstall the leaf springs:
Hexagon screws are to be tightened to 25 Nm on all six cylinders.

Picture text:

Principle
1. Overflow valve
2. Fuel return hose
3. Cylinder head lengthways channel
4. Cylinder head
5. Cooling circuit for the control unit
6. Pressure limiting valve
7. Feed pump
8. Tank
9. Non-return valve
10. Water trap
11. Drain valve
12. WIF (water in fuel) sensor
13. Fuel heater
14. Pre-filter
15. Valve
16. Non-return valve
17. Hand pump
18. Measuring point
19. Fuel pressure sensor
20. Main filter housing
21. Valve
22. Valve
23. Main filter
24. Distribution housing
Principle
The fuel is drawn by the feed pump (7) from the tank (8) through the pre-filter (14) with water trap (10),
through the cooling circuit for the control unit (5) up to the distribution housing (24) and from there,
together with the return fuel which passes through the overflow valve (1), to the feed pump suction side.
The pump forces the fuel to the main filter housing (20) and through the main filter (23), to the cylinder
head lengthways channel (3) , which has a circular groove round each unit injector. The overflow valve
(1) maintains a constant fuel feed pressure for the injectors and opens at 3.5 to 4.5 bar.

Chassie mounted fuel filter

The D16E engine fuel filter housing is chassie mounted. Both pre- and main fuel filter is mounted on this
housing.
The main components in the fuel filter housing are:
Die cast housing
Manual hand pump
Fuel pressure sensor
Valve units (valves located inside the filter nipples)
The manual hand pump is only to be used when the fuel system has been completely drained, for example
after maintenance or if the driver has run out of fuel.
The fuel pressure sensor is located after the main filter and measures the fuel feed pressure to the unit
injectors.
When changing filters no deaeration is necessary. The fuel system together with the three valves in the
fuel filter housing is designed to deal with the air in the new filters that are to be mounted dry.
1. Inlet from fuel tank to pre-filter
2. Outlet from pre-filter to fuel feed pump
3. Inlet from fuel feed pump to main filter
4. Outlet from main filter to unit injectors
5. Air ventilation duct

Picture text:

Fuel filter housing, valves

The filter housing is equipped with valves incorporated in the pre- and main filter nipples. The valves
prevent spillage when changing filters and the valve in the main filter nipple also automatically deaerates
the fuel system after filter change or total drainage of the system.
Valve in the pre filter nipple:
In the pre filter nipple is located a non return valve (A) that will, due to its weight, fall down and stop the
fuel from draining through the filter nipple when the filter is removed or empty. When the fuel pump is
running, pumping both fuel and air that may be in the system, the valve will be lift of its seat and fuel and
air can pass.
Valve in the main filter:
In the main filter nipple is located a double function valve (B) that comprises of one non return valve
(same as for the pre filter described above) and one sleeve for automatic deaeration. The valve and sleeve
can assume three positions as shown on the picture:
1. Filter change, engine off; as the fuel pump is not running there is no fuel/air flowing through the
system. The sleeve and valve are both, due to their own weight, in their lower position. This will prevent
spillage when the main filter is removed.
2. Engine start-up; The fuel pump is running, pumping mainly air through the main filter nipple, the non
return valve will by the air flow be lift of its seat opening the passage upwards to the air ventilation hose.
As the sleeve is heavier it will not lift until the air is vented and fuel starts to flow through the system.
3. Fully primed; both the sleeve and non return valve are in their upper position. As the air is now fully
vented the two valves are lifted by the homogeneous fuel flow through the nipple. With the sleeve in its
upper position the fuel will now exit the main port while the non return valve will keep the air ventilation
duct closed. The fuel system is now continuously deaerated through the deaeration valve located on the
cylinder head.
Deaeration procedure
As the fuel filter housing has automatic air bleeding, no deaeration is necessary after changing filters. The
manual hand pump is used only in case the fuel system has been completely drained from fuel.
When changing fuel filters, the new filters are to be mounted dry. After mounting the new filters, start the
engine. The engine will run on the fuel left in the system. After running the engine on idle for
approximately 1 minute (the engine will misfire for approx. 30 seconds) the air from the new filters is
deaerated.
If the fuel system has been completely drained the hand pump on top of the fuel filter housing has to be
used for bleeding the system. It takes between 200 and 300 strokes until the deaeration of the system is

Delphi E3 overview
The Delphi E3 injector has a unique quality, to control the injection timing, fuel amount and injection
pressure with two separate solenoid activated valves.
The first valve, the Spill Valve (SV) (1) controls the injector internal pressure build up.
The method used to control the injection pressure is to let the pressure build internally in the injector up
to a desired level before opening the nozzle needle (14).
To make the needle opening freely adjustable, a second valve is introduced, the Needle Control Valve
(NCV) (6). It is a three port, two-position valve, located between the high pressure fuel line (9), the low
pressure fuel line (7) and a needle-backing chamber (11).
The valve controls the pressure in the backing chamber by either connecting the chamber to the high
pressure fuel line or to the low pressure fuel line. The pressure in the chamber exerts force on the back of
the nozzle needle (14) via the control piston (12). Also the needle closing spring (13) acts to keep the
needle closed.
1. Spill Valve (SV)
2. SV armature
3. SV electrical coil
4. NCV electrical coil
5. NCV armature
6. Needle Control Valve (NCV)
7. Low pressure fuel line
8. Nozzle
9. High pressure fuel line
10. Return spring
11. Needle backing chamber
12. Needle control piston
13. Needle closing spring
14. Needle

Picture text:

Phases
- Neither the spill valve (SV) nor the needle control valve (NCV) solenoid is electrically activated. The
return spring is forcing the SV to its upper position and the NCV to its lower position. In this position the
SV is open and the fuel are routed from the pump chamber back into the low pressure fuel feed line and
no internal pressure build-up occurs in the high pressure fuel line. In this position the NCV is closed
connecting the needle backing chamber with the high pressure fuel line, but as the SV is open there is no
pressure build up behind the needle.
- The SV solenoid is electrically activated and the SV is pulled downwards closing the connection to the low
pressure feed line. In this position the SV is closed and all fuel is forced from the pump chamber via the
high pressure fuel line. The fuel pressure increases acting on the injection needle lift area. The NCV is still
not activated (still closed) connecting the needle backing chamber with the high pressure fuel line, why the
needle can not yet be lifted.
- The SV is still closed and the fuel pressure is still increasing. When the desired pressure is achieved, the
NCV is activated (opened), closing the high-pressure line connection to the backing chamber of the needle
and at the same time connecting the chamber to the low pressure line. The pressure on the lift side, now
higher than required to overcome the closing force from the needle closing spring, opens the needle and
injection occurs until the NCV is closed or until the SV is opened.
In this way the needle opening pressure can be varied between the preset NOP of the spring and the
maximum pumping pressure. Practically the levels used are between 300 to 2000 bars, to be compared
with a common nozzle, using 250 to 350 bar opening pressure. With this technology we have full
electronically control of the injection timing.
High NOP is used to reduce the formation of sot and particulates but is has a negative effect on the
engines sound emissions.

Picture text:

Delphi E3 trim code

There are three sets of markings on the electrical connection of the injector; part number, trim code and
manufacturing number.
When replacing one or more injectors, the engine control unit must be programmed with the new injector
code called the "trim code".
The code consists of 9 characters. Valid characters are 0 to 9 and A to Z excluding I, O, Q and S (a set of
32 characters).
The trim code is programmed using the parameter programming in VCADS Pro and needs only to be done
for the cylinder in which the unit injector was replaced.
Also marked on the electrical connector are a dot code (square shaped) used in production, containing part
number, serial number, date, trim code type, supplier data and trim code.

Picture text:

EMS2
The engine control unit is designed for mounting directly on the engine block; it s fitted by four M8 bolts.
The unit has drainage holes located close to the corners of the longer sides to avoid water accumulation
inside. The holes are also required for correct readings of the internal ambient air pressure sensor.
An ECU-cooling raft is bolted to the outside of the EMS2 case, using six self-tapping M6 screws.
The EMS2 has two individually coded 62 pin electrical connectors. The connectors are locked with a locking
lever on the connector.
The EECU (Engine Electronic Control Unit) is supplied with anti-vibration (AV) mounts to withstand the
engine vibration. The AV mounts also provide thermal insulation from the engine block.
The EMS2 comprises the latest electronic hard ware, enhanced functionality for further optimisation of
combustion and also basis for Tier 4 and 5 technologies.
The EMS2 is necessary for controlling the new Delphi E3 unit injector (pre- and post injection possible but
not used on Volvo CE D9B V-ACT engine) and also for controlling the IEGR system.

Picture text:

Sensor locations
1. Oil level & Temperature sensor
2. Crankcase pressure sensor
3. Coolant level sensor
4. Air pressure and temperature sensor
5. Oil pressure & temperature sensor
6. Boost pressure & temperature sensor
7. Coolant temperature sensor
8. Cam speed sensor
9. Crank speed sensor
10. Fuel pressure sensor
11. Water in fuel sensor

Picture text:

Summary

Summary

D16E
V-ACT
I-EGR
Step 3
EMS2

Picture text:

D16E

V-ACT

I-EGR

Step 3

EMS2

Cooling Fan and Braking System

Cooling fan and braking system, study guide

Topics:
Cooling fan and brake systems on the different machines, including service and trouble-shooting
procedures and tools.
Objectives: After completing this section the student should be able to:
To perform service procedures described in the Service Manuals.
To carry out inspection of systems according to the Service Manual.
To understand wiring diagrams and software descriptions in the Service Manual, related to the cooling
fan and brake systems.
To find the relevant components on the machine.
Exercises, See the symbol for practical exercise, the universal screw spanner:
Exercise, Brakes
Exercise, Cooling Fan
Picture text:

Technical Data

Service brakes are dual circuit all-hydraulic multi disc brakes

Parking brake Wet multidisc type in transmisson housing

Secondary brake (Dead Engine) Dual circuit axle-by-axle

system.

