Maintenance Manual Revision 1 Combo 5000

COMBO 5000
MAINTENANCE MANUAL
REV1 Job Serial No: TMX5BP-136-137
Date of Manufacture: March 2018

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Maintenance Manual Revision 1 Combo 5000

WARNING

Do not attempt to operate this equipment

without a thorough understanding of this
manual.

To prevent damage to equipment and / or

injury to personnel, these instructions must be
carefully followed.

A copy of this manual must accompany the

machine at all times.

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Maintenance Manual Revision 1 Combo 5000

JACON CONTACT LIST

Technical Support:
[email protected]
Spare Parts:
[email protected]
Machine Sales:
[email protected]

J-C are “TCS” (total customer support):

• Regions WA / NT / SA:
[email protected]
• Regions TAS / VIC:
[email protected]
• Regions NSW / QLD:
[email protected]

Australia - R&D Facility

24 Egerton Street,
Silverwater NSW
Australia 2128
Telephone: +61 2 9737 9028
Facsimile: +61 2 9737 9031
Email: [email protected]
Website: www.jacon.com.au

Jacon Vietnam - Production Facility

Jacon Vietnam - Production Facility
Nhon Trach II Industrial Park,
Phu Hoi Commune, Nhon Trach District ,
Dong Nai Province, Viet Nam
Website: www.jacon.com.vn
Jacon International – International Sales & Administration
89 Kampong Nahru Rd, #01 – 03
Singapore
Email: [email protected]

We’re one Skype 24/7 – feel free to call at any time: j-caresupport
After hours calls will be attended

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Maintenance Manual Revision 1 Combo 5000

Table of Contents
1) Introduction Page 7
2) Engine Page 8
2.1) Engine Specifications Page 9
2.2) Fuel Burn Rates Page 13
2.3) Disassembly and Assembly Page 14
2.4) Fault Codes Page 700
2.5) ADM2 Page 706
2.6) PLD Page 870

3) Axles Page 1012

3.1) Operation and Maintenance Page 1012
3.2) Brake Wear Check and Adjustment Page 1016

4) Hydraulics Page 1023

4.1) Hydraulic Circuits Page 1024
4.2) Hydrostatic Transmission System Operation, Testing and Adjusting Page 1030
4.2.1) System Operation Page 1030
4.2.2) System Testing Page 1032
4.2.3) Pressure Adjustments Page 1033
4.3) Steering System Operation, Testing and Adjusting Page 1035
4.3.1) System Operation Page 1035
4.3.2) System Testing Page 1036
4.3.3) Pressure Adjustments Page 1037
4.3.4) Steering Selection Page 1039
4.4) Braking System Operation, Testing and Adjusting Page 1040
4.4.1) System Operation Page 1040
4.4.2) System Testing Page 1042
4.4.3) Pressure Adjustments Page 1044
4.5) Mixer Bowl System Operation, Testing and Adjusting Page 1049
4.5.1) System Operation Page 1049
4.5.2) System Testing Page 1050
4.5.3) Pressure Adjustments Page 1051

5) Electrics Page 1052

5.1) Electrical Enclosures Circuits Page 1053
5.2) Electrical Harnesses Page 1062
5.3) Radio Remote Control Maintenance Manual Page 1071
5.3.1) Introduction Page 1071
5.3.2) Battery and Battery Charger Page 1087
5.3.3) Radio Remote Transmitter Page 1096
5.3.4) Radio Remote Receiver Page 1133
5.4) Corded Remote Control Maintenance Manual Page 1183
5.4.1) System Operation and Testing Page 1183
5.4.2) Assembly and Disassembly Page 1185
5.4.3) Trouble Shooting Page 1189

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6) Air Conditioning Page1190

6.1) System Operation Page 1190
6.2) System Testing Page 1192
6.2.1) Pressure Gauges Page 1192
6.2.2) Air Conditioning System Performance Check Page 1193
6.2.3) Trouble Shooting Page 1194

7) Mixer Bowl Assembly Page 1204

7.1) Mixer Drum Gearbox Manual Page 1204
7.2) Mixer Drum Gearbox Lubrication Page 1220

8) Shotcrete Boom Assembly Page 1222

8.1) System Operation, Testing and Adjusting Page 1222
8.1.1) System Operation Page 1222
8.1.2) Testing and Adjusting Page 1223
8.2) Assembly and Disassembly Page 1227
8.2.1) Boom Base Page 1227
8.2.2) Boom Column Page 1231
8.2.3) Boom Extensions Page 1233
8.2.4) Boom Covers Page 1239
8.2.5) Orbital Head Page 1242

9) Concrete Pumping Module Assembly Page 1247

9.1) System Operation, Testing and Adjusting Page 1247
9.2) Assembly and Disassembly Page 1251
9.3) Trouble Shooting Page 1287

10) Chemical Pump Assembly Page 1288

10.1) System Operation, Testing and Adjusting Page 1288
10.2) Assembly and Disassembly Page 1290
10.3) Inspection and Routine Maintenance Page 1292
10.3.1) Flushing the Pump Hose and Chemical Lines Page 1293
10.3.2) Changing the Pump Lubricant Page 1295
10.3.3) Replacing the Pump Hose Page 1296
10.4) Removal and Installation Page 1298
10.4.1) Removal of Chemical Pump Head Page 1298
10.4.2) Removing of Coupling Guard Page 1299
10.4.3) Removing the Chemical Pump Guard Page 1299
10.4.4) Re-Assembly Page 1299
10.5) Trouble Shooting Page 1300
10.6) Specifications Page 1301
10.6.1) Pumphead Performance Page 1301
10.6.2) Materials Page 1301
10.6.3) Weight and Dimensions Page 1301

11) Hydroscaler Page 1302

11.1) System Operation Page 1303
11.2) Testing Page 1303
11.3) Hydroscaler Components Page 1305
11.4) Disassembly and Assembly Instructions Page 1307
11.5) Torque Specifications, Seal Installation and Tightening Glues Page 1321

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12) Service Schedule Page 1322

12.1) Daily Service Inspection Page 1323
12.2) 50 Hour Service Schedule Page 1327
12.3) 250 Hour Service Schedule Page 1342
12.4) 500 Hour Service Schedule Page 1359
12.5) 1000 Hour Service Schedule Page 1376
12.6) 250 Hour Service Pack Page 1385
12.7) 500 Hour Service Pack Page 1387

13) Jacking Procedure Page 1389

14) Emergency Mixer Bowl Operation Page 1395

15) Emergency Towing of the Vehicle Page 1400

16) Emergency Park Brake Release Page 1404

17) Torque Settings Page 1413

17.1) Axle U-Bolts & Wheel Nuts Page 1413
17.2) Drive Plate Assembly Page 1413
17.3) General Information Page 1413

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Section 1 Introduction

This User Maintenance Manual is divided into several sections mainly intended to provide
you with all the necessary information with your new COMBO 5000. It is always important
to have the base understanding of how the unit operates before working on any equipment on
this COMBO 5000. Close attention to the information and instructions in this manual will
assure a minimum of maintenance with productivity.

Prior to service and maintenance of your new COMBO 5000, the technicians and operators
must be thoroughly familiar with the operation of the equipment, in order that it can be
maintained and operated in a SAFE manner. For beginner users, please read and understand
this User Manual before further actions to gain the experience in the SAFE maintenance and
operation of the equipment. For experienced users, please also thoroughly scan through the
manual as there are possibilities that minor changes has applied to your previous unit, if
applicable, where new procedures has conducted. Once this manual has been read carefully,
keep it in good conditions and quickly available close to or stored with the vehicle.

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Section 2 Engine

NOTE

THE EXHAUST BRAKE CYLINDER HAS BEEN

DISCONNECTED ON UNIT TMX5BP-124,125,126 & 127

THE CYLINDER IS STILL IN SITUE AND CAN BE

RECONNECTED IF REQUIRED.

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Section 2.1 Engine Specifications

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Section 2.2 Fuel Burn Rates

- Mercedes 906 at rated power – 213 gram per kwh

- Mercedes 906 at full load min – 199 gram per kwh

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Maintenance Manual Revision 1 Combo 5000

Section 2.3 Disassembly and Assembly

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 Maintenance Manual Revision 1 Combo 5000

2.4 Fault Codes

Adm2 fault ADM2 fault Description Cause Action Pin location

codes codes K line ADM/PLD
J1939 SPN/FMI
28/3 % accel pos3 volt Short High
above norm
28/4 % accel pos3 volt Short Low
below norm
29/3 % accel pos4 volt Short High
above norm

29/4 % accel pos4 volt Short Low

below norm
45/3 Flame start Open Circuit

45/4 Flame start Short Circuit

45/14 Flame Start Special

Instruction
45/12 Grid Heater Defect

54/3 10003 Decompression Open Circuit Check Wiring 15/10

Valve MBR_KD Check solenoid
valve
54/4 10004 Decompression Short Circuit Check Wiring 15/10
Valve MBR_KD Check solenoid
valve
84/3 10103 Vehicle Speed Open Circuit Check Wiring 15/03
Signal Parameter 08/01
84/4 10104 Vehicle Speed Short Circuit Check Wiring 15/03
Signal
84/14 10114 Vehicle Speed Value not Check 15/03
Signal Plausible Parameter 08/01
91/0 10200 Analog Accel Pedal not Adjust Pedal 21/11
Pedal adjusted Check wiring
Check Voltage
91/2 10202 Analog Accel Voltage Check Pedal 21/11
Pedal Plausible Check wiring
Check Voltage
91/3 10203 Analog Accel Voltage High Check Pedal 21/11
Pedal Check wiring
Check Voltage
91/4 10204 Analog Accel Voltage Low Check Pedal 21/11
Pedal Check wiring
Check Voltage

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Maintenance Manual Revision 1 Combo 5000

94/1 Fuel pressure Pressure Very Check system Power View

Low Code
94/3 Fuel sensor Voltage High Check Circuit Power View
Code
94/4 Fuel sensor Voltage Low Check Circuit Power View
Code
94/10 Fuel pressure Dropping Check system Power View
Code
94/13 Fuel pressure Incorrect Check system Power View
Code
94/16 Fuel pressure High Check system Power View
Code
94/17 Fuel pressure No pressure Check system Power View
Code
94/18 Fuel pressure Pressure Low Check system Power View
Code
97/0 Fuel System Water Check system Power View
Detected Code
97/3 Fuel System Voltage High Check Circuit Power View
Code
97/4 Fuel System Voltage Low Check Circuit Power View
Code
97/16 Fuel System Water Check system Power View
97/31 Detected Code
98/0 10400 Oil Level High Check System PLD 33&49

98/1 10401 Oil Level Low Check System PLD 33&49

98/3 Oil Level sensor Voltage High Check Circuit PLD 33&49

98/4 Oil Level sensor Voltage Low Check Circuit PLD 33&49

98/5 Oil Level sensor Open Circuit Check Circuit PLD 33&49

98/14 10414 Oil Level Very Low Check System PLD 33&49

100/1 10501 Oil Pressure Low Check System PLD 6,32

&15
100/2 Oil Pressure Data Incorrect Check sender PLD
Sensor 6,32&15
100/3 Oil Pressure Open Voltage Check Circuit PLD
Sensor High 6,32&15
100/4 Oil Pressure Short Voltage Check Circuit PLD
Sensor Low 6,32&15
100/14 10514 Oil Pressure Low Pressure Check System PLD
Sensor 6,32&15
100/16 Oil Pressure Data Incorrect Check System PLD
Sensor 6,32&15

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Maintenance Manual Revision 1 Combo 5000

102/0 Boost Pressure High Check System PLD

7,29&23
102/1 Boost Pressure Low Check System PLD
7,29&23
102/2 Boost Pressure Data Incorrect Check Circuit PLD
7,29&23
102/3 Boost Pressure Open Voltage Check Circuit PLD
Sensor High 7,29&23
102/4 Boost Pressure Short Voltage Check Circuit PLD
Sensor Low 7,29&23
105/0 Intake Manifold High Temp Check System PLD 23&48

105/3 Intake Manifold Open Voltage Check Circuit PLD 23&48

High
105/4 Intake Manifold Short Voltage Check Circuit PLD 23&48
Low
107/0 10800 Air Filter Sensor Pressure High Check Circuit 15/08
Check Filter
107/3 10803 Air Filter Sensor Open Voltage Check Circuit 15/08
High
107/4 10804 Air Filter Sensor Short Voltage Check Circuit 15/08
Low
110/0 10900 Coolant Temp High Check System PLD 34&3

110/3 Coolant Temp Open Voltage Check Circuit PLD 34&3

High
110/4 Coolant Temp Short Voltage Check Circuit PLD34&3
Low
111/1 11001 Coolant Level Low Coolant Check System 15/07
111/3 11003 Coolant Level Open Voltage Check Circuit 15/07
High
111/4 11004 Coolant Level Short Voltage Check Circuit 15/07
Low
158/0 11100 Terminal 15 High Voltage Check Circuit 21/02
Ignition
158/1 11101 Terminal 15 Low Voltage Check Circuit 21/02
Ignition
158/2 Terminal 15 Different Check Circuit 21/02 &
Ignition Voltage PLD PLD 15
174/0 Fuel Temp High Check System PLD 36&4

174/3 Fuel Temp Open Voltage Check Circuit PLD 36&4

High
174/4 Fuel Temp Short Voltage Check Circuit PLD 36&4
Low
175/3 Oil Temp Open Voltage Check Circuit PLD 15&
High 39
175/4 Oil Temp Short Voltage Check Circuit PLD 15&
Low 39

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Maintenance Manual Revision 1 Combo 5000

190/0 Engine Speed Over speed Check System 12/06

190/2 Engine Speed Data Incorrect Check System 12/06
190/3 Engine Speed Open Voltage Check Circuit 12/06
High
190/4 Engine Speed Short Voltage Check Circuit 12/06
Low
558/5 11705 Idle Switches Both Open Check Circuit 21/12
21/13
558/12 11712 Idle Switches Both Closed Check Circuit 21/12
21/13
559/12 11812 Cruise Switches Both Closed Check Circuit 18/04
18/05
601/12 11912 Cruise Switches Both Open Check Circuit 18/04
18/05
609/0-14 PLD Programming Reprogram
611/3 Injector Harness Shorted to Bat Check Circuit PLD
611/4 Injector Harness Shorted to Check Circuit PLD
Ground
620/3 12103 Throttle 5 volt Voltage High Check Circuit 21/09
620/4 12104 Throttle 5 volt Voltage Low Check Circuit 21/09
625/2 12202 Can Bus Programming Check Circuit
625/14 12214 Can Bus Programming Check Circuit
627/1 Power Supply Low to Check Circuit
injectors
627/4 Power Supply Interruption Check Circuit
629/12 12312 ADM2 Internal Error Check unit
633/1 Crankshaft Voltage Low Check Circuit PLD 2&19
Sensor
633/3 Crankshaft Open Check Circuit PLD 2&19
Sensor
633/4 Crankshaft Shorted Check Circuit PLD 2&19
Sensor
633/7 Crankshaft No Match Check System PLD 2&19
Sensor Check Circuit
637/2-10 Crank Sensor Error Check Circuit PLD 2&19
639/2 J1939 missing Etc#1 Acc#1 Programming
639/13 Can Bus Failed Check Circuit
651/6 Injector #1 Shorted Check Circuit
651/7 Injector #1 low flow Mechanical
651/5 Injector #1 Open Check Circuit
651/4 Injector #1 Shorted Check Circuit
651/3 Injector #1 High Check Circuit
651/12 Injector #1 missing Programming
651/14 Injector #1 missing Programming
652/6 Injector #2 shorted Check Circuit
652/7 Injector #2 low flow Mechanical
652/5 Injector #2 Open Check Circuit
652/12 Injector #2 missing Programming
652/14 Injector #2 missing Programming

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Maintenance Manual Revision 1 Combo 5000

653/6 Injector #3 Shorted Check Circuit

653/7 Injector #3 low flow Mechanical
653/5 Injector #3 Open Check Circuit
653/12 Injector #3 missing Programming
653/14 Injector #3 missing Programming
654/6 Injector #4 Shorted Check Circuit
654/7 Injector #4 low flow Mechanical
654/5 Injector #4 Open Check Circuit
654/12 Injector #4 missing Programming
654/14 Injector #4 missing Programming
655/6 Injector #5 Shorted Check Circuit
655/7 Injector #5 low flow Mechanical
655/5 Injector #5 Open Check Circuit
655/12 Injector #5 missing Programming
655/14 Injector #5missing Programming
656/6 Injector #6 Shorted Check Circuit
656/7 Injector #6 low flow Mechanical
656/5 Injector #6 Open Check Circuit
656/12 Injector #6 missing Programming
656/14 Injector #6 missing Programming
677/5 13305 Relay 1 Open Check Circuit 15/12
677/6 13306 Relay 1 Shorted Check Circuit 15/12
730/0 13900 Relay 2 Low temp Check Circuit 15/09
730/1 13901 Relay 2 Closed Check Circuit 15/09
730/2 13902 Relay 2 Closed Check Circuit 15/09
730/3 13903 Relay 2 Voltage high Check Circuit 15/09
730/4 13904 Relay 2 Voltage low Check Circuit 15/09
974/2 14202 Remote Throttle Voltage range Check Circuit 18/17
974/3 14203 Remote Throttle Open Voltage Check Circuit 18/18
High
974/4 14204 Remote Throttle Short Voltage Check Circuit 18/18
Low
1004/3 14403 Relay 4 Open Check Circuit 18/01
1004/4 14404 Relay 4 Shorted Check Circuit 18/01
1005/3 14503 PWM supply to Open Check Circuit 15/05
pedal
1005/4 14504 PWM supply to Shorted Check Circuit 15/05
pedal
1006/3 14603 Exhaust Brake Open Check Circuit 15/06
1006/4 14604 Exhaust Brake Shorted Check Circuit 15/06
1015/1 15001 PWM pedal No voltage Check Circuit 15/05
1015/2 15002 PWM pedal Signal gas Check Circuit 21/12-13-14
1&2missing 15/05
1015/3 15003 PWM pedal Signal gas 2 Check Circuit 21/13-14
missing 15/05
1015/4 15004 PWM pedal Signal gas 1 Check Circuit 21/12-14
missing 15/05
1015/5 15006 PWM pedal Adjustment Programming
1015/6 15006 PWM pedal Adjustment Programming

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Maintenance Manual Revision 1 Combo 5000

1015/7 15007 PWM pedal Adjustment Programming

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Maintenance Manual Revision 1 Combo 5000

Section 2.5 ADM2

Page 706
 DaimlerChrysler

Adaption Module as Vehicle Control

ADM2

Control Unit Operating Manual

Page 707
 Table of Abbreviations

Abbreviation Meaning

ABS Antiblock system

ADM2 Adaption module as vehicle control, new version

ADR PTO speed control

BK Engine retarder flap, also MBR-BK

C3/B7 Speed signal C3/B7

CAN Control Area Network

CC+ Cruise Control Resume and Acceleration

CC- Cruise Control Set and Decelerate

CC_EIN Cruise Control, Cruise control on-off switch

EEPROM Electrical erasable and programmable read only memory

EMV EMC/electromagnetic compatibility

European economic communities in the European Community, precursor of the

EWG
EU

FFG The foot throttle actuator is the accelerator pedal

FMR Vehicle control for Mercedes-Benz commercial vehciles type Actros or type Atego

FSBE Input for the switching state of the parking brake

HFG Remote pedal

Highside Schalter Switch (switched to battery voltage)

IWA Actual value output

K-Leitung Serial communication- and diagnosis line

KD Constantly open valve, also MBR-KD

Lowside Schalter Switch (switched to ground)

MBR Engine brake

MCAN Engine CAN data bus between ADM2 and PLD-MR

Minidiag 2 Diagnosis- and configuration unit for the ADM2

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Table of Abreviations

Abbreviation Meaning

NE Input for transmission position Neutral

PLD-MR Engine control type PLD (for the injection principle pump-line-nozzle)

PTO Power Take Off

PWM Pulse width modulation

SAE J1939 CAN data bus according to standard SAE J1939

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 Table of Contents

Table of Abbreviations . .....................................................................................2

1. Safety...... ............................................................................................................8
1.1. Symbols ...................................................................................................................8
1.2. General Information ...............................................................................................9
1.3. Use for the intended purpose .................................................................................9
1.4. Personnel requirements .........................................................................................9
1.5. Conversions and modifications to the ADM2........................................................9
1.6. Installation ..............................................................................................................9
1.7. Organisational measures........................................................................................9
1.8. Safety precaution for engines with electronic control units..............................10
1.9. DaimlerChrysler original parts............................................................................11
1.10. Safety and emergency running programme.......................................................11

2. Operation ......................................................................................................... 12
2.1. Introduction ..........................................................................................................12
2.2. Tasks ......................................................................................................................14
2.2.1. Functions......................................................................................................14
2.2.2. Inputs............................................................................................................14
2.2.3. Outputs .........................................................................................................14

3. Construction .................................................................................................... 15
3.1. Images of the vehicle control adaption module ADM2.......................................15
3.2. Functional description of the ADM2 pins ...........................................................18
3.3. Technical data of pin assignment ........................................................................26

4. Parameter ........................................................................................................ 33
4.1. List of parameters .................................................................................................33
4.2. Description of parameters ....................................................................................53
Group 1: CAN Configuration .......................................................................................................... 53
Group 2: Configuration driving mode............................................................................................ 54
Group 3: Generally valid limits...................................................................................................... 57
Group 4: Damper of engine jerking in PLD-MR ............................................................................ 59
Group 5: Variable limits No. 0 (Pin LIM0) and No.1 (Pin LIM1).................................................. 60
Group 6: Variable limits No. 2 (idle speed increase)(Pin KLIMA)............................................... 61
Group 7: Configuration PTO speed control (ADR) ........................................................................ 62
Group 8: Vehicle speed sensor configuration ............................................................................... 65
Group 9: Actual value output ......................................................................................................... 66
Group 10: Configuration engine brake.......................................................................................... 68
Group 11: Configuration accelerator pedal ................................................................................... 71
Group 12: Configuration torque reversing damper ...................................................................... 73
Group 13: Configuration Inputs..................................................................................................... 73
Group 14: Switching Threshold Relay 3 + Relay 4........................................................................ 77
Group 15: Configuration Cruise Control ....................................................................................... 81
Group 16: Configuration Relay 1 ................................................................................................... 81
Group 17: Idle Shutdown................................................................................................................ 82
Group 18: Engine Protection Shutdown ........................................................................................ 83
Group 19: Automatic Fan activation.............................................................................................. 84
Group 20: Remote accelerator pedal (HFG, manual throttle)....................................................... 85
Group 21: Driving with PTO speed (ADR) ..................................................................................... 86
Group 22: Configuration vehicle speed sensor ............................................................................. 86
Group 23: Speed limiter extra (no access)..................................................................................... 86
Group 24: Accelerator pedal extra ................................................................................................. 87

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Table of Contents

5. Fitting and connecting .................................................................................... 88

5.1. Operating data.......................................................................................................88
5.2. Installation ............................................................................................................88
5.2.1. Use in the vehicle.........................................................................................91
5.2.2. Use in stationary engines............................................................................91
5.3. Connecting up .......................................................................................................92

6. Parameter programming with the diagnosis unit minidiag2....................... 93

7. Application ...................................................................................................... 94
7.1. Driving mode and PTO speed control ..................................................................94
7.1.1. Driving mode................................................................................................94
7.1.1.1. Idle speed adjustment...........................................................................................95
7.1.1.2. Vehicle speed limiting ..........................................................................................95
7.1.1.3. Vehicle speed limiting with engine brake...........................................................96
7.1.2. Cruise control operation .............................................................................97
7.1.2.1. Cruise control with engine brake ........................................................................98
7.1.2.2. Temposet function 98

7.2. PTO speed control (ADR) ......................................................................................99

7.2.1. The three operating modes of PTO speed control ..................................... 99
7.2.1.1. Driver´s cab PTO.................................................................................................. 99
7.2.1.2. PTO with fixed speed via the PTO switch ........................................................ 101
7.2.1.3. Driving with PTO with special applications.................................................... 103
7.2.2. Governor types for the PTO speed control .............................................. 104
7.2.2.1. Features of the governer types ......................................................................... 104

7.3. Accelerator pedal / Remote accelerator pedal ..................................................105

7.3.1. PWM accelerator pedal............................................................................. 105
7.3.2. Analog accelerator pedal .......................................................................... 106
7.3.3. Analog remote accelerator pedal ............................................................. 107

7.4. Engine start / stop...............................................................................................108

7.4.1. Two alternatives for the engine start ...................................................... 108
7.4.1.1. Engine start via PLD-MR.................................................................................... 108
7.4.1.2. Engine start directly via terminal 50................................................................ 109
7.4.2. Three alternatives for engine stop........................................................... 109
7.4.2.1. Engine stop through deactivation of terminal 15 ............................................ 109
7.4.2.2. Engine stop via the external stop button of the ADM2.................................... 110
7.4.2.3. Engine stop via CAN SAE J1939 ........................................................................ 110
7.4.3. Service start button and service stop button at the engine block ......... 110