Number of brake discs per wheel front 11

Number of brake discs per wheel rear 11

Accumulators 7 x 1,0 l

Technical data, cooling fan and brakes

Service brake
Service brakes are dual circuit all-hydraulic multi disc brakes with nitrogen charged
accumulators and automatic slack adjusters. Outboard mounted oil-cooled, wet disc brakes at
each wheel. Filtered and cooled oil circulated through each brake when engine is running.
Transmission declutch during braking can be preselected by a switch on the instrument panel.
Parking brake
Wet multidisc type in transmisson housing. Spring applied, electro hydraulically
released via a swich on dash board. Applies automatically when the key is turned off.
Secondary brake
Dual circuit axle-by-axle system. Actuated by service brake pedal. Low
pressure alarm. Dead engine braking capability provided by seven nitrogen-charged accumulators.
Standard The brake system complies with the requirements of SAE J / ISO 3450:1996.
Number of brake discs per wheel front 11
Number of brake discs per wheel rear 11
Accumulators 7 x 1,0 l

Picture text:

Cooling Fan and Braking System

Cooling fan and braking system

Brakes, principle illustration
1 Accumulator block
2 Foot brake valve
3 Hydraulic oil tank
4 Cooling fan
5 Hydraulic pumps P1,P2,P3
6 Central block
7 Axles with wet disc brakes
Picture text:

Braking system

Braking system
1
2
3
4

Pumps P1,P2,P3
Central block
Accumulator block
Foot brake valve

Picture text:

Braking System, description

Fig.1
1. Central block
2. Accumulator block 1 brake
3. Accumulator block 2 brake
4. Slack adjuster

Braking system, description

The machine has a hydraulic brake system, divided into two circuits, one for the front axle and one for the
rear axle.
The hydraulic brake system consists of a foot brake valve and two accumulator blocks with a total of seven
accumulators.
The accumulators are precharged with nitrogen gas and their purpose is to store pressure and to make
sure that the braking capacity is safeguarded.
The brake system is supplied via the central valve with hydraulic oil from Pump 3 (P3) or Pump 2 (P2).
P3 supplies the radiator fan and ensures that the brakes are charged during transport operation. P2
supplies the brake system passively when the working hydraulics is used and when P2 is not supplying the
steering system with oil.
If the brake pressure becomes too low, information about this is shown on the operator display unit.
The axles have built-in brake disc wear indicators. The axles are also provided with slack adjuster that
compensate for brake disc wear so that the brake pedal angle remains the same, regardless of brake disc
wear.

Picture text:

llll

LS-pressure pump animation 1

1 Load
2 Control valve
3 Servo valve
4 Control piston
5 Swash plate
6 Displacement spring
7 Drive shaft
8 Cylinder block
9 Spool, pressure compensator
10 Spool, flow compensator
11 Adjustment standby pressure
12 Adjustment maximum pressure

Picture text:

Central valve

Central valve 1
1 Pressure reducing valve: adjustment
for max. brake pressure
2 Pressure reducing valve: max.
servo pressure
3 Shock valve for activated shift valve
4 Priority valve: prioritizes steering
for P2
5 Shuttle valve: selects the highest
LS-pressure form steering or working
hydraulics and directs it to the flow
compensators on P1 and P2
6 Shuttle valve: Selects highest
pressure from either P3 or P1, P2
P3 gives electric brake charging
P1 and P2 gives passive brake
charging
7 Restriction: Gives restricted flow
to PWM2601 (create press. diff.
between PF - LSF
9 PWM2601 Proportional valve for
cooling fan speed and brake charging
(P3) controlled by V-ECU
10 MA5502 Brake charging valve:
restricts flow to the fan to ensure
brake charging. Controlled by V-ECU

Picture text:
Press the position numbers in the diagram

Foot Brake Valve

Foot brake valve

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

1 Piston
2 Adjusting screw for circuit pressure
3 Security seal
4 Adjusting screw for pedal clearance
5 Pressure check connection
SE5205 Sensor, brake lights, output brake pressure

Picture text:

Foot brake valve, overview

T.
BR1.
BR2.
SP1.
SP2.

Tank connection
Outgoing brake pressure to brakes
Outgoing brake pressure to brakes
Incoming brake pressure from brake accumulator block
Incoming brake pressure from brake accumulator block

1 Spool, rear circuit (L60F-L120F)

front circuit (L150F-L220F)
2 Spool, front circuit (L60F-L120F)
rear circuit (L150F-L220F)
3 Return spring, rear circuit
(L60F-L120F) front circuit (L150F-L220F)
4 Return spring, front circuit
(L60F-L120F), rear circuit (L150F-L220F)
5 Piston, actuated by foot brake pedal
6 Return spring, foot brake pedal

Picture text:

Foot brake valve, details

1, Brake not applied
When the foot brake valve is not activated, the return springs (3 and 4), push up the spools (1 and 2).
The connection between the pressure channels (SP1 and SP2) and the outgoing brake pressure channels
(BR1 and BR2) are closed. The outgoing pressure channels (BR1 and BR2) are therefore connected to tank
via connection T.
2, Partial brake
If the brake pedal is depressed slightly, the piston (5) will act on the spring (6). The spring will push down
the spools (1 and 2), closing the tank connection for the brakes. Oil from the pressure channels (SP1 and
SP2) can now flow to the brakes through the outgoing brake pressure channels BR1 and BR2. The brakes
are applied and the pressure increases in the channels BR1 and BR2.
When this pressure corresponds to the force that the brake pedal exerts on the spring (5), it helps the
return spring (3) to push up the spool (1) and the return spring (4) to push up the spool (2).
Now, the oil flow to the brakes is closed and a brake pressure, corresponding to the brake pedal
depression (spring force) is obtained.
3, Full brake
The downward movement of the brake pedal is limited by the adjustable stop for the foot brake pedal.
This is used to limit the maximum outgoing brake pressure to 80-100 bar (8-10 MPa). For correct value,
see Service Manual.
When the brake pedal is fully applied, the force from spring (6) will be higher and forces the spools (1 and
2) down. This opens the ports from the supply pressure channels (SP1 and SP2) and oil flow is led to the
brakes via the outgoing brake pressure channels BR1 and BR2. The pressure in the brake channels
increases, and when the pressure corresponds to maximum outgoing brake pressure, the pressure
(together with the return springs (3 and 4) will push up the spools (1 and 2).
Once again, the oil flow to the brakes is closed and maximum outgoing brake pressure (restricted by the
adjustable stop) is obtained.

Picture text:

Hydraulic Diagram, Complete

Hydraulic diagram, complete

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

Picture text:

Component Position

Component position
Double accumulator blocks.

Picture text:

Output Brake Circuits

Output brake circuits

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

Picture text:

Hydraulic Motor and Pump, axle oil circulation

Hydraulic Motor and Pump, axle oil circulation

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

Picture text:

Axle Oil Cooler (option)

Axle oil cooler

One cooler each axle. Only as option.

Picture text:

Wheel Brakes
Dual circuit all hydraulic wheel
speed wet disc brakes.
11 brake discs per hub.
Slack adjusters.
Mechanical brake wear indicator
on each hub.
Filtered and cooled oil circulated
through each brake when engine
is running.
Options
Heat exchanger front/rear as
option.

Wheel brakes

Dual circuit all hydraulic wheel speed wet disc brakes.

11 brake discs per hub.
Slack adjusters.
Mechanical brake wear indicator on each hub.
Filtered and cooled oil circulated through each brake when engine is running.

Options
Heat exchanger front/rear as option.

Picture text:

Wheel brakes
The brake-force is transmitted from the wheels to the brake disc via planetary carrier . (Green)
The brake force is acting on the wheel speed, not the axle speed.
Do an exercise and study the axle.

Picture text: GREY= Driveshaft with sungear

RED=Planetgears
GREEN=Planetary carrier
BLUE= Ringear
BROWN = Ringear holder

Hydraulic Diagram, Braking system

Hydraulic diagram, braking system

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

Picture text:

Slack Adjuster, function

Slack adjuster, function

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

Picture text:

Exercise, Slack Adjuster

9

6 7

Exercise, slack adjuster

Dismount slackadjuster and show:
1.
2.
3.
4.
5.
6.
7.
8.
9.

Valvehouse
Spring
Piston
Cylinder
Pressure valve
Pressure valve spring
Breather
Rubber cover
Bleeding nipple

Picture text:

6 7 8

Parking Brake, description

Parking brake, description

Wet, multi-disc type in transmission housing

7 brake discs
Stops output shaft
Automatically applied by spring load when engine is off
Electro hydraulically released via switch in cab

Picture text:

Parking Brake

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

Picture text:

Cooling Fan

Cooling fan
Hydrostatic variable-speed cooling fan.
Fixed radiator with suction fan.
Volvo coolant system (VCS).
Options:
Reversible fan.
High cooling performance outside EU (maximum fan speed).

Picture text:

Cooling Fan, description

Cooling fan, description

1 Pump 3
SE2602 Cooling circuit temperature, radiator outlet
- Requests cooling
2 Central valve
SE4903 Transmission oil temperature
- Requests cooling if the engine has reached working temperature
3 MA5502 Brake pressure charging
SE5201 Axle oil temperature, front axle
- Requests cooling
4 PWM2601 Control, cooling fan
SE5202 Axle oil temperature, rear axle
- Requests cooling
5 Pressure reducing valve, brake
SE9102 Temperature, hydraulic oil tank
- Requests cooling if the engine has reached working temperature
6 Brake accumulator block
SE2601 Cooling fan speed
7 Cooling fan motor
SE2704 Engine speed
8 Hydraulic oil cooler
SE2606 Coolant temperature, engine
9 Filter
SE2507 Charge air temperature
- Requests cooling
SW3801 Keyboard
SE2501 Temperature, induction air
SW5501 Parking brake
SE2701 Engine speed
SW9143 Attachment locking
SE8702 Temperature, evaporator
* Atmospheric pressure sensor

Cooling Fan and Service

Cooling fan and service

Picture text:

llll

Cooling fan system, details animation

For further information read the text in the animation.
Practical Exercise Cooling Fan. See the symbol for practical exercise, the universal screw spanner.