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 Table of Contents

7.5. Engine brake (Retarder) .....................................................................................111

7.5.1. Technical description exhaust flap ......................................................... 112
7.5.2. Technical description decompression valve ........................................... 112
7.5.3. Engine brake configuration ..................................................................... 113
7.5.3.1. Exhaust flap only, driven by ADM2.................................................................. 113
7.5.3.2. Exhaust flap only, exhaust flap at PLD-MR ...................................................... 114
7.5.3.3. Decompression valve only, decompression valve at ADM2 ............................ 115
7.5.3.4. Exhaust flap and decompression valve at one valve........................................ 116
7.5.3.5. Exhaust flap and decompression valve at two seperat valves......................... 117
7.5.3.5.1. Exhaust flap and decompression valve at ADM2.......................................... 117
7.5.3.5.2. Exhaust flap at ADM2 and decompression valve at PLD-MR ....................... 118
7.5.3.5.3. Exhaust flap and decompression valve at PLD-MR....................................... 119
7.5.4. Activation engine brake system (Version 202, 203) .............................. 120
7.5.5. Deactivation of engine brake ................................................................... 120

7.6. Instruments / Displays.......................................................................................121

7.6.1. Rev counter ............................................................................................... 121
7.6.2. Coolant temperature gauge ...................................................................... 121
7.6.3. Oil pressure gauge .................................................................................... 121
7.6.4. Coolant temperature indicator lamp ....................................................... 122
7.6.5. Oil pressure indicator lamp ..................................................................... 122
7.6.6. Oil level indicator lamp ............................................................................ 122
7.6.7. Configuration indicator lamp and gauge ................................................ 123
7.6.8. Grid Heater indicator lamp ...................................................................... 123
7.6.9. Air filter indicator lamp ........................................................................... 124
7.6.10. Check engine lamp ................................................................................. 124
7.6.11. Stop engine lamp / buzzer ..................................................................... 126

7.7. Actual value output IWA ....................................................................................127

7.8. Speed signal.........................................................................................................129

7.8.1. Tachograph (C3, B7) ................................................................................. 129
7.8.2. Square-wave sensor .................................................................................. 130
7.8.3. Transmission output shaft speed via SAE J1939 .................................... 130

7.9. Limitations ..........................................................................................................131

7.9.1. Common limitations ................................................................................. 131
7.9.2. Programmable limitations ....................................................................... 131

7.10. Engine protection...............................................................................................132

7.10.1. Engine protection shutdown .................................................................. 132
7.10.2. Engine limp home operating mode........................................................ 133

7.11. Coldstart with grid heater .................................................................................134

7.12. Special functions................................................................................................136

7.12.1. ABS .......................................................................................................... 136
7.12.2. Conventional retarder ............................................................................ 136
7.12.3. Automatic fan.......................................................................................... 137
7.12.4. Accelerator pedal interlock.................................................................... 140

7.13. Diagnosis ............................................................................................................142

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Table of Contents

8. Actual value ................................................................................................... 143

8.1. Analog values ......................................................................................................143
8.2. Binary values.......................................................................................................145

9. Fault codes ..................................................................................................... 147

9.1. Fault codes diagnosis version 203 .....................................................................147

10. Routines for ADM2........................................................................................ 152

10.1. Routines for ADM2, Diagnosis version 202 and 203 ......................................152

11. CAN Messages according to SAE J1939 ...................................................... 153

Page 713
7
 1. Safety

1. Safety

1.1. Symbols

The instructions which follow are shown against various symbols.

G Risk of injury!
This symbol appears against all safety instructions which must be complied with in order to avoid a direct risk
of danger to life and limb.

This symbol is used against all safety instructions which, if disregarded, could give rise to the danger of material
damage or malfunctions.

1.2. General information

GRisk of potentially fatal accident!

The ADM2 vehicle control adaption module is essential for defining the functions of the engine and vehicle.
Functions such as engine start, engine stop, accelerator pedal evaluation, actuation of engine brake etc. are
relevant to safety.
Incorrectly performed modifications to the parameters or tampering with the wiring can cause far-reaching
changes to the performance of the engine and/or vehicle. This can lead to personal injury and material damage.

The ADM2 control unit has been developed and tested in accordance with the DaimlerChrysler Specifications for
Operating Safety and EMC Compatibility. The manufacturer of the vehicle or equipment is solely responsible for the
examination and implementation of applicable legal stipulations.

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8
1. Safety

1.3. Use for the intended purpose

The DaimlerChrysler engine and the ADM2 control unit are only to be used for the purpose stated in the contract of
purchase. Any other use or an extension of the stated use will be regarded as not conforming to the engine´s intended
purpose.

DaimlerChrysler AG cannot accept any liability for damage resulting from such use.

Liability for damage resulting from the engine not having been used for its intended purpose shall rest solely with the
manufacturer of the complete machine or vehicle in which the engine is installed.

These ADM2 Operating Instructions and the engine Operating Instructions must be observed.

1.4. Personnel requirements

Work on the electrics and programmed parameters must only be carried out by specially skilled persons or those who
have received training from DaimlerChrysler, or by specialists employed by a workshop authorised by DaimlerChrysler.

1.5. Conversions and modifications to the ADM2

Unauthorised modifications to the ADM2 could affect the operation and safety of the vehicle/machine in which it is
installed. No responsibility will be accepted for any resulting damage.

1.6. Installation

The guidelines and instructions in chapter 5 must be observed.

1.7. Organisational measures

These Operating Instructions should be handed to personnel entrusted with the operation of the ADM2 and should,
whenever possible, be stored in an easily accessible place.

With the aid of these Operating Instructions, personnel must be familiarised with the operation of the ADM2, paying
special attention to the safety-relevant instructions applicable to the engine.

This applies in particular to personnel who only work on the engine and ADM2 occasionally. In addition to these
Operating Instructions, comply with local legal stipulations and any other obligatory accident prevention and
environmental protection regulations which may apply in the country of operation.

Page 715
9
 1. Safety

1.8. Safety precautions for engines with electronic control units

G Risk of accident!
When the vehicle electrics are first operated, the drive train must be open (transmission in neutral). The engine
could start unexpectedly due to incorrect wiring or unsuitable parameter programming. If the drive train is
closed (transmission not in neutral), the vehicle could unexpectedly start moving or set the working machine
in operation, constituting a risk to life and limb.

The safety precautions stated below must be applied at all times in order to avoid damage to the engine, its
components and wiring, and to avoid possible personal injury.

– Only start the engine with the batteries securely connected.

– Do not disconnect the batteries when the engine is running.
– Only start the engine with the engine speed sensor connected.
– Do not start the engine with the aid of a rapid battery charger.
If emergency starting is necessary, only start using separate batteries.
– The battery terminal clamps must be disconnected
before a rapid charger is used. Comply with the operating instructions for the rapid charger.
– If electric welding work is to be performed, the batteries must be disconnected and
both cables (+ and - ) secured together.
– Work is only to be performed on the wiring and connectors are only to be plugged/unplugged with
the electrical system switched off.
– The first time starting up the engine, the possibility must be provided to switch off the voltage supply to the
MR engine control and to the ADM2 adaption module in an emergency.
If it is incorrectly wired up, it may no longer be possible to
switch off the engine.
– Interchanging the poles of the control unit´s voltage supply (e.g. by
interchanging the battery poles) can damage the control unit beyond repair.
– Fasten connectors on the fuel injection system with the specified tightening torque.
– Only use properly fitting test leads for measurements on plug connectors (DaimlerChrysler connector set).

If temperatures in excess of 80 °C ( e.g. in a drying kiln) are to be expected, the control untis must be removed
as they could be damaged by such temperatures.

Telephones and two-way radios which are not connected to an external aerial can cause malfunctions in the
vehicle electronics and thus jeapardise the engine´s operating safety.

Page 716
10
1. Safety

1.9. DaimlerChrysler original parts

DaimlerChrysler original parts are subject to the most stringent quality checks and guarantee maximum functional
efficiency, safety and retention of value.

Each part is specially designed, produced, selected and approved for DaimlerChrysler.
For this reason, we are obliged to disclaim all liability for damage resulting from the use of parts and accessories which
do not meet the above requirements.

In Germany and various other countries, certain parts (for instance parts relevant to safety) are only officially approved
for installation or conversion work if they comply with valid legal stipulations.
These regulations are assured to be satisfied by DaimlerChrysler original parts.

If other parts, which have not been tested and approved by DaimlerChrysler, are installed - even if in individual
circumstances they have been granted an official operating permit - DaimlerChrysler is unable to assess them or grant
any form of warranty, although the company endeavours to monitor market developments as far as possible. The
installation of such parts may therefore restrict the validity of the warranty.

1.10. Safety and emergency running mode

The ADM2, FMR and PLD-MR electronic engine control units monitor the engine and carry out self-diagnosis. As soon
as a fault is detected it is evaluated by the control unit and one of the following measures is initiated:
– Faults during operation are indicated by the warning lamps being activated.
– Switch-over to a suitable substitute function for continued, albeit restricted engine operation (e.g. constant
emergency engine speed).

Have any faults rectified without delay by the responsible DaimlerChrysler Service Station.

Note:
The DaimlerChrysler diagnosis tester minidiag2 is connected to the 14 pin diagnosis socket (on the unit). The
minidiag2 can be used to read off the fault codes of the ADM2. ADM2 fault codes and their meanings are described in
chapter 9.

Note:
Defective units which are still within the period of warranty cover (6 months from DaimlerChrysler dispatch date) must
be returned to the DaimlerChrysler field service organisation.

Page 717
11
 2. Operation

2. Operation

2.1. Introduction

DaimlerChrysler 500, 900 and 450 series engines are equipped with an electronic engine control (PLD-MR). The PLD-
MR monitors and determines all values which are required for the operation of the engine (e.g. begin of injection, load
level, ambient conditions, sensor evaluation, etc.).
The connection to the vehicle is made via a CAN interface, which digitally transmits the nominal values (e.g. torque,
engine speed specification etc.) and the actual values (e.g. engine speed, oil pressure etc.).
The vehicle control adaption module (ADM2) contains the CAN interface required by the PLD-MR and allows the
operator to implement his requirements on the engine. On the one hand the ADM2 allows the use of conventional
gauges and at the same time provides a conventional interface for special functions. Predefined engine control settings,
e.g. torque/rpm limitations or a specified, predefined set engine speed, can be selected using signal switches. Routines
stored in the control unit can be optimally adapted to the respective application with parameter programming. A
diagnosis interface is provided to connect up an external diagnosis tester (e.g. minidiag2).

Page 718
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2. Operation

Adaption module as vehicle control (ADM2):

ABS = Anti-block brake system
ADR = PTO speed control
ABS/ASR = Control unit for anti-block brake system or traction control
BGR = Limitations
FFG = Accelerator pedal: torque demand (driving mode) or speed demand (PTO operating mode)
FLA = Flame-start system
Gearbox = Control unit for the transmission
ISO = International Organization for Standardization (e.g. diagnostic line / ISO 9141)
IWA = Actual value output (for automatic transmission, customer-specific electronics,...)
MBR = Engine brake
MR is in this case PLD-MR= Engine control for the injection principle pump-line-nozzle.
Retarder = Control unit for a retarder
SAE J1939 = Data bus according to standard SAE J1939

Page 719
13
 2. Operation

2.2. Tasks

The tasks of the ADM2 can be split into three areas:

– Functions
– Inputs
– Outputs

2.2.1. Functions

• Driving mode: torque demand to engine control (PLD-MR)

• PTO speed control: Specified rpm to engine control (PLD-MR).
• Engine start, engine stop
• Accelerator pedal evaluation, monitoring, fault evaluation
• Engine brakes
• Speed limitation
• Cruise control
• Temposet
• Parameter memory
• Fault memory
• Diagnosis interface for a diagnosis unit e.g. Minidiag2
• Diagnosis intersections: Implementation of K-wire diagnosis to CAN diagnosis only for the engine control PLD-MR
• Linking with SAE J1939 (High-Speed-CAN-Bus)

2.2.2. Inputs

The ADM2 has digital inputs for

• Special functions, e.g. linkup with conventional ABS control unit
• External engine start and engine stop
• Engine Protection Shutdown
• Activating limitations
• Speed adjustment
• Parking brake and driving brake
• Cruise control
• Engine brake (stage 1 and stage 2)
• Transmission „neutral“ position
• Rear axle
Note: The function is not yet available for the inputs reverse gear, clutch 2 and generator terminal W.

The ADM2 has analog inputs for

• Accelerator pedal (analog foot throttle actuator)
• Remote accelerator pedal (analog manual throttle actuator)
• Coolant level sensor
• Air filter sensor

2.2.3. Outputs

The ADM2 has outputs for

• Engine brakes (engine retarder flap and constantly open valve)
• Connection of indicator and warning lamps
– Oil level
– Lamp red with buzzer (engine stop)
– Lamp yellow for inerference (e.g. oil pressure too low)
– Heater flange (cold-start device)
– Air filter
• Connection of measuring instruments
– Oil pressure*
– Coolant temperature*
– Engine speed
• Customer-specific electronics
– Actual value output IWA (e.g. for automatic transmission)
– Relay output (e.g. kickdown)
Note*: Either measuring instruments or warning lamps can be connected to the instrument outputs for oil pressure
and for coolant temperature.
Page 720
14
 3. Construction

3. Construction

3.1. Images of the vehicle control adaption module ADM2

Diagonal view of ADM2

Black space for the type label
Connector sizes from fromt the left to the right
Connector 15 pin
Connector 18 pin
Connector 12 pin
Connector 21 pin

Page 721
15
3. Construction

Installation position in the vehicle or view of rear side of the ADM2

Connector sizes from the left to the right:

Connector 21 pin
Connector 12 pin
Connector 18 pin
Connector 15 pin

Page 722
16
 3. Construction

View of connector side of ADM2

Connector sizes from the left to the right:

Connector 15 pin
Connector 18 pin
Connector 12 pin
Connector 21 pin

Page 723
17
 3. Construction

3.2. Functional description of the ADM2 pins

21 pin connector
short
pin type function description
cut

21/01 battery voltage Kl. 30 supply voltage (12V/24V)

ignition (switched
21/02 DE Kl. 15 ignition switch (terminal15)
battery voltage)

21/03 ground Kl. 31 battery ground

output active, if oil level to low. feature only avaiable if oil

level sensing enabled.
warning lamp LA_
21/04 A
oil level OELST If output is active while engine is running, shut down
engine immediately and initiate a maintenance
respectively an error diagnosis as soon as possible.

output active, if major faults active,e.g. oil pressure very low

stop engine lamp LA_

21/05 A
(buzzer) STOP If output is active while engine is running, shut down
engine immediately and initiate a maintenance
respectively an error diagnosis as soon as possible.

output active, if faults active, e.g. oil pressure to low

or ecu detects externel input and output faults.
check engine lamp LA_
21/06 A
(yellow) ADM
If output is active while engine is running, shut down
engine immediately and initiate a maintenance
respectively an error diagnosis as soon as possible.

LA_ output active,while preheating phase. Lamp off shows

21/07 A lamp gridheater
GRID engine start is enabled.

warning lamp air LA_

21/08 A output active,if air filter loaded.
filter LUFT

power supply throttle power supply of analog throttle pedal, e.g. Williams pedal
21/09 AFP+
pedal analog terminalC.

21/10 reserved

A = output
E/A = input/output (bidirectional)
DE = digital input
AE = analog input
IE = pulse input

Page 724
18
3. Construction

21 pin connector (continued)

short
pin type function description
cut

throttle pedal signal sensor voltage proportional to pedal position

21/11 AE AFPS
analog e.g input for Williams pedal terminal A.

PWM throttle signal, sensor signal PWMpedal path 1,

path 1 e.g. VDO pedal terminal 2/9
21/12 IE GAS1
idle validation
switch 2 e.g. Williams pedal terminal D
(throttle active)

sensor signal PWMpedal path 2,

PWM throttle signal,
e.g. VDO pedal terminal 4/9
path 2
21/13 IE GAS2
idle validation
e.g. Williams pedal terminal E
switch 1
(idle active)

PWM pedal ground, e.g. VDO pedal terminal

1/9 and 3/9.
21/14 ground throttle pedal FP-
analog pedal ground, e.g. Williams pedal terminal B

21/15 DE service brake switch BRE switch to ground. Switch open, if service brake is depressed

switch to ground. Switch closed, if service brake is

21/16 DE park brake switch FSBE
depressed

21/17 E/A SAE 1708, A 1708A available since diagnosis version 203

available since diagnosis version 203

21/18 E/A SAE 1708, B 1708B

SAE J1939 CAN High 1939_

21/19 E/A SAE 1939 vehicle CAN high line
(vehicle can) H

1939_
21/20 CAN HF Ground SAE J1939 (HF-ground).
GND

SAE J1939 CAN Low 1939_ SAE 1939 vehicle CAN low line
21/21 E/A
(vehicle can) L

A = output
E/A = input/output (bidirectional)
DE = digital input
AE = analog input
IE = pulse input

Page 725
19
 3. Construction

18 pin connector
short
pin type function description
cut

Output of the actual value comparator.4 (IWK4):

Parameter values:
0 = kickdown position
1 = actual value tource
2 = vehicle speed
3 = engine speed
18/01 A relay 4 REL4
4 = coolant temperature (lamp, temp. to low)
5 = pedal torque
6 = booster air temperature
7 = warning lamp oil pressure
8 = warning lamp coolant temperature

clutch linked switch to ground. Switch open, if clutch is depressed.

18/02 DE KUP1
switch 1

ground idle LG_ separate ground of idle validation switches,

18/03 A
validation switches GND e.g. Williams pedal terminal F.

normaly open push-button for cruise control

18/04 DE cruise control CC- CC- „set and decellerate“

cruise control CC+ normaly open push-button for cruise control

18/05 DE CC+
„resume and accellerate“.

CC_ switch to ground, normally open, enables cruise control, if

18/06 DE cruise control on/off
EIN closed.

FG_ switch to ground, normally open, disables acc. pedal and

18/07 DE throttle select
WAHL enables remote pedal, if closed.

MBR_ engine brake input switches MBR_H und MBR_L:

18/08 DE engine brake low
L switch to ground, normally open,
0: not active, 1: active

HL
0 0 engine brakes disabled
MBR_
18/09 DE engine brake high 0 1 engine brake step1: decompression valve enabled
H
1 0 engine brake step2: decompression valve and exhaust
flap enabled
1 1 not implemented

18/10 DE remote PTO PTO input to activate remote PTO control

Input for the activation of limitations via pin LIM0. During

18/11 DE limiter 0 LIM0 active input these limitations are always effective.

Input for the activation of limitations via pin LIM1. During

18/12 DE limiter 1 LIM1 active input these limitations are always effective.

A = output
E/A = input/output (bidirectional)
DE = digital input
AE = analog input
IE = pulse input

Page 726
20
3. Construction

18 pin connector (continued)

short
pin type function description
cut

M
engine shutdown AB This input prevents automatic engine shut down,
18/13 DE
override SCH if engine shutdown is enabled
_SP

Input for the activation of limitations via pin LIM1. During

limiter 2
18/14 DE KLIMA active input these limitations are always effective,
(air condition )
(e.g. increased idle speed for air conditioner).

LUEF- switch to ground, normally open,

18/15 DE fan override
TER activates fan, if closed

switch to ground, normally open,

18/16 DE throttle inhibit FP_SP
disables acc. pedal and remote pedal, if closed.

power supply remote

18/17 throttle, air filter HFG+ Supply voltage for remote throttle and air cleaner sensor.
sensor

remote throttle The voltage at the sensor is proportional to the remote pedal
18/18 AE HFGS
signal position.

A = output
E/A = input/output (bidirectional)
DE = digital input
AE = analog input
IE = pulse input

Page 727
21
 3. Construction

12 pin connector
short
pin type function description
cut

engine start, switch to battery voltage, normally open,

12/01 IE Kl. 50
terminal 50 activates starter, if closed.

K_
12/02 E/A diagnosis K - line k-line diagnosis interface.
DIAG

low side output, short protected

configurable for

- analog oil pressure gauge

12/03 A oil pressure P_OEL
- warning lamp oil pressure
(pressure to low)

low side output, short protected

configurable for

- analog coolant temperature gauge

12/04 A coolant temperature T_MOT
- warning lamp coolant temperature
(temperature to low)

configurable output for actual values:

0 = output disabled
1 = pedal torque (10% ... 90 %)
actual value output 2 = differential torque (limit load control)
12/05 A IWA
(PWM) 3 = inverse pedal torque (90% ... 10 %)
4 = actual torque
5 = actual load (automatic transmission)
6 = vehicle speed
7 = demand speed

low side output for engine speed gauge

N_
12/06 A engine speed gauge (signal definition for speed gauges driven by generator
MOT
terminal W, ratio configurable)

clutch linked
12/07 DE KUP2 feature not yet available
switch 2

##valid from the diagnosis version 204

Switch to ground.
12/08 DE engine-hood switch MOKL Normally open.
If switch is closed: indicates opened engine-hood.
Engine start via terminal 50 or J1939 ESS is locked.

A = output
E/A = input/output (bidirectional)
DE = Digital Input
AE = analog input
IE = pulse input

Page 728
22
3. Construction

12 pin connector (continued)

short
pin type function description
cut

configurable input,
switch to ground, normally open
0 = disabled
1 = ABS
2 = Retarder
12/09 DE configurable input DSF1
3 = Temposet (set rodspeed limit)
4 = grid heater detection
5 = minimal torque
6 = remote cab driving

configurable input,
switch to battery voltage, normally open
0 = disabled
1 = ABS
12/10 DE configurable input DSF0 2 = Retarder
3 = Temposet (set rodspeed limit)
4 = grid heater detection
5 = minimal torque
6 = remote cab driving

engine stop STOP_ switch to battery voltage, normally open

12/11 DE
(external) EXT stops engine, if closed

engine speed
12/12 IE alternator Kl. W feature not yet available
(terminal W)

A = output
E/A = input/output (bidirectional)
DE = digital input
AE = analog input
IE = pulse input

Page 729
23
 3. Construction

15 pin connector
short
pin type function description
cut

switch to ground, normally open,

15/01 DE transmission neutral NE disables engine start, if closed

switch to ground, normally open,

15/02 DE dual speed axle HA sets speed ratio, if closed

vehicle speed signal, vehicle speed input for tachometer,

15/03 IE C3/B7
tachometer signal C3 (B7).

15/04 reserved

configurable high side output.

power supply throttle
pedal PWM -power supply for PWM pedal,
15/05 A FP+ e.g. VDO pedal terminal 5/9 und 6/9.

-output for modulation valve

gear output 1
(e.g. Allison automatic transmission).

configurable high side output.

- output for exhaust flap.

engine brake 2, MBR_
15/06 A
exhaust flap BK Note to engine break 2
If exhaust flap and constant throttle are operating on a
single solenoid valve, then this output is not used. The
output 15/10 drivers both engine breaks.

KW_ analog input for coolant level sensor

15/07 AE coolant level sensor
SE ( two stage resistance coded sensor)

LF_
15/08 AE air filter sensor analog differential pressure sensor for air filter load
SE

configurable high side output.

15/09 A relay 2 REL2 0 = disabled

1 = grid heater
2 = acc. pedal idle position

configurable high side output.

- output for decompression valve (constant throttle).

engine brake 1,
MBR_
15/10 A decompression valve
KD Note engine break 1
If exhaust flap and constant throttle are operating on a
single solenoid valve, then this output (15/10) drivers both
engine breaks.

A = output
E/A = input/output (bidirectional)
DE = digital input
AE = analog input
IE = pulse input

Page 730
24
3. Construction

15 pole connector (continued)

short
pin type function description
cut

configurable low side output for actual values:

(actual value comparator 3 (IWK3))

0 = acc. pedal idle position

1 = actual torque
2 = vehicle speed
3 = engine speed
15/11 A relay 3 REL3
4 = coolant temperature (lamp, temp. to low)
5 = acc. pedal torque
6 = booster temperature
7 = warning lamp oil pressure
8 = warning lamp coolant temperature

configurable low side output for actual values:

0 = disabled
15/12 A relay 1 REL1
1 = starter protection
2 = acc. pedal kick down position
3 = transmission output 1

MCAN
15/13 E/A engine CAN (High) engine CAN high line
_H

MCAN
15/14 CAN Ground (HF) engine CAN- (HF-ground)
_GND

MCAN engine CAN low line

15/15 E/A engine CAN (Low)
_L

A = output
E/A = input/output (bidirectional)
DE = digital input
AE = analog input
IE = pulse input

Page 731
25
 3. Construction

3.3. Technical data of pin assignment

Power supply
pin function abbrev. UMAX UMIN IMAX further data

battery voltage 32 V at 16 V at 300 mA no external load

UB=24 V, UB=24 V,
21/01 Kl. 30
16 V at 10 V at
50 µA ADM2 switched off
UB=12V UB=12V

ignition (switched Pull down resistor

21/02 battery voltage) Kl. 15 UB 30 kOhm

21/03 ground Kl. 31 battery ground

power supply throttle

stabilized and short
21/09 pedal analog AFP+ 5V 5V 10 mA
protected

short protected,
ground connection
100 mA for PWM FFG, e.g.
VDO FFG, terminal
1/9 und 3/9.
21/14 ground throttle pedal FP-
short protected,
ground connection
100 mA for analogen FFG,
e..g. Williams FFG
terminal B.

power supply remote

stabilized and short
18/17 throttle, air filter sensor HFG+ 5V 5V 10 mA
protected