Picture text:

Hydralulic Diagram, Brake and Cooling fan

Hydralulic Diagram, Brake and Cooling fan

Picture text:

Summary

2 accumulator blocks

7 accumulators

SE5218

Slack adjuster

Number of brake discs per wheel: 11

Braking at wheel speed

Parking brake: electro hydraulically

Summary

2 accumulator blocks
7 accumulators
SE5218
Slack adjuster
Number of brake discs per wheel: 11
Braking at wheel speed
Parking brake: electro hydraulically

Picture text:

Steering system

Steering system, study guide

Topics:
Steering systems on the different machines, including service and trouble-shooting procedures and tools.
Objectives: After completing this section the student should be able to:
To perform service procedures described in the Service Manuals.
To carry out inspection of systems according to the Service Manual.
To understand wiring diagrams and software descriptions in the Service Manual, related to the steering
systems.
To find the relevant components on the machine.
Exercises, See the symbol for practical exercise, the universal screw spanner.

Picture text:

Technical data

Electro hydraulic power steering

system with closed center
hydrostatic back-up
Pilot-operated hydraulic valves
and non pressurized tank
Speed dependent CDC funktion

Steering system, technical data

Steering system electro hydraulic power steering system with closed center
hydrostatic back-up. Pilot-operated hydraulic valves and non pressurized tank. Speed dependent CDC
funktion
System supply The steering system has priority feed from a load-sensing axial piston pump with
variable displacement. P2
Steering cylinders Two double-acting cylinders.
Cylinder bore 110 mm
Piston rod diameter 70 mm
Stroke 586 mm
Maximum articulation 37

Picture text:

Steering description

Steering description
The steering system consists of hydraulic pump (P2) and the components given below, see figure.
P2 provides the steering system with oil. If all oil is not required, P2 provides oil to other systems
1 Steering cylinder
2 Steering valve
3 PVED with EMC-protection
4 EHPS-valve
5 SWM (gateway)
6 V2-ECU
7 Comfort Drive Control, arm rest
8 Steering accumulators, engagement
9 Shift valve
10 Angle sensor SE6401

Picture text:

Steering, function description

Steering, function description

Communication between CU6401 (positioned in PVED) and the other control units, for example V2-ECU
takes place via a gateway (SWM).
1
2
3
4
5

Central valve
Steering valve
EHPS-valve with PVED
Shift valve
Steering cylinders

SW4216 Activation of Comfort Drive Control

SE4218 Position monitor, arm rest
SE6401 Angle sensor, frame joint
SE6601 Sensor, steering lever (joystick)
CU6401 Control unit PVED
CU6402 EMC-protection
Picture text:

Steering system, components

Steering system, components

Pilot steering valve

Main steering valve
Shift valve
Steering cylinders

Picture text:

Electro hydraulic power steering (EHPS)

Angle sensor

PVED

EHPS

Electro hydraulic power steering (EHPS) components

PVED
EHPS
Angel sensor
Pilot valve

Picture text:

PILOTVALVE

Steering valve, neutral

When the steering valve is stationary, the steering valve is in neutral position, which means closed center.
The pump is angled down and only supplies stand-by pressure.
Steering valve, steering
Turning of the steering wheel in any direction results in a relative turning of the inner slide and outer slide.
When this turning reaches 1.5 the channels to the metering unit and the LS-port begin to open. The
pressure from the steering pump is directed directly to the load-sensing port, which means that the pump
angle increases and starts to deliver a flow. Via the metering unit oil is delivered to the steering cylinders
proportional to the steering wheel movement. When the steering wheel is released, the inner and outer
slides spring back to the closed position and the pump only supplies stand-by pressure.

Picture text:

EHPS components

EHPS, components
1.
Tank
2.
LS-pressure
3.
Working hydraulic
4.
Pump pressure (P2)
5.
Pilotvalve (PS)
6.
Pilotvalve (TS)
7.
Pilotvalve (L)
8.
Chock anticavitation(L)
9.
Steering cylinder (L)
10.Steering cylinder (R)
11.Chock anticavitation(R)
12.Pilotvalve(R)
13.Pressure setting, (LS-pressure)
14.Nonreturn valve
15.Directional spool
16.Pressure reducing valve
17.Back-up pressure valve
18.Priorety valve
19.Sleeve
20.Shuttle valve
21.PVED, position (proportional valve electrical actuator Digital)
22.Nonreturn valves
Picture text:

EHPS components and diagram

EHPS, components 2
1
2
3
4
5
6
7
8

Tank
LS-pressure
Workinghydraulic
Pump-pressure(P2)
Pilotvalv (PS)
Pilotvalve (TS)
Pilotvalve (L)
Chock- anticavitation (, L)

Picture text:

Hydraulic diagram EHPS

Hydraulic diagram, EHPS

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

Picture text:

PVED

PVED
Electric activation unit (PVED)
(An electric actuation module, PVED,)
Mechanic Connection from EHPS to PVED, see the arrow.
Show the mechanil connection between EHPS och PVED.
PVED (Proportional Valve Electrical actuator Digital) works as an electrical pilot control valve. PVED is
mounted on the EHPS-valve and contains:
CU6401
Solenoid valves
Strainer
Adjusting screw for adjusting spool position in EHPS
Position sensor for spool positon in EHPS

Picture text:

Steering commponents

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

Picture text:

Steering commponents

Steering components on hydraulic diagram

In addition to pump P2, the steering system also includes the central block, the main control valve, pilot
control valve, shift valve, and steering cylinders. Components that are included in the secondary steering
system also belong to the system.
The system also includes steering wheel sensor and steering angle sensor.

Picture text:

Central block

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

Picture text:

Flow through C-block

Flow through C-block

Here we see the oil's flow through the central block. LS-pressure and
P2-pressure.

Picture text:

Flow from central block to shift valve

Flow from central block to shift valve

Picture text:

Flow through shift valve

Picture text:

Flow from shift valve to EHPS-valve

Flow from shift valve to EHPS-valve

Picture text:

Flow from shift valve to EHPS-valve

Flow from shift valve to EHPS-valve

Here flow is shown again, but with another illustration.

Picture text:

Steering in neutral

EHPS-valve
steering in neutral
F. Supply oil from LS line 16 bar (=12+4) (yellow 1, purple = LS-pressure)
F. Back up pressure 12 bar (Color = back-up pressure, )
D. Supply oil to pilot steering valve 34 bar) (=30+4) (yellow 3, color = delivered pressure)

Picture text:

Steering right

Steering (to the right)

Favourable conditions
When the steering wheel is turned, the pressure from steering valve (4) will cause spool (C) in EHPS to
move so that the oil may pass to the plus side of the left cylinder.
Picture text:

Steering right, heavy conditions

Severe conditions
The oil also affects the right spool (G) in the shift valve and moves it upwards. If steering is heavy, the LSpressure increases. When the LS-pressure becomes high enough to open valve (H) in the shift valve, oil
from pump P2 can pass through the shift valve and out to the minus side of the right steering cylinder.
When the steering is used, the LS-pressure rises. The LS-pressure acts on the spring side on the
respective priority spools (A), (B) in EHPS and the central valve. The priority spools gives priority to the
steering depending on pressure and flow. As spool (C) changes position, the connection between the LSpressure and PVED is closed. In stead the return pressure from the cylinders feeds PVED.
Picture text:

Chock with inactive shift valve

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

Picture text:

Chock with active shift valve

EHPS-valve
Chock with active shift valve
Pressure on piston side: 349 bar (345 + 4) at low flow.
Pressure on rod side: 270 bar at low flow.
The shift valve will be inactive after a while and open to the return line. This depends on high pressure in
supply line and internal leakage on the LS-side in the shift valve.

Picture text:

Working hydraulic

EHPS-valve
working hydraulic
Regulated pressure for pump 190 cc: 27 bar (pump 190 cc)

Picture text:

Steering with CDC

EHPS-ventilen
steering with CDC
The CDC lever controls the electrical pilot unit.

Picture text:

Max steering pressure

EHPS-valve
max steering pressure 239 bar on piston side
1.The priority valve give max 239 bar (223+4+12) at low steering flow
2.LS relief valve opening pressure 227 bar (223+4) bar at low steering flow

Picture text:

Flow to working hydraulic

EHPS-valve
flow to working hydraulic from pump 190 cc
when stalling steering
Needed pump pressure to open priority valve in EHPS to working hyd:
239 bar = 223 (opening LS relief valve)+ 4 (back up drain) + 12 (spring priority valve)
Needed pump pressure to open priority valve in central block to working hyd:
246 bar = 223 (opening LS relief valve)+ 4 (back up drain) + 19 (spring priority valve)
Max supplay pressure from pump 190 cc:
250 bar at max flow (260 bar at low flow).
Tolerance
The values above are only nominal.

Picture text:

Flow from EHPS-valve to shift valve

Flow from EHPS-valve to shift valve

Picture text:

Flow through shift valve

Flow through shift valve

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

Picture text:

Shift valve
1,
3,
5,
6,
7,
8,
9,

2, 10, Non return valves

4, Restrictions
Damping piston
Piston
Control spool
Anticavitation valves
Directional spool

1. Neutral position: Connection P1 is connected to the pump and connection P2 with the steering valve.
The steering valve is in the neutral position and only stand-by pressure builds up in the shift valve to the
control spools (7) and in damping pistons (5) via the non-return valves (2) and restrictions (3) an (4). Via
the control spools (7), the steering cylinders minus side are connected to tank. Oil at the steering
cylinders respective plus sides is trapped by the steering valve. The same trapped oil affects the
directional spool (9). Oil in the LS-channel is trapped because of the non-return valve (10).
2. Light conditions, pump pressure below 20.0 MPa (2900 psi). LS-pressure below 17.5 MPa (2538 psi)
Oil from the steering valve enters at connection R1, passes on to the left steering cylinders plus side from
connection R2 and affects the directional spool (9). It re-positions so that oil from the LS-line reaches the
piston (6). The LS-pressure is too low to displace the control spool (7). The right steering cylinder s
minus side is filled with oil from the return side via the control spool (7). The right steering cylinders
minus side is filled with oil from the return side via the control spool (7) and one of the anti-cavitation
valves (8). The machine is only steered with oil to the left steering cylinders plus side. When steering left,
the sequence of events is opposite of the above.
3. Heavy conditions, pump pressure above 20.0 MPa (2900 psi). LS-pressure above 17.5 MPa (2538 psi)
The initial position is identical to steering under light conditions. The LS pressure affecting the piston (6)
will, due to the area difference between the piston and control spool (7), begin to displace the control
spool which presses on the damping piston (5). First, the oil in the piston is drained through restrictions
(3) and (4). Before the control spool (7) opens, the restriction (4) closes and the oil can then only drain
through restriction (3), which provides a smooth pressure build-up out to the right steering cylinders
minus side. The non-return valve (10) ensures connection even if the LS-pressure drops below 17.5 MPa
(2538 psi) for a short period. Consequently, the machine is steered with oil to the left steering cylinders