15/04 reserved

Page 732
26
3. Construction

dynamic inputs (IE)

pin funktion abbrev f ULOW UHIGH further data

PWM throttle signal, pull up resistor,

220 Hz
path 1 39kOHM
21/12 GAS1 < 1,5 V > 5,5 V
idle validation pull up resistor,
switch 2 39kOHM
(throttle active)

PWM throttle signal, pull up resistor

220 Hz
path 2 39 kOhm
21/13 GAS2 < 1,5 V > 5,5 V
idle validation pull up resistor,
switch 1 39kOHM
(idle active)

vehicle speed signal,

pull down resistor
15/03 tachometer C3/B7 < 2,5 V > 6,4 V
47 kOhm

rising edge
engine start,
detection, pull
12/01 terminal 50 Kl. 50 < 4,0 V > 6,6 V
down resistor
7,7 kOhm

12/12 reserved

Page 733
27
 3. Construction

digital inputs (DE)

pin funktion abbrev UMAX UMIN ULOW UHIGH further data

pull up resistor
21/15 service brake switch BRE UB 0V < 3,0 V > 7,0 V
2,35 kOhm

pull up resistor
21/16 park brake switch FSBE UB 0V < 3,0 V > 7,0 V 2,35 kOhm

pull up resistor
18/02 clutch switch KUP1 UB 0V < 3,0 V > 7,0 V
5 kOhm

pull up resistor
18/04 cruise control CC- CC- UB 0V < 3,0 V > 7,0 V
5 kOhm

pull up resistor
cruise control CC+
18/05 CC+ UB 0V < 3,0 V > 7,0 V 5 kOhm

pull up resistor
CC_
18/06 cruise control on/off UB 0V < 3,0 V > 7,0 V 5 kOhm
EIN

FG_ pull up resistor

18/07 throttle select UB 0V < 3,0 V > 7,0 V
WAHL 5 kOhm

MBR_ pull up resistor

18/08 engine brake low UB 0V < 3,0 V > 7,0 V
L 5 kOhm

MBR_ pull up resistor

18/09 engine brake high UB 0V < 3,0 V > 7,0 V
H 5 kOhm

pull up resistor
18/10 remote PTO PTO UB 0V < 3,0 V > 7,0 V
5 kOhm

pull up resistor
18/11 limiter 0 LIM0 UB 0V < 3,0 V > 7,0 V
5 kOhm .

pull up resistor
18/12 limiter1 LIM1 UB 0V < 3,0 V > 7,0 V 2,35 kOhm

M
pull up resistor
engine shutdown AB
18/13 UB 0V < 3,0 V > 7,0 V 5 kOhm
override SCH
_SP

limiter 2 pull up resistor

18/14 KLIMA UB 0V < 3,0 V > 7,0 V
(air condition ) 2,35 kOhm

LUEF- pull up resistor

18/15 fan override UB 0V < 3,0 V > 7,0 V
TER 5 kOhm

pull up resistor
18/16 throttle inhibit FP_SP UB 0V < 3,0 V > 7,0 V
5 kOhm

Page 734
28
3. Construction

digital inputs (DE) (continued)

pin funktion abbrev UMAX UMIN ULOW UHIGH further data

pull up resistor
15/01 transmission neutral NE UB 0V < 3,0 V > 7,0 V
2,35 kOhm

pull up resistor
15/02 dual speed axle HA UB 0V < 3,0 V > 7,0 V
5 kOhm

feature not yet

12/07
available.

feature not yet

12/08
available.

pull up resistor
12/09 configurable input DSF1 UB 0V < 3,0 V > 7,0 V 2,35 kOhm

pull down resistor

12/10 configurable input DSF0 UB 0V < 3,5 V > 8,2 V
7,7kOhm

engine stop pull down resistor

STOP_
12/11 (external) UB 0V < 3,5 V > 8,2 V 7,7kOhm
EXT

analog inputs (AE)

pin function abbrev. UMIN UMAX further data

e.g. Williams pedal

terminal A,
throttle pedal signal analog
21/11 AFPS 0V 5V pull down resistor
47 kOhm
to ground

pull up resistor
remote throttle signal
18/18 HFGS 0V 5V 200 kOhm
to 5 V.

pull up resistor
15/07 coolant level sensor KW_SE 0V 5V 440 Ohm
to 5 V.

pull up resistor
15/08 air filter sensor LF_SE 0V 5V 200kOhm
to 5 V.

Page 735
29
 3. Construction

output for indicating instruments(A)

pin function abbrev IMAX UMAX UMIN f further data

a) analog low side driver

oil pressure gauge, short
protected
120
12/03 oil pressure P_OEL UB 0V
mA
b) low side switch for
warning lamp

a) analog low side driver

coolant temperature gauge,
120 short protected
12/04 coolant temperature T_MOT UB 0V
mA
b) low side switch for
warning lamp

PWM low side driver,

actual value output 50 pull up resistor
12/05 IWA UB 0V 300 Hz
(PWM) mA 4,7 kOhm,
short protected.

frequency low side driver

N_ 50 0...8 pull up resistor
12/06 engine speed gauge UB 0V
MOT mA kHz 4,7 kOhm,
short protected

Page 736
30
3. Construction

driver output (A)

PMAX
pin function abbrev IMAX UMAX further data
lamp

low side relay driver,

warning lamp LA_ 2 W at
21/04 250 mA UB short protected
oil level OELST 12 V

low side relay driver,

stop engine lamp LA_ 2 W at
21/05 250 mA UB short protected
(buzzer) STOP 12 V

low side relay driver,

check engine lamp LA_ 2 W at
21/06 150 mA UB short protected
(yellow) ADM 12 V

LA_ 2 W at low side relay driver,

21/07 lamp gridheater 250 mA UB
GRID 12 V short protected

LA_ 2 W at low side relay driver,

21/08 warning lamp air filter 250 mA UB
LUFT 12 V short protected

relay 4 low side relay driver,

18/01 REL4 1,3 A UB
short protected

ground idle validation

LG_ input for Williams
18/03 switches 250 mA 0V
GND pedal terminal F

power supply throttle

high side driver
pedal PWM
15/05 FP+ 2A UB
gear output 1 high side driver

high side relay

engine brake 2, exhaust
15/06 MBR-BK 2A UB driver
flap

low side relay driver,

15/09 relay 2 REL2 2A UB
short protected

engine brake 1, constant high side relay

15/10 throttle MBR-KD 1,8 A UB driver

low side relay driver,

15/11 relay 3 REL3 250 mA UB
short protected

low side relay driver,

15/12 relay 1 REL1 1,3 A UB
short protected

Page 737
31
 3. Construction

communication interface (E/A)

pin function abbrev potential UMAX UMIN further data

only partly
21/17 SAE 1708, A 1708A
implemented

only partly
21/18 SAE 1708, B 1708B
implemented

SAE J1939 CAN

21/19 1939_H 5V
(High)

21/20 CAN-HF-Ground 1939_GND GND 100 nF to ground

SAE J1939 CAN

21/21 1939_L 5V
( Low)

ISO/DIS 11992,
15/13 Engine -CAN (High) MCAN_H 2/3 UB 1/3 UB
one wire capability

15/14 CAN-HF-Ground MCAN_GND GND 100 nF nach Masse

ISO/DIS 11992,
15/15 Engine-CAN (Low) MCAN_L 2/3 UB 1/3 UB one wire capability

12/02 k-line K_DIAG UB UB 0V

Page 738
32
 4. Parameter

4. Parameter

The parameters of the ADM2 are divided into 24 groups. Each parameter group corresponds to a functional group.

4.1. List of parameters

Default Range Range Unit

Parameter group Parameter
value Min Max

01 One wire capability

Engine CAN (MCAN)
1 = enable one wiret
1 0 1 -
mode,
0 = only two wire mode

02 SAE J1939 3. Source

Address TSC1 (e.g. jack
231 0 255 -
knife protection)
1 CAN configuration

(**valid from the 03 SAE J1939 Source

diagnosis version 203 Address Engine** 0 0 255 -
[with the parameters 1/03
until 1/06] onwards)
04 SAE J1939 Source
Address Engine Brake** 15 0 255 -
(##valid from the
diagnosis version 204)
onwards 05 SAE J1939 Source
Address
3 0 255 -
Transmission**

06 SAE J1939 Source

Address ABS** 11 0 255 -

07 SAE J1939 Source

Address Intarder## 10 0 255 -

Page 739
33
4. Parameter

Default Range Range Unit

Parameter group Parameter
value Min Max

01 Idle-speed adjustment/
desired idle speed single
10 0 100 1/min
step increase/decrease

02 Desired Idle Speed Ramp

1/min/
Rate Increase/Decrease 1 0 1000
10ms

03 Maximum Adjusted Idle

Speed 850 0 4000 1/min

04 Max. Road Speed for

Idle Speed Adjustment 10 0 48 km/h

05 Transmission type:
0 = Manual
Transmission
1 = Automated Shift
Transmission
Clutch via ETC1
2 Operating mode- 2 = Automatic
configuration Transmission
3 = Automatic
0 0 2 -
(**valid from the Transmission with
diagnosis version 203 standig start help##
[with the new parameter 4 = Manual
2/14] onwards) Transmission with
starter interlock ##
##valid from the 5 = Automated Shift
diagnosis version 204 Transmission
Clutch via Pin 18/02

06 ABS-Type:
0 = No ABS
0 0 1 -
1 = with ABS

07 Relay 2:
0= disabled
1 = Grid Heater 2 0 2 -
2 = Accelerator Pedal
Idle Position

08 24/12 Volt use:

0 0 1 -
0= 24 V; 1=12 V

09 Response PLD-MR if
engine CAN failure
(MCAN):
0 = Idle Speed 3 0 3 -
1 = Engine Stop
2 = Limp Home Speed
3 = Limp Home Speed

Page 740
34
 4. Parameter

10 Engine Speed Limit

3000 0 4000 1/min
while Engine Stop

11 Ramp Smoke Limiter 10 0 100 Nm/10ms

2 Operating mode- 12 Configuration Output

configuration FP+:
0 = Output disabled
(**valid from the 1 = Transmission 2 0 2 -
diagnosis version 203 Output1
[with the new parameter 2 = Power Supply PWM
2/14] onwards) Accelerator Pedal

##valid from the 13 Configuration engine

diagnosis version 204 1 0 4 -
brake MBR

14 Temperature Correction
0 -20 20 °C
Block Heater **

15 Enable Free-Running
diagnosis## 0 1 1

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Minimum Engine Speed 500 0 4000 1/min

02 Maximum Engine Speed 3000 0 4000 1/min

03 Maximum Road Speed

85 48 85 km/h
(legal)
3 general
limitations 04 Maximum Engine
Torque 5000 0 5000 Nm

05 speed limiter-
--Adjustment of 8 0 100 km/h
switch on threshold
parameters 3/05
until 3/10 only in
driving test and only 06 speed limiter-
100 0 500 Nm/km/h
through skilled proportional part
workers with know-
how in control 07 speed limiter- Nm/km/
150 0 500
engineering. integral part h/s

08 speed limiter-
0,050 0,000 1,000 -
low pass factor

09 torque band
0 0 2000 Nm
engine jerking

10 coefficient engine
1 1 50 -
jerking

Page 741
35
4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 activate function
0=not active 0 0 1 -
1=active
4 Damper of engine
02 droop parameter 0,30 0,00 5,00 %/1/min
jerking in PLD-MR
03 frequency limit 1,0 0,0 25,0 Hz

04 maximum position
--Adjustment of accelerator pedal
parameters 4/01 25 0 100 %
for damper of engine
until 4/06 only in jerking
driving test and only
through skilled
05 maximum speed
workers.
for damper of engine 900 0 4000 1/min
jerking

06 maximum torque
for damper of engine 50 0 5000 Nm
jerking

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 minimum engine speed

500 0 4000 1/min
LIM0

02 maximum engine speed

4000 0 4000 1/min
LIM0

03 maximum road speed

200 0 200 km/h
LIM0
5 variable limits 04 maximum torque LIM0 5000 0 5000 Nm
No. 0 (Pin LIM0) and
No.1 (Pin LIM1) 05 minimum engine speed
500 0 4000 1/min
LIM1

06 maximum engine speed

4000 0 4000 1/min
LIM1

07 maximum road speed

200 0 200 km/h
LIM1

08 maximum torque LIM1 5000 0 5000 Nm

Page 742
36
 4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 minimum engine speed

500 0 4000 1/min
Klima

02 maximum engine speed

6 variable limits 4000 0 4000 1/min
Klima
No. 2 (Pin KLIMA)
03 maximum road speed
200 0 200 km/h
Klima

04 maximum torque Klima 5000 0 5000 Nm

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 PTO speed control:

0=disabled
1=enabled
2=enabled if neutral
0 0 3 -
(input NE)
3=only if neutral
and parking brake
(input NE and FSBE)