Shift valve

Shift valve, reconditioning (removed)

Exercise

Shift valve, reconditioning (removed)

Exercise
Picture text:

From shift valve to steering cylinders

From shift valve to steering cylinders

Picture text:

Angle sensor

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

Picture text:

Comfort Drive Control (CDC), description

SW4220
Switch, kick-down, Comfort Drive Control
(CDC) (lever steering)
SW4217
Switch, forward/reverse, Comfort Drive
Control (CDC) (lever steering)
SW4216
Switch, activation of Comfort Drive Control
(CDC) (lever steering)
SE6601

Comfort drive control (CDC), description

By moving the steering lever to the right and left respectively the operator steers the machine. The
steering speed (i.e. the flow to the steering cylinders) increases the closer to the end position the lever is
moved.
When the machine is nearing full steering lock, the flow to the steering cylinders reduces, which will cause
the steering movement to slow down before the steering cylinders reach their end positions, so called endof-stroke damping.
The steering speed reduces as the travelling speed of the machine increases at the same time as the
sensitivity increases.
Parameters in the software of the machine controls the sensitivity of the steering lever (joystick) as well as
end-of-stroke damping. The parameters can be set with VCADS Pro.
Arm rest, Comfort Drive Control (CDC) (lever steering)
SW4220
Switch, kick-down, Comfort Drive Control (CDC) (lever steering)
SW4217
Switch, forward/reverse, Comfort Drive Control (CDC) (lever steering)
SW4216
Switch, activation of Comfort Drive Control (CDC) (lever steering)
SE6601
Steering lever, Comfort Drive Control (CDC) (lever steering)
SE4218
Position sensor for arm rest, Comfort Drive Control (CDC) (lever steering)

Picture text:

EMC CU6402

EMC CU6402
On PVED there is an EMC filter (protection) (CU6402) mounted, in a shielded box.
Note
To ensure the function of the steering system, it is very important that the EMC filter is intact. If damage
is suspected, the filter should be replaced.
The parts in PVED cannot be replaced. For adjusting sideways VCADS-Pro must be used.

Picture text:

CU6402 open

CU6402 open
The control unit is mounted in the cover.

Picture text:

CU6402 shield

CU6402 shield
You can see the shield at the control unit.

Picture text:

End position damping function for CDC lever

Demand speed signal
from CDC (mA)

Cylinder speed (m/s)

Time
The end stop function
will start at a certain
angle position

Mechanical stop

End position damping

Start and stop ramps. Parameter settings for start and stop ramps.
Separat parameter settings for fast direction change.
Steering wheel priority. The steering wheel (steering wheel sensor) overides the CDC lever. The hydraulic
pilot (hydraulic back up) in steering wheel can overide the electrical unit (steering wheel sensor and CDC
lever)
Hydraulic back up. Possibility for the operator to continue the work in an acceptable way at failure in the
electrical steering.
The angle is recorded by the angle sensor. The end stop function will start at a certain angle position. The
steering speed is reduced to a certain level. The hydraulic backup for the steering wheel (hydraulic pilot
from orbitrol) can overide the speed level if the operator is steering to fast.
The end damping is not active when steering out from the end stop.

Picture text:

Secondary pump
Opening pressure relief valve: 160 bar
Max system pressure: 164 bar

Activation sec. pump

Will be activated if the machine speed
is above a certain level and if the
differential pressure between the main
pump pressure and the LS signal is
too low.

Test sec. pump

Automatic activation of the sec. pump. At every start
up.Disabled when a certain pressure level is reached.

EHPS-valve
Secondary pump
Opening pressure relief valve: 160 bar
Max system pressure: 164 bar
Activation sec. pump
Will be activated if the machine speed is above a certain level and if the differential pressure between the
main pump pressure and the LS signal is too low.
Test sec. pump
Automatic activation of the sec. pump. At every start up.
Disabled when a certain pressure level is reached.

Picture text:

Secondary steering components

Secondary steering components

Secondary Steering Components are located under the cab.

Picture text:

Secondary steering hydraulic diagram

Engagement of secondary steering

For secondary steering to engage, speed must exceed 3 km/h (2 mph) for 5 seconds at the same time as
the steering wheel is turned or lever steering is used.
When the steering wheel is turned, an LS-pressure is created that, via the central block, acts on the
hydraulic pump P2, which is to deliver the desired flow. At the same time the LS-pressure actuates
SE6403. If P2 does not deliver sufficient flow, SE6403 closes and give signal to the V-ECU that the
steering pressure is low. On the operator display unit is shown red central warning and the message
WarningStop vehicle followed by WarningLow steer pressure.
At the same time, the V-ECU sends ,via RE6401, signal to MO6401, which starts and drives the secondary
steering pump which supplies oil to the steering system so that the machine can be steered.
Show the pressure connection regarding SE6403 and the function.
Picture text:

Secondary steering, function principle

When the starter motor runs, a test of the secondary steering system is performed.
1.
V-ECU sends out a signal via RE6401 to the electric motor for the secondary steering pump (4), the pump
is (5).
The pump delivers pressure to the steering valve (2) by SE6407 and 6403.
When SE6407 senses sufficient pressure, signal is sent to V-ECU.
When V-ECU receives the signal, the signal out to relay 6401 is cut off.
And the pump (5) stops.
Then checking of the system has been completed.
If the V-ECU has not received correct signal within 5 seconds, then the warning Check Sec. Steering
pump.failure on the operator's display.
2.
When the engine has started, the pump P2 delivers stand-by pressure. (see animation) When steering, LSsignal is sent from the steering valve to P2 and SE6403 (differential pressure valve).
3.
(See animation LS-signal and P2 pressure) P2 begins to deliver flow and higher pressure to steering valve
and steering cylinders. As well as signal to SE6403 via port P2 on the steering valve. (See animation
steering valve and LS-pressure)
4.
If P2 stops or does not deliver sufficient pressure, SE6403 will send signal to V-ECU to start the secondary
steering system. At the same time, the warning Stop the Vehicle Low Pressure will be shown on the
operator's display.
5.
V-ECU will send signal to RE64012 that closes and sends voltage to the secondary steering motor. The
secondary steering pump will deliver sufficient flow so that the operator can steer the vehicle.
The secondary steering pump can deliver max. 74 bar. The test pressure is set to 45 bar, a level that
means that there is enough steering pressure so that the operator can steer. If the input signal/parameter
is incorrect, the test pressure is set to 99 bar, which the pump will never be able to deliver. Therefore, the
test will run for the full period of time and the operator will get a check figure that the secondary steering
pump is not working.
If the V-ECU has not received correct signal within 5 seconds, the warning is shown on the operator's
display.

Secondary steering, description

Secondary steering, description

The purpose of the secondary steering system is to be able to steer the machine even if the primary
steering pump (P2) does not supply sufficient flow to achieve steering pressure.
Every time the engine is started (and engine speed exceeds 600 rpm), an automatic test of the secondary
steering pump starts. The test lasts until SE6407 provides a signal indicating that test steering pressure
has been reached, which usually takes place within one second. If test steering pressure is not reached
within five seconds, the message CheckSec. steer pump failure is shown on the operator display unit.
Picture text:

Summary

Pilot steering valve

EHPS, PVED
EMC
Comfort Drive Control (CDC)
End position damping function

Summary

Pilot steering valve

EHPS, PVED
EMC
Comfort Drive Control (CDC)
End position damping function

Picture text:

Frame

Frame, study guide

Topics:
The principle for the frame and the different counterweights for the L350F versions.
Objectives: After completing this section the student should be able to:
- Recognize the Frame sections and functions

Picture text:

Frame

Frame
There are four versions:

Bucket handler
Block handler, 25 ton
Block handler, 38 ton
Logger, 27 ton

All four versions have the same frame but different counterweight.

Picture text:

Same frame for all versions

Bucket 30T
Extra counterweights
Block handler 25T
Block handler 38T
Logger 27T

Block handler
Standard block handler
Block weight up to 25 tons (55115
lb)
Side counterweights 2426 kg
(5348 lb)
Cylinders 230/120mm (
200/110mm)
Heavy duty rims
Tires, RL-5K** (High stability)

Standard block handler

Block weight up to 25 tons (55115 lb)
Side counterweights 2426 kg (5348 lb)
Cylinders 230/120mm ( 200/110mm)
Heavy duty rims
Tires, RL-5K** (High stability)

Picture text:

Block handler
Heavy Duty (HD) block handler
Block weight up to 38 tons
(83776 lb)
Side counterweights 5680 kg
(12522 lb)
Belly counterweight 1168 kg
(2575 lb)
Rear counterweight 921 kg (2030
lb)
Cylinders 230/120mm (
200/110mm)
Heavy duty rims
Tires, RL-5K** (High stability)

Heavy duty (HD) block handler

Block weight up to 38 tons (83776 lb)
Side counterweights 5680 kg (12522 lb)
Belly counterweight 1168 kg (2575 lb)
Rear counterweight 921 kg (2030 lb)
Cylinders 230/120mm ( 200/110mm)
Heavy duty rims
Tires, RL-5K** (High stability)

Picture text:

Logger
Logger version
Grapple area: 5,5-6,3 m2 (6.6-7.5
yd2)
SAE load: 27 tons (59525 lb)
Side counterweights 5680 kg
(12522 lb)
Belly counterweight 1168 kg
(2575 lb)
Rear counterweight 921 kg (2030
lb)
Cylinders 230/120mm (
200/110mm)
Reversed bell crank
Heavy duty rims
Tires

Logger version
Grapple area: 5,5-6,3 m2 (6.6-7.5 yd2)
SAE load: 27 tons (59525 lb)
Side counterweights 5680 kg (12522 lb)
Belly counterweight 1168 kg (2575 lb)
Rear counterweight 921 kg (2030 lb)
Cylinders 230/120mm ( 200/110mm)
Reversed bell crank
Heavy duty rims
Tires

Picture text:

Lift arm system

Lift arm system

Z-bar linkage system with high break-out forces. The lift arms are single plate construction with a highstrength steel cast cross-tube. The single-bell crank and bucket-link are nodular iron castings.
Cylinder lift 2
Cylinder bore 200 mm
Piston rod diameter 110 mm
Stroke 1264 mm
Cylinder tilt 1
Cylinder bore 260 mm
Piston rod diameter 120 mm
Stroke 728 mm

Picture text:

Summary

New Z-bar linkage system

Singel tilt cylinder
End position damping
Ramp functions
Angle sensors

Summary

New Z-bar linkage system

Singel tilt cylinder
End position damping
Ramp functions
Angle sensors

Picture text:

Hydraulic system

Hydraulic system, study guide

Topics:
Hydraulic systems on the machine, including service and trouble-shooting procedures and tools.
Objectives: After completing this section the student should be able to:
To perform service procedures described in the Service Manuals.
To carry out inspection of systems according to the Service Manual.
To understand wiring diagrams and software descriptions in the Service Manual, related to the hydraulic
systems.
To find the relevant components on the machine.
Exercises, See the symbol for practical exercise, the universal screw spanner:
Exercise hydraulic, check control
stand-by and working pressure P1 and P2.