02 Maximum PTO Speed

3000 500 3000 1/min
with CC+ Switch

03 Minimum PTO Speed

500 500 3000 1/min
with CC- Switch
7 Configuration PTO
speed control (ADR) 04 Speed demand through
accelerator pedal
(* valid only in the 1 0 1 -
0= not active
diagnosis version 202 1= active
with the old parameter
values of 7/10)
05 Maximum engine speed
3000 0 3000 1/min
accelerator pedal if PTO
(** valid from the
diagnosis version 203
[with the new parameter 06 PTO dropout on parking
values of 7/10] onwards) brake or service brake
enabled 0 0 1 -

0= no; 1= yes

07 PTO dropout on clutch

enabled
0 0 1 -
0= no; 1= yes

08 Maximum Road Speed

10 0 128 km/h
in PTO Mode

09 PTO Set Speed with CC-

500 0 3000 1/min
Switch

Page 743
37
4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

1 0 14 *
10)PTO Governor Type with
CC- Switch
1 1 5 **

11 Maximum PTO Torque

5000 0 5000 Nm
with CC- Switch

12 PTO Set Speed with CC+

500 0 3000 1/min
Switch

1 0 14 *
13 PTO Governor Type with
CC+ Switch
1 1 5 **

14 Maximum PTO Torque

5000 0 5000 Nm
with CC+ Switch

15 PTO Ramp rate 1000 25 2500 1/min/s

7 Configuration PTO 16 Number of Speeds via

1 1 3 -
speed control (ADR) Remote PTO

(* valid only in the 17 PTO Speed #1 950 500 3000 1/min

diagnosis version 202
with the old parameter 1 0 14 *
18 PTO Speed #1
values of 7/10)
Governor Type
1 1 5 **
(** valid from the
diagnosis version 203 19 PTO Speed #1
[with the new parameter Maximum Engine 5000 0 5000 Nm
values of 7/10] onwards) Torque

20 PTO Speed #2 1250 500 3000 1/min

1 1 14 *
21 PTO Speed #2
Governor Type
1 1 5 **

22 PTO Speed #2
Maximum Engine 5000 0 5000 Nm
Torque

23 PTO Speed #3 1850 500 3000 1/min

1 1 14 *
24 PTO Speed #3
Governor Type
1 1 5 **

25 PTO Speed #3
Maximum Engine 5000 0 5000 Nm
Torque

Page 744
38
 4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 speed sensor:
0= disabled, no speed
signal,
1= C3
2= Square-wave sensor
3= via SAE J1939
ETC1 (output
shaft speed)
8 speed signal 1 0 3 -
##valid from the
diagnosis version 204
4= inductive sensor
5= via SAE J1939 TCO1
( vehicle speed and
output shaft speed)

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Configuration
actual value output
(IWA):
0= no output
1= throttle torque
(10 ... 90 %)
2= differential torque
(limit load signal) 7
3= throttle torque 1 0 -
inverted (90 ... 10 %) 8##
4= actual torque
5= load signal
(automatic
transmission)
6= road speed
9 Actual value output 7= nominal speed
8= Tipptastenfahren ##
##valid from the
diagnosis version 204 02 engine speed display
output N_MOT
(correlation of frequency 2173 200 15000 -
to engine speed
refer to chapter 4.2)

03 oil pressure display

output P_OEL
0= lamp 1 0 2 -
1= 5 bar instrument
2= 10 bar instrument

04 coolant temperature
display output T_MOT
1 0 1 -
0= lamp
1= instrument

Page 745
39
4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 minimum engine speed

1100 0 4000 1/min
MBR

02 Maximum Throttle
Position for Engine 4 0 100 %
Brakes (MBR)

03 Enable Engine Brakes

on
Service Braking 0 0 1
0 = disable;
1 = enable

04 Minimum Road Speed

for Engine Brake 0 0 200 km/h
Operation

05 Enable Engine Brake on

10 Configuration engine Cruise Control
0 0 1 -
brake 0 = disable;
1= enable

06 Cruise control MBR_L

--- Adjustment of 5 0 48 km/h
On
parameters 10/01
until 10/21 only in
driving test and only 07 Cruise control MBR_L
2 0 48 km/h
through skilled Off
workers with know-
how in control 08 Cruise control MBR_H
7 0 48 km/h
engineering On

09 Cruise control MBR_H

(For the parameters 10/11 5 0 48 km/h
Off
until 10/21
compare with
10 Speed limitation with
standard SAE
engine brake 5 0 48 km/h
J1939/71, edition
0 km/h = Off
10/1998)
11 Type engine brake,
refer to standard SAE
J1939 chapter 5.2.2.2
and chapter 5.2.2.3
3 = MBR_KD 255 0 255 -
(constantly open valve)
4 = MBR_BK
(engine retarder flap)
255= not defined

12 Steps engine brake

info for SAE J1939
data bus,
standard - chapter
255 0 255 -
5.2.1.50
0= continuously
1..n= 1-.. n step
255= not defined

Page 746
40
 4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

13 Reference braking
torque
info MBR-characteristic
0 5000 Nm
curve to
SAE J1939 data bus,
Chapter 5.2.1.49

14 Engine speed1
info MBR-characteristic
10 Configuration curve to 0 4000 1/min
engine brake SAE J1939 data bus,
Chapter 5.2.1.41

15 Torque 1
info MBR-characteristic
--- Adjustment of
curve to 0 5000 Nm
parameters 10/01 SAE J1939 data bus,
until 10/21 only in Chapter 5.2.1.45
driving test and only
through skilled
16 Engine speed 2
workers with know-
info MBR-characteristic
how in control
curve to 0 4000 1/min
engineering
SAE J1939 data bus,
Chapter 5.2.1.43

17 Torque 2
info MBR-characteristic
curve to 0 5000 Nm
---The basic values of SAE J1939 data bus,
parameters 10/11 Chapter 5.2.1.46
until 10/12 indicate,
that their value is not 18 Engine speed 3
defined, so that all info MBR-characteristic
these values have to curve to 0 4000 1/min
be parameterized. SAE J1939 data bus,
Chapter 5.2.1.44
(For the parameters 10/11
until 10/21 compare with 19 Torque 3
the standard SAE J1939/ info MBR-characteristic
71, edition 10/1998). curve to 0 5000 Nm
SAE J1939 data bus,
Chapter 5.2.1.47

20 Engine speed 4
info MBR-characteristic
curve to 0 4000 1/min
SAE J1939 data bus,
Chapter 5.2.1.44

21 Engine speed 4
info MBR-characteristic
curve to 0 5000 Nm
SAE J1939 data bus,
Chapter 5.2.1.47

Page 747
41
4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

22 Cruise control both

MBR_L and MBRH
10 0 48 km/h
On ##

23 Cruise control both

MBR_L and MBRH 6 0 48 km/h
Off ##

24 Engin brake
0 0 1
configuration ##

10 Configuration 25 Engine brake stage 1

64 0 255
engine brake mask

(For the parameters 10/11 26 Engine brake stage 1

100 0 100 %
until 10/21 compare with factor
the standard SAE J1939/
71, edition 10/1998). 27 Engine brake stage 2
80 0 255
mask
##valid from the
diagnosis version 204 28 Engine brake stage 2
100 0 100 %
factor

29 Engine brake stage 3

80 0 255
mask

30 Engine brake stage 3

100 0 100 %
factor

31 Engine brake
64 0 255
transmission mask

32 Engine brake
100 0 100 %
transmission factor

Page 748
42
 4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Accelerator Pedal Type:

0 = not available
11 Configuration 1 = PWM FFG
accelerator pedal 2 = analog FFG Type 1 2
2 0 -
##valid from the 3##
diagnosis version 204
--- Adjustment of
3 = analog FFG Type 1
parameters 11/01
until 11/08 only in
driving test and only
through skilled 02 Analog FFG Kickdown 22 0 40 %
workers with know-
how in control 03 Limp Home Engine
1300 0 4000 1/min
engineering Speed

04 Limp Home Ramp On 250 0 1000 1/min/s

(* valid only for the 05 Limp Home Ramp Off 100 0 1000 1/min/s
diagnosis version 202
without the parameters 06 Ramp FFG limp-home Off 50 0 100 %/s
11/20 until 11/24)
07 PWM Pedal Kickdown
4 0 40 %
Switch On
---The parameters 11/
09 until 11/10 can
08 PWM FFG
only be read and not 14 0 40 %
Kickdown Off
be parameterized.
09 *analog FFG taught-in,
Parameter can only be 0 0 1 -
read!
---Adjustment of
parameters 11/20 10 *PWM FFG taught-in,
until 11/24 only in Parameter can only be 0 0 1 -
driving test and only read!
through skilled
workers with know-
20 FFG Low-pass Filter Tau
how in control 0,00 0,00 10,00 s
Large Signal Range **
engineering

(** valid from diagnosis 21 FFG Low-pass Filter Tau

0,00 0,00 10,00 s
version 203 [with the new Small Signal Range **
parameters 11/20 until
11/24 and the now 22 FFG Low-pass Filter
0 0 100 %
disabled parameters 11/ Small Signal Range **
09, 11/10 and 11/19]
onwards) 23 Accelerator Pedal Ramp
0 0 100 %/10ms
% Up **

24 Accelerator Pedal Ramp

0 0 100 %/10ms
% Down

Page 749
43
4. Parameter

Default Range Range Unit

Parameter group Parameter
value Min Max

01 Torque threshold 25 0 5000 Nm

02 Hysteresis 50 0 5000 Nm

03 negativ e gradient
1 0 5000 Nm/10ms
12 Configuration inside band
torque reversing damper
04 positive gradient
5 0 5000 Nm/10ms
inside band

05 positive gradient
45 0 5000 Nm/10ms
outside band

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Sensor
coolant level,
input KW_SE: 0 0 1 -
0= no sensor
1= sensor available
13 Configuration 02 Air filter sensor
inputs input LF_SE:
0 0 1 -
0= no sensor
(**valid from the 1= sensor available
diagnosis version 203
[with the parameters 13/
08 and 13/09 and the new 03 Service break,
values 5 and 6 of the input BRE:
1 0 1 -
parameters 13/06 and 13/ 0= not available
07] onwards) 1= available

(##valid from the 04 Transmission

diagnosis version 204 neutral position,
input NE:
0= not available
1= Pin 15/01
## 1 0 1 -
0=J1939 ETC2 current
gear
1 = Pin 15/10

Page 750
44
 4. Parameter

05 Parking brake,
input FSBE:
0= not available 1 0 1 -
1= available

06 Configuration variable
input DSF0:
0= disable
1= enable ABS input
2= enable retarder input
3= enable temposet
4= enable grid heater
0 0 6 -
13 Configuration monitoring
inputs 5= switchable torque
demand**
(**valid from the 6= drive on super
diagnosis version 203 structure**
[with the parameters 13/ 7= throttle inhibit crane
08 and 13/09 and the new cab engine##
values 5 and 6 of the
parameters 13/06 and 13/ 07 Configuration variable
07] onwards) input DSF1:
0= disable
(##valid from the 1= enable ABS input
diagnosis version 204 2= enable retarder input
3= enable temposet
4= enable grid heater
1 0 6 -
monitoring
5= switchable
torque demand**
6= drive on super
structure**
7= throttle inhibit crane
cab engine##

08 switchable torque
-5000 -5000 5000 Nm
demand with DSF0 **

09 switchable torque
-5000 -5000 5000 Nm
demand with DSF1 **

Page 751
45
4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Configuration (IWK3)
actual value
comparator 3:
0= FFG idle position
1= actual torque
2= road speed
3= engine speed
0 0 8 -
4= coolant temperature
5= FFG torque
6= boost pressure
7= warning lamp
oil pressure
8= warning lamp
coolant temperature

02 IWK3 torque M 4999 0 5000 Nm

03 IWK3 hysteresis M 50 0 5000 Nm

04 IWK3 speed v 150 0 150 km/h

05 IWK3 hysteresis v 5 0 150 km/h

06 IWK3 engine speed n 3998 0 4000 1/min

07 IWK3 hysteresis n 50 0 4000 1/min

08 IWK3 temperature 200 -50 200 °C

14 Switching threshold
relay 3 + relay 4
09 IWK3 hysteresis T 5 0 200 °C

10 Configuration (IWK4)
actual value
comparator 4:
0= FFG kickdown position
1= actual torque
2= road speed
3= engine speed
0 0 8 -
4= coolant temperature
5= FFG torque
6= boost temperature
7= warning lamp
oil pressure
8= warning lamp
coolant temperature