Picture text:

Technical specification

Two load-sensing axial piston pumps with variable displacement

The steering function always has priority from one of the pumps
Lift The valve has raise, hold, and lower
Tilt The valve has rollback, hold and dump
Bucket positioner can be switched on and off
Air cooled oil cooler mounted on radiator

Hydraulic system
System supply Two load-sensing axial piston pumps with variable displacement. The steering function
always has priority from one of the pumps.
Valves Double-acting 2-spool valve. The main valve is controlled by an electric pilot.
Lift function The valve has three positions; raise, hold, and lower. Inductive/magnetic automatic boom
kickout can be switched on and off and is adjustable to any position between maximum reach and full
liftning height.
Tilt function The valve has three functions; rollback, hold and dump. Inductive/magnetic automatic bucket
positioner can be switched on and off.
Cylinders Double-acting cylinders for all functions.
Filter Full flow filtration through 20 micron (absolute) filter cartridge.
Hydraulic oil cooler Air cooled oil cooler mounted on radiator.
Servo system
Servo system 3,3-3,8 MPa
Cycle times
Raise 8,0 sec
Tilt 1,9 sec
Lower 4,7 sec
Total cycle time 14,6 sec

Picture text:

Hydraulic system, Description

Hydraulic system, description

The hydraulic system consists of several different systems, which together make up a complete hydraulic
system. The hydraulic system is usually described by dividing it into its various functions, e.g. brake
system, steering system and working hydraulics. The sub systems have the hydraulic oil tank, the central
valve and the hydraulic pumps in common.
The machine has three hydraulic pumps that supplies oil to the hydraulic system. Pump 2 and pump 3
supply oil to the central block where it is distributed out to the various function. Pump 2 primarily supplies
oil to the steering system but also the working hydraulic system and servo hydraulic system. Pump 3
primarily provides the hydraulic cooling fan with oil. The brakes can be charged via both pump 2 and
pump 3. Pump 1 supplies oil to the working hydraulic system.
If the hydraulic system is to function in a correct way the hydraulic system must, among other things, be
free from air and the hydraulic oil must be at the correct working temperature. There are two sensors in
the hydraulic oil tank that monitor the hydraulic oil level (SE9101) and the hydraulic oil temperature
(SE9102). If the level is too low or the temperature too high, information about this will be shown on the
information display unit. When the ambient temperature is low, the machine's software makes sure that
warm-up of the hydraulic oil takes place by requesting brake pressure charging even though there is no
problem with the brake pressure. This causes the hydraulic oil to be forced through a restriction in the
central valve, which will result in a rise in temperature.

Picture text:

Function Description
Working hydraulics
Central valve
Control valve
Control valve for 3rd function

Function description
P1
Pump 1, working hydraulics and brakes and servo hydraulics.
V-ECU
Vehicle control unit
P2
Pump 2, gives priority to steering.
V2-ECU
Vehicle control unit, electric lever control
PWM9101
Solenoid valve (proportional) lifting
SW9145
Switch control lever lock-out
PWM9102
Solenoid valve (proportional) lowering
SW9170
Switch, bucket positioner
PWM9103
Solenoid valve (proportion) tilting in
SW9171
Switch, boom kick-out
PWM9104
Solenoid valve (proportional), tilting out
SE9145
Lever, lifting/lowering
PWM9105
Solenoid valve (proportional), 3rd function, positive direction
SE9146
Lever, tilting
PWM9106
Solenoid valve (proportional), 3rd function, negative direction
SE9147
Lever, 3rd function

Hydraulic pump location

Hydraulik pump location

P1= Pump 1
P2= Pump 2
P3= Pump 3
A= Primary pump axle oilcirculation rear axle
B= Primary pump axle oilcirculation front axle
T= Transmission pump
Picture text:

Control Valve

Control valve
psl = Servotryck, tilt in
pss = Servotryck, tilt out
ps = Servotryck, low
pl = Servotryck, lift
Four PWM valves placeed on the servo pressure block. PWM valves receive signal from the electrical lever
via V-ECU 2.

Picture text:

Valve block 3:rd hydraul function

Valve block 3:rd hydraul function

PWM controlled via V-ECU 2.
Opening pressure chockvalve: 27-28 MPa (270-280 bar) (3916-4061 psi)
Feeding pressure max: 26+/- 0,4 MPa (260 +/- 4 bar) (3771 +/- 58 psi)

Picture text:

Servo system

Servo system
The servo control, which is completely electronic, controls lift/lower, tilt as well as 3rd function. The servo
pressure goes from the C-block to the control valve and is controlled by PWM-valves, which is controlled
by electric levers via V-ECU 2.

Picture text:

Electro Servo Lever

Electro server lever

Electro hydraulic servo controls
Electro hydraulic servo is standard in L350F and cannot be changed to hydraulic servo. Only 3rd function
is possible for L350F. The control will be mounted in the right armrest.
Kick down function is integrated in lifting lowering lever.
Signal from the lever go to V2-ECU and out to PWM-valves on the main control valve.
Picture text:

Electro Servo Lever

Electro servo lever dismounted

The lever is one unit and parts can not be order separately.
1.
2.
3.

Double acting return spring

Locking devise.
Double acting holding magnet.

Picture text:

Control Valve

Control valve
4 PWM valves controlling the servo pressure with signals from the V2ECU and electric levers.

Picture text:

Wiring Diagram Electrical Servo Lever

Wiring diagram electrical servo lever

Wiring Diagram Electrical Servo Lever
SE9145 LIFT
SE9146 TILT
SE9147 3rd FUNCTION
PWM9101
LIFTING
PWM9102
LOWER
PWM9103
IN
PWM9104
OUT
PWM9105
3rd +
PWM9106
3rdMA9142 BOOM KICK-OUT
MA9141 BUCKET POSITIONER

Picture text:

llll

Lift section, lowering animation

The servo pressure act on the left side of the spool (1) and on the pilot spool (2) and on the float position
spool (11). (The float position spool (11) is not moved until the lowering levers sensing position has
been passed.) The servo pressure passes the float position spool (11) and pressurized the float position
piston (12) which in turn limits the movement of the spool to the right, i.e. ensures that the float position
does not engage.
The oil from the hydraulic pumps opens the right load-holding valve (3b) and is directed on to the minus
side of the lift cylinder.
The non-return valve (4b) open and runs LS-pressure back to the pump flow compensators (normally very
low LS-pressure when lowering as the force of gravity assists lowering).
The oil from the plus side of the lift cylinder opens the left load-holding valve (3a) and is directed via the
spool (1) to the back-up valve (9) and then to the tank.
Picture text:
Red:
Pressure oil
Green: Non-pressurized return
oil, tank connection
Orange: Stand-by pressure
Blue:
Increased return pressure

Lift section, lowering

The servo pressure act on the left side of the spool (1) and on the pilot spool (2) and on the float position
spool (11). (The float position spool (11) is not moved until the lowering levers sensing position has been
passed.) The servo pressure passes the float position spool (11) and pressurized the float position piston
(12) which in turn limits the movement of the spool to the right, i.e. ensures that the float position does
not engage.
The oil from the hydraulic pumps opens the right load-holding valve (3b) and is directed on to the minus
side of the lift cylinder.
The non-return valve (4b) open and runs LS-pressure back to the pump flow compensators (normally
very low LS-pressure when lowering as the force of gravity assists lowering).
The oil from the plus side of the lift cylinder opens the left load-holding valve (3a) and is directed via the
spool (1) to the back-up valve (9) and then to the tank.

Picture text:
Red:
Pressure oil
Green: Non-pressurized return oil, tank connection
Orange: Stand-by pressure
Blue:
Increased return pressure (Back up press.)

llll

Lift section, float position animation

Servo pressure acts on the left side of the spool (1) and the left pilot spool (2a) and the float position
spool (11).
When the sensing position on the lowering lever is passed the servo pressure increases and presses down
the float position spool (11). When this takes place, the spring side on the float position piston (12) is
drained and the spool (1) can now move maximally to the right to assume float position.
The servo pressure is directed from the float position spool (11) to the right pilot spool (2b)
The spring side on the load-holding valves (3) is drained to the tank. When the spring sides of both loadholding valves are now drained to the tank they can open for overflow in both directions.
The spool (1) which now holds float position allows the oil to run freely between the sides of the cylinders.
The back up valve (9) ensures that cavitation is avoided when the height of the lifting arms is changed
rapidly.
Picture text:
Red:
Pressure oil
Green: Non-pressurized return
oil, tank connection
Orange: Stand-by pressure
Blue:
Increased return pressure (back up press.)

Lift section, float position

Servo pressure acts on the left side of the spool (1) and the left pilot spool (2a) and the float position
spool (11).
When the sensing position on the lowering lever is passed the servo pressure increases and presses down
the float position spool (11). When this takes place, the spring side on the float position piston (12) is
drained and the spool (1) can now move maximally to the right to assume float position.
The servo pressure is directed from the float position spool (11) to the right pilot spool (2b)
The spring side on the load-holding valves (3) is drained to the tank. When the spring sides of both loadholding valves are now drained to the tank they can open for overflow in both directions.
The spool (1) which now holds float position allows the oil to run freely between the sides of the cylinders.
The back up valve (9) ensures that cavitation is avoided when the height of the lifting arms is changed
rapidly.
Picture text:
Red:
Pressure oil
Green: Non-pressurized return
oil, tank connection
Orange: Stand-by pressure
Blue:
Increased return pressure
(back up press.)

Lift section, lowering and tilt in

In order to have the hydraulic pump build up pressure so that it is possible to tilt in and lower the bucket
at the same time the servo pressure is run from the tilt in section past the non-return valve (9).
The servo pressure from tilt-in passes the right pilot slide (3), (the restriction (12) safeguards the
pressure) the servo pressure is then directed to the spring side on the right load-holding valve (2).
The load-holding valve (2) starts to close and thus the LS-pressure increases, which is directed via the
right non-return valve (4) to the hydraulic pumps flow compensators.
The pressure level increases in this way to enable tilt in and lowering of the bucket at the same time.

Picture text:

Lift section, lowering and tilt in 2

In order to have the hydraulic pumps build up pressure so that it is possible to tilt in and lower the bucket
at the same time, the servo pressure is run from the tilt in section past the non-return valve (1).
The servo pressure form tilt-in passes the right pilot spool (2). The servo pressure is then directed to the
spring side on the right load-holding valve (3). The load-holding valve (3) starts to close and thus the LSpressure increases, which is directed to the hydraulic pumps flow compensators. The pressure level
increases in this way to enable tilt in and lowering of the bucket at the same time.
Picture text:

llll

Tilt section, tilt in animation

Servo pressure act on the right side of the spool (1) and on the pilot spool (2b). By moving the pilot spool
(2b) the oil on the spring spool of the right load-holding valve (3b) is drained to the tank. The oil from the
hydraulic pumps opens the left load-holding valve (3a) and continues to the tilt cylinders plus side.
The non-return valve (4a) opens and runs LS-pressure back to the hydraulic pumpsflow compensators.
LS-pressure drainage is checked via the bleed of valve (5) to the tank.
The oil from the tilt cylinders minus side opens the right load holding valve and is directed via the spool
(1) to the back-up valve (9) opens, oil is directed to the tank.

Picture text:
Red:
Pressure oil
Green: Non-pressurized return
oil, tank connection
Orange: Servo pressure
Blue:
Increased return pressure

llll

Tilt section, shock animation

In this example, shock pressure is reached on the tilt cylinders plus side if, for example, a large rock falls
onto the buckets front edge.
The shock pressure opens the left shock valve (2a). The oil is run to the back-up valve (4) which ensures
that cavitation is avoided by ensuring that the pressure in the control valve does not fall too low.
The anti-cavitation function in the right shock valve (2b) opens and leads oil to the tilt cylinders minus
side. Excess oil from the tilt cylinders plus side (the piston rod volume) is directed to the tank.

Picture text:
Red:
Pressure oil
Green: Non-pressurized return
oil, tank connection
Orange: Stand-by pressure
Blue:
Increased return pressure

Lift section, neutral

1 Spool which is acted on by servo pressure and is centred in neutral by a double-acting spring (4)
2 Load-holding valve which prevents the load lowering tank, the load-holding valve is controlled by the
pilot spool (3) which is acted on by the servo pressure which controls the spool (1).
3 Pilot spool which drains the load-holding valves (2) spring side to the tank when the load-holding valve
opens for return oil.
4 Double-acting spring which centres spool 1 in neutral position.

Picture text:
Red:
Pressure oil
Green:
Non-pressurized return
oil, than connection
Violet
:
Trapped oil
Blue:
Increased return pressure

llll

Shock and anticavitation valves Animation

1. Shock/Anticavitation valves
2. Channel to loadholding valves
3. Return channel
Picture text:

Pressure and return routing in main control valve

Pressure and return routing in main control valve.

Picture text:

Lowering and tilt in

The servo pressure is conducted from the tilting in section past non-return valve (9) in order to build up
pressure to the flow compensators on the pumps, so that is possible to simultaneously tilt the bucket in
and lower it.
The servo pressure from tilting in passes the right pilot spool (3) and restriction (12), thus ensuring the
pressure. The servo pressure is then conducted to the spring side on the right load-holding valve (2).
Load-holding valve (2) begins to close and thereby increasing the LS-pressure (load-sensing pressure)
which is conducted via the right non-return valve (4) to the flow compensators on the hydraulic pumps.

Picture text:

Control valve 1
Control valve, seen from the machine s right side
1Spool, lift/lower function
2Pressure check connection, shock pressure on the lift cylinders plus side
3Spool, tilt function
4Pressure check connection, shock pressure on the tilt cylinders plus side
5Load-holding valve, tilt function
6Back-up valve, return pressure
7Load-holding valve, tilt function
8Shock valve, tilt out
9Anti cavitation valve, lower function
10 Shock valve, tilt in
11 Shock valve, lift function
12A LS non-return valve (upper) tilt in
12B LS non-return valve (lower) lift function
13A LS non-return valve (upper) tilt out
13B LS non-return valve (lower) lower function
14 Pressure check connection, shock pressure, tilt cylinder minus side

Picture text:

Control valve 2
1 Pilot spool, tilt out
2 Pilot spool, lower

Picture text:

Control valve 3
1
2
3
4

Load-holding valve, lift

Load holding valve, lower
Bleed of valve (LS)
LS-connection (LSW)

Picture text:

Control valve 4
1
2
3
4
5
6
7
8
9

Centring springs for valve spool, lift/lower function

Centring springs for valve spool, tilt function
Pilot spool, tilt in
Float position piston
Pilot spool, lift function
Non-return valve connecting
tilt in servo pressure to
Float position sequencing spool
Float position spring
Restriction for tilt and lower

Picture text:

lowering

function

Summary

Electro servo lever

PWM controlled servo pressure

Programming mode

Two priority valves

Angle sensors

Calibrations

Summary

Electro servo lever

PWM controlled servo pressure
Programerbara funktioner
Two priority valves
Angle sensors
Calibrations

Repeat the main functions and the most important components.

Picture text:

Drive Line

Drive line, study guide

Topics:
Basic design of the transmission, wiring diagrams related to the transmission including service and trouble
-shooting procedures and tools.
Objectives:
After completing this section the student should be able to:
Understand the basic design of the transmission in L350F
To perform service procedures described in the Service Manuals.
To carry out inspection of systems according to the Service Manual.
To understand wiring diagrams and software descriptions in the Service Manual, related to the
transmission.
To find the relevant components on the machine.
Exercise, See the symbol for practical exercise, the universal screw spanner:
Exercise HTE transmission

Picture text:

Technical data

Technical data
Torque converter 3 element ,1 stage 1 phase torque converter with lock-up function and free
wheel stator.
Transmission Planetary power shift transmission with full modulated electronically controlled
shifting of 4 gears forward and reverse.
Transmission Volvo Automatic Power Shift (APS) gear shifting system with fully automatic shifting
1-4 (lock-up in 3-4) and mode selector with 4 different gear shifting programs, including AUTO mode
Axles Fully floating axle shafts with planetary-type heavy duty hub reductions. Fixed front axle and
oscillating rear axle. Optional: Limited-slip differentials in front and rear axle
Transmission
HTE 400
Torque multiplication, stall ratio 2,65
Maximum speed, forward/reverse
1 6,8/7,5 km/h
2 12,1/13,2 km/h
3 21,0/22,9 km/h
4 35,7/38,2 km/h
Measured with tires 35/65R33 L4
Front axle Volvo AHW90
Rear axle Volvo AHW90
Rear axle oscillation 12
Ground clearance at 12 oscillation 550 mm

Picture text:

Description
1 Dropbox
2 Transmission
3 Torque converter
4 Transmission pump
5 Transfer gear
6 Vibration damper
7 Engine
8 Rear axle
9 Parking brake
10 Front axle

Description
The power from the engine to the wheels is transferred hydraulically and mechanically through the
transmission, via a torque converter, which adapts its output torque to the torque requirement and on to
the axles. The torque converter has a free-wheeling stator and direct-drive clutch (lockup).
HTE400 is a fully automatically shifted transmission with planetary gears and with oil-filled disc clutches,
which are controlled by gear shifting solenoids. The transmission has four forward gears and four reverse
gears. How the clutches work is controlled by the V-ECU via the CAN-bus to the T-ECU and these control
the oil flow and the filling times for the disc clutches.
The drive axles have floating half shafts and hub reduction gears of the planetary gear type with oil-cooled
multi-disc brakes. Each axle has a common oil space for the hub reduction gears, the brakes and the
differential carrier assembly.

Picture text:

Torque Converter, principle

Torque converter, principle

The red vanes designate the impeller, which is driven by the engine. The red arrow shows the direction of
rotation.
The green vanes designate the turbine, which is connected to the transmission.
The blue vanes designate the stator, while the black arrows indicate oil flow.
The impeller and turbine can rotate freely and individually. If we imagine that the torque converter is filled
with oil and the impeller is rotating, oil will flow as indicated by the thicker arrows.
If the turbine is stationary, almost all of the kinetic energy the oil receives from the impeller remains.
When the oil returns to the impeller, it receives approximately a 3-fold increase in kinetic energy.
At maximum oil speed, the turbine torque will be three times greater than the torque supplied by the
impeller. When the turbine speed equals that of the impeller, the torque increase is almost nil (smaller
arrows).
When the impeller speed is high and the turbine is stationary or rotates slowly, the eddy current, and
thereby the torque increase, is greatest.
When the impeller and turbine speeds are almost identical, the eddy current and subsequent torque
increase is least.

Picture text:

Power Train
Engine, D16E
Transmission, HTE 400
Front axle, AHW 90
Rear axle, AHW 90

New power train

Power Train components:
Engine, D16E
Transmission, HTE 400
Front axle, AHW 90
Rear axle, AHW 90

Picture text:

Component Position

Component position
Axles
Drop-box
Gearbox
Pump-PTO
Vibration damper
Engine
Parkingbrake
Converter
Drop-gear
Picture text:

Power Path
From Engine through the flywheel
to the damper
The damper output shaft
connected to converterpump via
transmission-inputshaft and
dropgear
The torque converter turbine is
connected to transmission input
shaft

Power path
Power path from engine to transmission.
Power from engine is transmitted through the flywheel to the damper.
The damper output shaft is connected to converterpump via transmission-inputshaft and a dropgear.
The torque converter turbine is connected to transmission input shaft.