11 IWK4 torque M 4999 0 5000 Nm

12 IWK4 hysteresis M 50 0 5000 Nm

13 IWK4 speed v 150 0 150 km/h

14 IWK4 hysteresis v 5 0 150 km/h

15 IWK4 speed n 3998 0 4000 1/min

16 IWK4 hysteresis n 50 0 4000 1/min

Page 752
46
 4. Parameter

14 Switching threshold 17 IWK4 temperature 200 -50 200 °C

relay 3 + relay 4
18 IWK4 hysteresis T 5 0 200 °C

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 minimum speed for

48 38 152 km/h
cruise control

02 maximum speed for

152 48 152 km/h
cruise control

03 step
2 0 10 km/h
speed CC+

04 step
2 0 10 km/h
speed CC-
15 Cruise control
05 ramp up 2 0 20 km/h/s

06 ramp down 2 0 20 km/h/s

07 automatic
resumption
after gear shift:
0 0 1 -
0=not active
1=active

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 relay 1:
16 Configuration relay1
0= not active
1= starter protection
2 0 3 -
2= FFG kickdown
position
--- Adjustment of 3= transmission output1
parameters 16/01
and 16/18 until 16/ 18 maximum
20 only in driving 30 0 120 s
starting time
test and only through
skilled workers with 19 minimum speed 80 0 500 1/min
know-how in control
engineering
20 switch-off time 1 0 30 s

Page 753
47
4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Idle shoutdown:
0 = disable 0 0 1 -
1 = enable

02 Maximum Idle Time 60 1 1000 s

03 PTO-Shutdown:
0 = disable 0 0 1
17 Idle shoutdown 1 = enable

04 PTO Shutdown Time 60 1 100 s

---Adjustment of
parameters 17/01 05 Torque Threshold for
100 0 5000 Nm
until 17/09 only in PTO Shutdown
driving test and only
through skilled 06 Warning period
20 3 120 s
workers with know- Check Engine Light
how in control
engineering 07 Warning period
10 3 120 s
Stop Engine Light

08 Minimum Coolant
Temperature for Engine -10 -40 200 °C
Shutdown

09 Shutdown Override,
Input MABSCH_SP:
1 0 1 -
0 = disable
1 = enable

Page 754
48
 4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Engine Temperature:
0 = disable 0 0 1 -
1 = enable

02 Coolant Level:
0 = disable 0 0 1 -
1 = enable

03 Oil Pressure:
18 Engine Protection
0 = disable 0 0 1 -
Shutdown
1 = enable

04 Oil Level:
---Adjustment of 0 = disable 0 0 1 -
parameters 18/01 1 = enable
until 18/09 only in
driving test and only 05 Engine Protection
through skilled 60 1 120 s
Shutdown Time
workers with know-
how in control 06 Engine Protection Time
engineering 30 1 120 s
on Oil Pressure

07 Counter of Engine
Protection Shutdown 0 0 255 -
Overrides

08 Warning Period for

20 3 120 s
Check Engine Light

09 Warning period
10 3 120 s
Engine Stop Light

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Enable Automatic Fan

Activation on Engine
Brake

ADM2, Diag.-Vers. 202:

0 = disable 0 0 1 -
19 Automatic Fan 1 = enable
Activation
ADM2, Diag.-Vers. 203:
Percentage of the fan 0 0 100 %
power,

02 Enable Automatic Fan

Activation on Air
Conditioner

Page 755
49
4. Parameter

ADM2, Diag.-Vers. 202:

0 = disable 0 0 1 -
1 = enable

ADM2, Diag.-Vers. 203:

Percentage of the fan 0 0 100 %
power,

03 Enable Automatic Fan

Activation on PTO

ADM2, Diag.-Vers. 202:

0 = disable 0 0 1 -
1 = enable

ADM2, Diag.-Vers. 203:

Percentage of the fan 0 0 100 %
power,

ADM2, Diag.-Vers. 202:

04 Switch On Temperature 40
Automatic Fan
-40 200 °C
19 Automatic Fan
Activation ADM2, Diag.-Vers. 203:
80
04 Tmot 0% Fan

ADM2, Diag.-Vers. 202:

05 Switch Off Temperature 37
Automatic Fan
-40 200 °C
ADM2, Diag.-Vers. 203:
100
05 Tmot 100% Fan

ADM2, Diag.-Vers. 203:

50 0 100 %
06 DSF0 Fan

07 DSF1 Fan
50 0 100 %
ADM2, Diag.-Vers. 203:

08 Hold Time Fan

10 0 600 s
ADM2, Diag.-Vers. 203:

09 Ramp Fan
25 1 100 %/s
ADM2, Diag.-Vers. 203:

10 Fan Activation
via Input Fan 100 0 100 %
ADM2, Diag.-Vers. 203:

Page 756
50
 4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Remote Accelerator
Pedal:
0 = disable 0 0 1 -
1 = enable

02 Delay Time for Remote

20 Remote Accelerator
Accelerator Pedal
Pedal 1,00 0,00 5,00 s
Calibration

---Adjustment of 03 Maximum Change of

parameters 20/02 Remote Accelerator
until 20/06 only in 1 0 15 %
Pedal Wide Open
driving test and only
through skilled
workers with know- 04 Remote Accelerator
how in control Pedal Signal Filter 0,500 0,000 1,000 -
engineering

05 Remote Accelerator Pedal

Idle Position 10 0 20 %

06 Remote Accelerator Pedal

Wide Open Position 78 70 85 %

Basic Range Range Unit

Parameter group Parameter
value Min Max

ADM2, Diag.-Vers. 202:

01 Activate Driving Mode

0 0 1 *
with PTO:
0 = disable
1 = enable

ADM2, Diag.-Vers. 203:

01 Activate Driving Mode

21 Driving Mode with PTO with PTO:
0 0 2 **
0 = disable
1 = without pedal free
travel
2 = with pedal free travel

02 Driving Mode PTO

1 0 15 *
Governor Type

03 Driving Mode PTO

5000 0 5000 Nm
Maximum Torque

Page 757
51
4. Parameter

Basic Range Range Unit

Parameter group Parameter
value Min Max

01 Axle Ratio 5,290 1,000 20,000 -

02 Number of Teeth 16 0 250 -

03 Tire Revolutions 312 160 1599 1/km

22 vehicle speed sensor
04 Gear Ratio 1,000 0,100 2,550 -

05 2. Axle Ratio
5,290 1,000 20,000 -
(Rear Axle)

Basic Range Range Unit

Parameter group Parameter
value Min Max

24 Accelerator Pedal Extra Nm/

01 Torque Ramp 1 0 5000
100 ms

02 Accelerator Pedal
0 0 100 %
Minimum Speed
---Adjustment of
parameters 24/01
until 24/05 only in 03 Accelerator Pedal
100 0 100 %
driving test and only Maximum Speedl
through skilled
workers with know- 04 P-Faktor 4000 20 20000 -
how in control
engineering 05 Accelerator Pedal Filter
0,500 0,000 1,000 -

Parameter group 23: Speed limiter extra:

Access to this group is not possible.

Page 758
52
 4. Parameter

4.2. Description of parameters

1 CAN Configuration

Parameter Description

In accordance with the CAN definition, the CAN-High and CAN-Low data wires
transmit the same information with complementary physical levels.

The CAN connection between the vehicle control ADM2 and the engine control
PLD-MR provides a limp home routine. This allows communications to be
01 One wire capability
continued on the second, intact wire in the event of a failure (short or broken
Engine CAN (MCAN)
circuit) in one wire.
1 = enable one wire mode,
0 = only two wire mode
One wire capability must be deactivated if more than two participants are
connected to the engine CAN (parameter value 0).

Concerning the one wire capability, the vehicle control ADM2 and the engine
control PLD-MR must have identical settings.

02 SAE J1939 3. Source

Programmable source address of jack knife protection on SAE J1939 data bus.
Address TSC1
(e.g. jack knife protection)

03 SAE J1939 Source Address

Engine**
Programmable source address of the respective participant on the data bus SAE
04 SAE J1939 Source Address J1939.
Engine Brake **

05 SAE J1939 Source Address ** These addresses are not programmable until the diagnosis version 203
Transmission** of the ADM2 .

06 SAE J1939 Source Address

ABS**

##These addresses are not programmable until the diagnosis version 204 of
07 SAE J1939 Source Address the ADM2 .
Intarder (ETC1)##
This adress is used for receiving J1939 ETC1 (PGN 64440)

Page 759
53
4. Parameter

2 Configuration driving mode

The vehicle control adaption module (ADM2) differentiates between the driving mode and PTO speed control
(ADR-mode). This group contains parameters which define the functionality of the driving mode.

Output/setting value for driving mode is the engine torque.

The ADM2 determines an engine torque nominal value based on the accelerator pedal position, and transmits this
value to the engine electronics PLD-MR via the CAN connection.

Function of cruise control tip switch CC+ and CC-:

Idle speed adjustment

Cruise-control switch (Pin 18/06) off-position:
The idle speed can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin 18/04), it can be
increased with CC+ and decreased with CC-.
Refer to chapter 7.1.1.1 for further information about the conditions of idle running.

Cruise-control operating mode

Cruise-control switch (Pin 18/06) “on“ and driving speed exceeds threshold:
The nominal value for the speed control can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin
18/04), it can be increased with CC+ and decreased with CC-.
Parameter group 15 refers to this operating mode
Refer to chapter 7.1.2 „Cruise-control“ for further information about the conditions of the cruise control operating mode
and the description of the cruise control.

PTO speed selection when vehicle is stationary

Cruise-control switch (Pin 18/06) „on“ and vehicle is stationary:

The nominal value for the PTO speed can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin
18/04), it can be increased with CC+ and decreased witch CC-.
The parameter groups 7 and 21 for special applications refer to this operating mode.
Refer to chapter 7.2. „PTO speed control“ for further information about configuration possibilities and about the three
operating modes of the PTO speed control.

Parameter Description

Idle-speed can be adjusted with the cruise-control tip switch CC+ (Pin 18/05) or
01 Idle-speed adjustment/ CC- (Pin 18/04) and with the cruise-control switch (Pin18/06) is in the off-
desired idle speed single position. This parameter determines the step size, which applies to both cruise-
step increase/decrease control tip switches and is of the same size when increasing with CC+ and
decreasing with CC-

02 Desired Idle Speed Ramp This parameter indicates the ramp, with which the idle-speed is adjusted when
Rate Increase/Decrease the tip switches are activated continuously.

03 Maximum Adjusted Idle

Upper final value of idle speed adjustment.
Speed

04 Max. Road Speed for Idle

Limit speed of the vehicle, up to which the idle-speed adjustment is enabled.
Speed Adjustment

Page 760
54
 4. Parameter

2 Configuration driving mode (continued)

Parameter Description

05 Transmission type:
0 = Manual Transmission Parameter values 0 or 1: An engine start via terminal 50 is always possible,
1 = Automated Shift independent of the neutral position of the transmission, input NE.
Transmission Parameter value 2: An engine start via the input terminal 50 is only possible, if
2 = Automatic transmission the input NE (neutral position) is active.

##valid from the diagnosis ##valid from the diagnosis version 204:
version 204:
A) Starter interlock function:
05 Transmission type:
0 = Manual Parameter value 0: An engine start via terminal 50 or J1939 ESS is always
Transmission possible, independent of the neutral information
1 = Automated Shift Parameter value 1 to 5: An engine start via terminal 50 or J1939 ESS is only
Transmission possible, if neutral position is encountered (via Pin15/01 or J1939 ETC2) see also
Clutch via ETC1 Parameter 13/04
2 = Automatic
Transmission B) Clutch information:
3 = Automatic
Transmission with Parameter value 0, 4 or 5: Pin 18/02 Clutch switch is encountered.
standig start help## Parameter value 1: Clutch information is read from J1939 ETC1.
4 = Manual Parameter value 2or 3: No clutch information available.
Transmission with
starter interlock ## C) Standing start help function
5 = Automated Shift
Transmission Parameter value 0,1, 3, 4 or 5: Function enabled.
Clutch via Pin 18/02 Parameter value 2: Function disabled.

06 ABS-Type:
0 = without ABS
This parameter indicates if an ABS is installed.
1 = with ABS

07 Relay 2:
Parameter value 0: The power stage output for the relay 2 is not active.
0= disabled
Parameter value 1: The power stage output controls a grid heater via a relay.
1 = Grid Heater
Parameter value 2: The power stage output is active when aceleration pedal idle
2 = Accelerator Pedal Idle
position
Position

Vehicle electric system selection:

08 24/12 Volt use:
Parameter value = 0 if 24V (preset value)
0= 24 V; 1=12 V
Parameter value = 1 if 12V

Response PLD-MR if engine CAN failure

Parameter value 0: Engine switches over to idle running
09 Response PLD-MR if engine
Parameter value 1: Engine will shut down
CAN failure (MCAN):
0 = Idle Speed
Parameter value 2/3: Engine maintains actual speed or reduces the speed to a
1 = Engine Stop
limp home speed, if it is currently exceeded.
2 = Limp Home Speed
3 = Limp Home Speed
Upon switching the engine off and on again, the engine adopts the limp home
speed via a ramp, starting with the idle speed.