Picture text:

Damper
Reduce torsion vibration due to
torque fluctuation in the engine
Rubber cushion absorb torsion
vibrations

Damper
Reduce torsion vibration due to torque fluctuation in the engine.
Rubber cushion absorb torsion vibrations.

Picture text:

HTE 400

Dropgear
Lock-up clutch
Torque converter
6 Planetary gears
4 Speed gears, forward and
reverse
Drop-box
Parkingbrake
Pump PTO

HTE 400
Included parts in transmission:
Dropgear
Lock-up clutch
Torque converter
6 Planetary gears
4 Speed gears, forward and reverse
Dropbox
Parkingbrake
Pump PTO (Power Take Off)
Picture text:

Planetary gear

Input

Output

Stationary

Sun(S)

Planet Carrier

Ring(R)

Planet carrier

Ring(R)

Sun(S)

Sun(S)

Ring(R)

Planet Carrier

Calculation:

Planet vxel

Vlj nskad drivning genom att klicka p nskad rad.

Utvxlings frhllandet ses i formeln under tabellen.
Vid omvnd rotationsriktning blir utvxlingen den omvnda.
Exempel:
Vi tar ett exempel d ringhjulet har 72 kuggar och solhjulet 30 kuggar.
In Ut Stilla-stende Formel Utvxling
A
Sol-hjul (S) Planet hllare (C) Ring-hjul (R)
1 + R/S 3.4:1
B
Planet
hllare (C) Ring-hjul (R)
Sol-hjul (S) 1 / (1 + S/R) 0.71:1
C
Solhjul (S) Ring-hjul (R)
Planet hllare (C) -R/S
-2.4:1

Picture text: Vlj nskad drivning genom att klicka p nskad rad.
Utvxlings frhllandet ses i formeln under tabellen.
Vid omvnd rotationsriktning blir utvxlingen den omvnda

1+R/S

Transfer Gear

Transfer gear
Power path to converter:
Input shaft with gear 54 teeth
Input gear torque converter 43 teeth
Input shaft torque converter
Torque converter pump

Picture text:

Torque Converter

Torque converter
Type: Single-stage
Torque amplification, at stall 2,65:1
Safety valve opening pressure: 0,86 MPa (8,6 bar) (125 psi)
Torque converter pressure output, high idling in neutral:
0,51 0,1 MPa (5,1 1 bar) (74 14,5 psi)

Picture text:

Lock-up clutch, Disengaged

Lock-up clutch, disengaged

Power path through converter with non-activated Lock-up :
Pump and turbine are separated from each other.
Enables the torque converter to carry out the normal function.

Picture text:

Lock-up clutch, engaged

Lock-up clutch, engaged

Power path with activated Lock-up .
Pump and turbine are connected.
Enables the torque converter to carry out the lockup function.
Power is transmitted from converter-pump directly to transmission

Picture text:

input shaft.

Planetary gears
R

Planetary gears
Gear placement and number of clutch discs.
Number of discs:
R=6
F=6
1=3
2=8
3=3
4=3

Picture text:

Drop-box
Transmission output
shaft
Transmission output
gear

Transfer idler gear

Transfer output gear

Output shaft

Drop-box

Picture text:

Pump PTO

PTO output

PTO gear

Input gear

Converter input shaft

Pump PTO
Power take-off for hydraulic oil pumps.
Converter input shaft.
Input gear.
PTO gear.
PTO output.

Picture text:

Hydraulic diagram Transmission

Main pressure relief
valve 3.5 Mpa

Back-pressure valve
torque converter 0,57
Mpa

Last chance-filter
control system
Fill switch

PWM-valve
Torque converter relief
valve 1,0Mpa

Transmission filter with

by-pass valve
Transmission pump
148 cc

Hydraulic diagram, transmission

Main pressure relief valve 3.5 Mpa
Back-pressure valve torque converter 0.57Mpa
Torque converter relief valve 1,0Mpa
Transmission filter with by-pass valve
Transmission pump 148 cc
Last chance -filter control system
Fill switch
PWM-valve

Picture text:

Parkingbrake solinoid

Gear solenoides and measuring nipples

Main relief valve

T.C relief valve

Gear solenoides and measuring nipples

Position PWM-valvesr
RF4231
Main relief valve and TorqueConverter relief valve
Lock-up

Picture text:

Lock-up

Lub.pressure

Wiring Diagram, transmission

Wiring diagram, transmission

Picture text:

Main relief valve and torque converter relief valve

Main relief valve and torque converter relief valve

A: Drain (Torque converter relief)
B: Drain
C: From pump
D: Drain
E: To torque converter
P1: Main relief oil pressure pickup port
P2: Torque converter relief pressure pickup port

Picture text:

Operation of main relief valve

Torque converter relief valve

The torque converter relief valve regulates the torque converter inlet circuit pressure below the set
pressure to protect the torque converter from abnormally high pressure. Set pressure: 1.02 MPa (10.4
kg/cm2) Cracking pressure.
Operation of torque converter relief valve, see picture (1)
The oil relieved through the main relief valve flows through port (E) into the torque converter relief valve
(3) into chamber (G).
As the oil pressure to the torque converter rises beyond the set pressure, the oilo conducted to chamber
(G) pushes piston (4) and the resulting reaction force pushes torque converter relief valve (3) rightward,
opening ports (E) and (A).
As the result, the oil in port (E) is drained to the oil tank through port (A).
Main relief valve
The main relief valve regulates the pressure in the transmission and brake hydraulic circuits below the set
pressure. Set pressure: 3.64 MPa (37.1 kg/cm2) (At rated engine speed)
Operation of main relief valve, see picture (2)
The oil from the hydraulic pump flows to chamber (F) through the filter, port (C) of the relief valve and
orifice (a) of main relief valve (1).
See picture 3:
As the oil pressure in the circuit goes beyond the set pressure, the oil conducted to chamber (F) pushes
piston (2) and the resulting reaction force pushes spool (1) leftward, opening ports (C) and (E). Above
operation conducts the oil from port (E) to the torque converter.

Picture text:

Torque converter regulator valve

Torque converter regulator valve

A: From torque converter
B: To oil cooler
C: Drain
This valve is provided at the torque converter outlet circuit in order to secure an optimum performance of
the torque converter by adjusting its set oil pressure. Set pressure: 0.57 +/- 0.05 MPa (5.8 +/- 0.5
kg/cm2)

Picture text:

Operation, Torque converter regulator valve

Operation, torque converter regulator valve

Picture 1:
The oil from the torque converter is conducted to chamber (D) through port (A) and orfice (a). When the
oil pressure force generated in chamber (D) is smaller than the tension of spring (1), spool (2) is pressed
leftward, closing port (A) and port (B).
Picture 2:
If the oil pressure force generated in chamber (D) becomes larger than the tension of spring (1), spool (2)
is pressed rightward, opening port (A) and port (B).

Picture text:

Gear control, PVM valve

Gear control, PVM valve

For F, R, 1st, 2nd, 3rd and 4th clutch
Don t try to disassemble it since adjustment for maintaining the performance will be needed.
A: To clutch
P: From pump
T: Drain
Dr: Drain
P1: Clutch oil pressure pickup port
1.
2.
3.
4.
5.
6.

Fill switch connector

Proportional solenoid connector
Flow rate pick up valve
Fill switch
Proportional solenoid
Pressure control valve

Picture text:

Gear control, PVM valve, operation

Range A: Before shifting gear (When draining)

Range B: During filling
Range C: Pressure regulation
Range D: During filling(During triggering)
Range E: Start of filling
Range F: Finish of filling

Gear control, PVM valve, operation

PVM valve is controlled with the command current sent from the ECU to the proportional solenoid and the
fill switch output signal. The relationship between the proportional solenoid command current of PVM
valve, clutch input pressure, and fill switch output signal is shown.
The logic is so made that the ECU will not recognize completion of filling even if the fill switch is turned
ON during triggering (Range D)
Before shifting gear (when draining) (Range A in chart)
While no current is flowing in proportional solenoid (1), pressure control valve (3) drains the oil from
clutch port (A) through drain port (T). At this time, since no oil pressure is applied to flow rate pickup
valve (4), fill switch (5) is turned OFF .

Picture text:

PWM Valve, During filling (Range B in chart)

Range A: Before shifting gear (When draining)

Range B: During filling
Range C: Pressure regulation
Range D: During filling(During triggering)
Range E: Start of filling
Range F: Finish of filling

PWM Valve, during filling (range B in chart)

During filling (Range B in chart)
If a current is given to proportional solenoid (1) while there is no oil in the clutch, a hydraulic force
balanced with the solenoid force is applied to chamber (B) and it pushes pressure control valve (3) to the
left. This conducts oil through pump port (P) and orifice (a) of flow rate pickup valve (4) to start filling the
oil to the clutch chamber. At this time, differential pressure is generated between the upper stream and
down stream the orifice (a) of flow rate pick up valve (4). This differential pressure pushes flow rate
pickup valve (4) leftward. As the clutch chamber is filled up with oil and oil flow from pump port (P) to
clutch port (A) is stopped, differential pressure before and after orifice (a) of flow rate pickup valve (4)
disappears. As the result, flow rate pickup valve (4) is pushed rightward, turning ON fill switch (5).

Picture text:

PWM Valve, Pressure regulation (Range C in chart)

Range A: Before shifting gear (When draining)

Range B: During filling
Range C: Pressure regulation
Range D: During filling(During triggering)
Range E: Start of filling
Range F: Finish of filling

PWM Valve, pressure regulation (range C in chart)

Pressure regulation (Range C in chart)
If a current flows in proportional solenoid (1), the solenoid generates thrust in proportion to the current.
This thrust of the solenoid is balanced with the sum of the thrust generated by the oil pressure in clutch
port and the tension of pressure control valve spring (2), and then the pressure is settled.

Picture text:

PVM valve for lockup

Don

t try to disassemble it since adjustment for maintaining the performance will be needed.

A: To clutch
P: From pump
T: Drain
Dr: Drain
P1: Clutch oil pressure pickup port
1.
2.
3.
4.
5.

Proportional solenoid connector

Sleeve
Proportional solenoid
Pressure control valve
Nameplate

Picture text:

Operation when clutch is

disengaged

(released)

While no current is flowing in to proportional solenoid (1), pressure control valve (3) drains the oil from
clutch port (A) through drain port (T).
When clutch is

engaged

(fixed)

As curent is conducted to proportional solenoid (1), the oil pressure being balanced with the solenoid force
is applied to chamber (B), pushing pressure control valve (3) leftward. Above opens pump port (P) and
clutch port (A) to start filling oil to the clutch.
As the clutch is filled with oil, the solenoid thrust is balanced with the sum of the thrust generated from oil
pressure of the clutch port and the tension of the pressure control valve spring (2), and then the pressure
is settled.

Picture text:

PVM Valve for lock up clutch, gear shifting

PVM valve for lockup clutch

This valve is used to switch the clutch in order to regulate the clutch oil pressure to the set pressure. Since
the modulation waveform is used for the pressure application characteristics to the clutch, PVM valve is
capable of connecting the lockup clutch smoothly, thereby reducing shocks resulting from gear shift.
Above also prevents generation of peak torque in the power train. These arrangements make the machine
comfortable to operator and enhance durability of the power train.

Picture text:

Lubrication relief valve

Function
The lubrication relief valve is installed to the transmission valve and used for maintaining the pressure of
the lubrication circuit below the set pressure. Set pressure: 0.26 MPa (2.7 kg/cm2) (Cracking pressure)
1 Clearance between spool and valve body
2 Valve spring
3 Valve body
4 Spool
A: From oil cooler
B: Drain
C: Lubrication pressure pickup port

Picture text:

Parking brake solenoid valve

Parking brake solenoid valve

1
2
3
4
5
6
7

Movable core
Coil
Push pin
Spring
Spool
Block
Check valve

Picture text:

Operation

Parking brake operation

When parking brake is applied (when solenoid is de-energized)
If the parking brake switch is turned ON the solenoid is turned OFF . As the result, spool (1) is
pushed back in the left direction by the tension of spring (2). Accordingly, pump port (P) is disconnected
from parking brake port (A), stopping flow of the pressurized oil from the pump to the parking brake.
At the same time, the oil from the parking brake is drained through ports (A) and (T). As a result, the disc
in the parking brake is pressed by the spring and the parking brake is applied.
When parking brake is released (when solenoid is energized)
If the parking brake switch is turned OFF the solenoid is turned ON and spool (1) is moved
rightward. Accordingly, the pressurized oil from the pump flows to the parking brake through port (P),
inside of spool (1) and port (A). At the same time, port (T) is closed and the oil is not drained. As a result,
the spring in the parking brake is pushed back by the oil pressure and the parking brake is released.

Picture text:

undefined

Mode selector,
APS (Automatic Power Shift),
SW4212
In order to protect the transmission, the function controls the gearshifting
based on the current operating conditions and selects a
suitable gear and when shifting should take place. With the mode
selector the operator can select different gear-shifting programmes
depending on operating conditions. (1)
L
The machine shifts automatically
at low engine speed and at
low travelling speed.
M
The machine shifts automatically
at higher engine speed than
in position (mode) L.
H
The machine shifts automatically
at higher engine and travelling
speed than in position (mode) M.
AUT
The machine shifts automatically
and selects gearshifting
programme in order to achieve
best comfort and economy.
Spanner symbol
SERVICE position. The gears
are shifted manually.

Rear Axle AHW90

Less maintenance and longer
service life
Rear bridge with two preloaded
tapered roller bearings grease
lubricated for life
Front bridge with synthetic
bushings in oil bath
Oil container (expansion tank)
located in engine compartment

Rear axle AHW90

Less maintenance and longer service life
Rear bridge with two preloaded tapered roller bearings grease lubricated for life
Front bridge with synthetic bushings in oil bath
Oil container (expansion tank) located in engine compartment

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Front bridge with synthetic bushings in oil bath

Front bridge with synthetic bushings in oil bath

Shows the syntetich bushings and entrance for the oil.

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Rear bridge

Rear bridge
Rear bridge with two preloaded tapered roller bearings grease lubricated for life.

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Tyres

Tyres
Only Goodyear is allowed for Block handler and Logger.

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Summary

Transfer gear

Lock up

PWM with fill-switch

External pump

Rear axle bearings

Tyres

Summary

Transfer gear
Lock up
Planetary Gears
PWM with fill-switch
External pump
Rear axle bearings
Tyres

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Cab

Cab, study guide

Topics:
The new generation Volvo Cab
Design
ROPS
Viscous-element and ROPS- anchor
Seat console
A-post covered
Electrical system
Cab climate control
Air control
Control switches
Exercise, VCADs tests to do if time schedule permits that.

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The new generation Volvo Cab

The new generation Volvo cab on L350F

Instrumentation All important information is centrally located in the operator's field of vision. Display for
Contronic monitoring system.
Heater and defroster Heater coil with filtered fresh air, fan with auto function and manually 11 steps,
defroster vents for all window areas.
Operator's seat Operator's seat with adjustable suspension and retractable seatbelt. The seat is mounted
on a bracket on the rear wall and floor. The forces from the retractable seatbelt are absorbed by the seat
belts.
Standard The cab is tested and approved according to ROPS (ISO 3471, SAE J1040), FOPS (ISO 3449).
The cab meets with requirements according to ISO 6055 (Operator overhead protection - Industrial
trucks) and SAE J386 ("Operator Restraint System").
Emergency exits 1
Sound level in cab According to ISO 6396/SAE J2105
at fan speed pos 3 72 dB(A)
External sound level According to ISO 6395/SAE J2104 111 dB(A)
Ventilation 9 m3/min
Heating capacity 13 kW
Air conditioning 8 kW

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Design

Design
The front windshield is 22% larger.
The sides of the windshield are extended down for improved visibility to the front wheels.
Front windshield wiper area is improved especially in the lower area of the glass.
The new dash board design contributes to better visibility.
Sliding window is standard on right hand side.
Handle bar is connected between A and B-post - right hand side.

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ROPS

ROPS
The Cab is approved pattern to FOPS- and ROPS-standards. See Operators Manual. FOPS Falling Object
Protective Structure (roof) and ROPS Roll Over Protective Structure.
Never change anything without discussing the change first with Volvo CE.

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ROPS

New safety mount, ROP-structure

The lower ROP-structure mount is designed in such a way that there is physical contact only when the cab
is exposed to stress. The design meets requirements for ROPS- certification and the solution provides
better visibility compared to L330E since the B-pillar has a new dimension.

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Viscous-element and ROPS-ancher

Safety mount, ROP-structure

The lower ROP-structure mount is designed in such a way that there is physical contact only when the cab
is exposed to stress. The design meets requirements for ROPS- certification.
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ROPS-anchor rear

Safety mount, ROP-structure rear

The rear ROP-structure mount is designed in such a way that there is physical contact only when the cab is
exposed to stress. The design meets requirements for ROPS- certification and the solution provides good
visibility since the B-pillar has a small dimension.

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Seat console
Seat console with bolt holes for
optimal positioning of the seat at
the console.
Factory installation is at the
second rearmost bolt hole.
Electric servo control levers.

New seat console

New seat console with additional bolt holes for optimal positioning of the seat at the console.
Factory installation is at the second rearmost bolt hole.
Electric servo control levers

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A-posts covered
A- and B posts are all covered. A
-posts with aluminum and the B
-posts with plastic.
Three assigned fastening devices
for heavier optional equipment.
Aluminum profiles are equipped
with notches on both sides for
light weight equipment.

A- posts covered
A- and B posts are all covered. A-posts with aluminum and the B-posts with plastic.
Assigned fastening devices for heavier optional equipment.
Aluminum profiles are equipped with notches on both sides for light weight equipment.

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Electrical system
Partly carry over from the E-series
with added space for additional
components ( e.g. extra relays,
fuses, control units etc).
Improved quality of connectors
(gold-plated) for CDC and Electro
-servo controls.
All printed circuit boards have
integrated fuse test.
Hour meter located in the rear
panel.

Electrical system
Partly carry over from the E-series with added space for additional components ( e.g. extra relays,
fuses, control units etc .)
Improved quality of connectors (gold-plated) for CDC and Electro-servo controls.
All printed circuit boards have integrated fuse test.
Hour meter located in the rear panel.

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Cab Climate Control

Cab filters are carry over from the
E-series.
ACC (Automatic Climate Control)
Easy to retrofit ACC. Component
commonality with AHC.

Cab climate control

Cab filters are carry over from the E-series.
ACC (Automatic Climate Control)
Easy to retrofit ACC. Component commonality with AHC.

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Air Control
1. Cab Pre Heating switch.
- Cab ventilation function as standard.
(Cooling to ambient temperature at engine shut
down)
- Cab Pre Heating as option.
(An electric water pump)
Automatic selection between the two functions
depending of chosen temperature on the display.
(Indicator lights when activated).
2. AC function. (Indicator lights when activated).
3. Fan. (Auto or manual).
4. Temperature control.
5. Fresh - and recirculation air control.
(Auto or manual) plus defroster mode.

Air control
1) Cab Pre Heating switch.
- Cab ventilation function as standard.
(Cooling to ambient temperature at engine shut down)
- Cab Pre Heating as option.
(An electric water pump)
Automatic selection between the two functions depending of chosen temperature on the display.
(Indicator lights when activated).
2) AC function.
(Indicator lights when activated).
3) Fan. (Auto or manual).
4) Temperature control.
5) Fresh - and recirculation air control. (Auto or manual) plus defroster mode.

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Control switches and dashboard

Ignition key, control switches and
controls for heating and ventilation
are located on the right hand A
-post.
The most frequent used controls
at the lower region of the A-post.
The head lining has two interior
lights.
New dashboard design in grey
dual-colors.

Control switches and dashboard

Ignition key, control switches and controls for heating and ventilation
post.
The most frequent used controls at the lower region of the A-post.
The head lining has two interior lights.
New dashboard design in grey dual-colors.

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are located on the right hand A-

VCADs tests
Trainer Instructions:
Do some VCADs tests regarding:
ECC
Electro Servo Lever
Accelerator Pedal
Error code
Machine test

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Summary

ECC is standard

Pre-heating

Larger front windshield

More silent

More VCADs functions

Summary:
Repeat main functions.

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Thank you and good luck

Volvo L350F
A machine to trust

or something to hold on to when the

going gets tough

Thank you and good luck

Volvo L350F
A machine to trust, or something to hold on to when the going gets tough

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