10 Engine Speed Limit while While vehicle stop the engine speed is limited to the value which has been
vehicle Stop defined here

Page 761
55
4. Parameter

2 Configuration driving mode (continued)

Parameter Description

The accelerator pedal is enabled in a limited way via a ramp, if the clutch is open
11 Ramp Smoke Limiter
and the accelerator pedal (FFG) is actuated.

12 Configuration Output FP+: Parameter value 0: The power stage output is unassigned (inactive).
0 = Output disabled Parameter value 1: The power stage output is a switching output for the
1= Transmission Output 1 modulation valve of an automatic transmission (e.g. Allison).
2 = Power Supply PWM Parameter value 2: The power stage output is the power supply for the
Accelerator Pedal accelerator pedal.

The following engine brake configurations are possible, depending on this

parameter:

Value Output MBR-BK Output MBR-KD Remarks

0 Output open Output open No engine brake
installed

1 Output open 1 Valve Decompression valve

and engine retarder flap
at one output via single
single valve at the ADM2
13 Configuration engine brake
2 1 Valve (BK) Output open Engine retarder flap at
MBR
ADM2 and
decompression valve
at PLD-MR

3 Output open 1 Valve (KD) Decompression valve

at ADM2

4 1 Valve (BK) 1 Valve (KD) Decompression valve

and engine retarder flap
are each at one output
via two valves at
the ADM2.

14 Temperature Correction
- This parameter is for the compensation of a coolant temperature which may
Block Heater **
possibly be increased by a block heater.
**This parameter is not
- If no block heater is installed, the temperature correction value has to be set to
available until the diagnosis
0° C (basic value or preset value).
version 203 of the ADM2

If value is set to 1, and no diagnostic tool like MiniDiag2 is connected to

15 Enable Free-Running Pin 12/02 then then ADM2 Free-Running telegram is transmitted via K-Line (Pin
diagnosis 12/02).

##This parameter is not If value is set to 0 no free running is supported.

available until the diagnosis
version 204 of the ADM2 In both cases: If MiniDiag2 is connected to the ADM2, then MiniDiag
communication is started.

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 4. Parameter

3 Generally valid limits

This group contains general limits which become effective in all operating modes.

It is only possible to modify the limits set in the engine electronics PLD-MR to the extent that maximum values are
reduced and minimum values increased.

Parameter Description

Definition of the minimum engine speed, provided that the set value is higher
than the idling speed of the engine electronics PLD-MR.
The set value is always valid and can only be superseded by higher engine speeds
01 Minimum Engine Speed
using the programmable limitations.
It may be necessary to raise the idling speed if the engine is permanently
operated with increased basic load (aggregates, converter transmission).

Definition of the maximum engine speed, provided that the set value is lower
than the cutoff speed of the engine electronics PLD-MR.
The set value is always valid and can only be superseded by lower engine speeds
02 Maximum Engine Speed using the programmable limitations.
It may be necessary to reduce the maximum engine speed, e.g. when a
hydrostatic drive is fitted to prevent the maximum speed of the hydraulic pump
from being exceeded.

The vehicle control adaption module (ADM2) is certified as per directive 92/24/
EWG as a speed limiter for keeping to legally specified maximum speeds. This
parameter can only be changed with the relevant authorisation. This
03 Maximum Road Speed
authorisation can be issued to vehicle manufacturers upon application to
(legal)
DaimlerChrysler.
The set value is always valid and can only be superseded by lower vehicle speeds
using the programmable limitations.

Limitation of the maximum torque value, provided that the set value is below the
maximum torque value of the engine electronics PLD-MR.
04 Maximum Engine Torque
The set value is always valid and can only be superseded by lower torques using
the programmable limitations.

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4. Parameter

3 Generally valid limits (continued)

Parameter Description

This parameter indicates the switch-on threshold for the speed limiter, i.e. the
speed (below the maximum speed), which activates the limiter.
05 Road Speed Limiter
Switch on threshold
Adjustment of parameters 3/05 until 3/10 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the governor factor of the proportional part of the speed
limiter.
06 Road Speed Limiter
Proportional Part
Adjustment of parameters 3/05 until 3/10 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter inicates the governor factor of the integral part of the speed
limiter.
07 Road Speed Limiter
Integral Part
Adjustment of parameters 3/05 until 3/10 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the low pass factor of the speed limiter.
08 Road Speed Limiter
Low pass factor Adjustment of parameters 3/05 until 3/10 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the torque band for the engine jerking.
(engine jerking is caused by transmission play while driving around zero torque,
09 torque band torque reversing )
engine jerking
(thrust jerking)
Adjustment of parameters 3/05 until 3/10 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the coefficient for the engine jerking.

(engine jerking is caused by transmission play while driving around zero torque,
10 coefficient torque reversing )
engine jerking
(thrust jerking)
Adjustment of parameters 3/05 until 3/10 only in driving test and only
through skilled workers with know-how in control engineering.

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58
 4. Parameter

4 Damper of engine jerking in PLD-MR

Parameter Description

The damper of engine jerking is switched on with this parameter.

01 Activate Function
Adjustment of parameters 4/01 until 4/06 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the gain of the governor for the damper of engine
jerking.
02 droop control
Adjustment of parameters 4/01 until 4/06 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the frequency limit of the governor for the damper of
engine jerking
03 Frequency limit
Adjustment of parameters 4/01 until 4/06 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the maximum position of the accelerator pedal for the
04 Maximum Position damper of engine jerking .
Accelerator Pedal
for Damper of Engine
Jerking Adjustment of parameters 4/01 until 4/06 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the maximum speed for the damper of engine jerking
05 Maximum Speed
for Damper of Engine
Jerking Adjustment of parameters 4/01 until 4/06 only in driving test and only
through skilled workers with know-how in control engineering.

This parameter indicates the maximue torque for the damper of engine jerking.
06 Maximum Torque
for Damper of Engine
Jerking Adjustment of parameters 4/01 until 4/06 only in driving test and only
through skilled workers with know-how in control engineering.

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4. Parameter

5 Variable limits No. 0 (Pin LIM0) and No. 1 (Pin LIM1)

These limitations become effective depending on the switching state of the digital inputs LIM0 (limit 0) or LIM1
(limit 1).

The limitations are effective in the driving mode as well as in the PTO speed control (ADR-mode).

The effective limit values result from a minimum value generation based on the upper limit values and a maximum
value generation based on the lower limit values of PLD internal limit values.

Limit values of the parameter group 3 (general limits) and

limit values of the parameter group 5 and 6 (variable limits)

Description
Parameter

01 Minimum Engine Speed Definition of idle speed increase. The set value is selected via input LIM0
LIM0 (limit 0).

02 Maximum Engine Speed Definition of engine speed limitation. The set value is selected via input LIM0
LIM0 (limit 0).

03 Maximum Road Speed Definition of a reduced maximum speed. The set value is selected via input LIM0
LIM0 (limit 0).

04 Maximum Engine Torque

Definition of torque limitation. The set value is selected via input LIM0 (limit 0).
LIM0

05 Minimum Engine Speed Definition of idle speed increase. The set value is selected via input LIM1
LIM1 (limit1).

06 Maximum Engine Speed Definition of engine speed limitation. The set value is selected via input LIM1
LIM1 (limit 1).

07 Maximum Road Speed Definition of a reduced maximum speed. The set value is selected via input LIM1
LIM1 (limit 1).

08 Maximum Engine Torque

Definition of torque limitation. The set value is selected via input LIM1 (limit 1).
LIM1

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 4. Parameter

6 Variable limits No. 2 (idle speed increase) (Pin KLIMA)

These limitations become effective depending on the switching state of the digital input „KLIMA“ (limit 2).

The limitations are effective in the driving mode as well as in the PTO speed control (ADR-operation).

The effective limit values result from a minimum value generation based on the upper limit values and a maximum
value generation based on the lower limit values of PLD internal limit values.

Limit values of the parameter group 3 (general limits) and

limit values of the parameter group 5 and 6 (variable limits)

Parameter Description

01 Minimum Engine Speed Definition of an idling speed increase. The set value is selected via input KLIMA
KLIMA (limit 2), air conditioner.

02 Maximum Engine Speed Definition of engine speed limitation. The set value is selected via input KLIMA
KLIMA (limit 2), air conditioner.

03 Maximum Road Speed Definition of a reduced maximum speed. The set value is selected via input
KLIMA KLIMA (limit 2), air conditioner.

04 Maximum Engine Torque Definition of torque limitation. The set value is selected via input KLIMA
KLIMA (limit 2), air conditioner.

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4. Parameter

7 Configuration PTO speed control (ADR)

This group contains parameters which define the functionality of the PTO speed control.

The PTO speed control is used for power take-offs, working equipment (e.g. cranes, piste maintenance equipment,
harvesters etc.) and for stationary applications (e.g. compressors, power generators, pumps, etc.).

Output- or setting value for PTO-mode is a nominal engine speed.

The nominal engine speed is determined by the ADM2 and transmitted to the engine electronics PLD-MR via the
CAN connection.

There are three different operating modes in the PTO-mode:

Driver´s cab - PTO

PTO with fixed speeds via PTO switch

Driving with PTO with special applications

Driver´s cab - PTO (parameter 1 to 5)

Cruise-control switch (Pin 18/06) ON and vehicle is stationary:

The nominal value for the PTO speed can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin
18/04). It can be increased with CC+ and decreased with CC-.

Refer to chapter 7.2.1.1 for information on configuration

PTO with fixed speeds via the PTO switch (parameter 16 to 25)

Up to three preset fixed speeds can be activated via the PTO Switch (Pin 18/10).
An initial switch-on activates a PTO speed control with the fixed speed 1.
If it is switched off and shortly after switched on again (less than 1 second), the nominal speed value is set to the
next nominal speed, fixed speed 2. Fixed speed 3 can be selected in the same way and thereupon it can be switched
over to fixed speed 1.
The PTO speed control is switched off, as soon as the PTO switch is for more than one second in the OFF position.

The operating mode PTO via PTO switch has priority over the driver´s cab PTO via the CC tip switches

Refer to chapter 7.2.1.2 for information on configuration.

Driving with PTO with special applications (see parameter group 21)

This operating mode enables driving in the speed-controlled operation (RQV-mode).

Refer to chapter 7.2.1.3 for information on configuration.

Parameter Description

01 PTO speed control:

Parameter value 0: PTO speed control is disabled
0 = disabled
Parameter value 1: PTO speed control is enabled
1 = enabled
Parameter value 2: PTO speed control is only enabled as long as the
2 = enabled if neutral
transmission is in neutral position
(input NE)
Parameter value 3: PTO speed control is only enabled as long as the
3 = enabled if neutral and
transmission is in neutral position and the parking brake is closed.
parking brake
(input NE and FSBE)

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 4. Parameter

7 Configuration PTO speed control (ADR) (continued)

Parameter Description

02 Maximum PTO Speed with Maximum speed, which can be achieved for the PTO speed control when the
CC+ Switch nominal speed is increased via the cruise control tip switch CC+

03 Minimum PTO Speed with Minimum speed, which can be achieved for the PTO mode when the nominal
CC- Switch speed is decreased via the cruise control tip switch CC-

04 Speed Demand through This parameter indicates, if the engine speed in the PTO mode can be enabled to
Accelerator Pedal be increased with the throttle input

05 Maximum Engine Speed This parameter indicates the maximum speed when the accelerator pedal is
Accelerator Pedal if PTO actuated in PTO-mode.

06 PTO dropout on Parking

This parameter indicates if the PTO is caused to drop out when the service brake
Brake or Service Brake
or the park brake is actuated.
enabled

07 PTO dropout on clutch This parameter defines, if the PTO is caused to drop out when the clutch is being
enabled depressed.

08 Maximum Road Speed in

Maximum road speed, up to which a PTO mode is possible
PTO Mode

09 PTO Set Speed with CC-

Starting speed, if PTO mode has been activated via CC-
Switch

10 PTO Governor Type with

Governor type selection, if PTO mode has been activated via CC-
CC- Switch

11 Maximum PTO Torque with Maximum torque, if PTO mode has been activated via CC-
CC- Switch

12 PTO Set Speed with CC+

Starting speed, if PTO mode has been activated via CC-
Switch

13 PTO Governor Type with Governor type selection, if PTO mode has been activated via CC-
CC+ Switch

14 Maximum PTO Torque with Maximum torque, if PTO mode has been activated via CC-
CC+ Switch

15 PTO Ramp rate In PTO mode, a new engine speed will be achieved over a ramp

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4. Parameter

7 Configuration PTO speed control (ADR) (continued)

Parameter Description

Number of fixed speeds when activating the PTO speed control via the PTO
switch:

Parameter value = 1: one fixed speed can be selected

Parameters 7/17 to 7/19 are effective

Parameter value = 2: two fixed speeds can be selected

16 Number of Speeds via Parameters 7/17 to 7/22 are effective
Remote PTO
Parameter value = 3: three fixed speed can be selected
Parameters 7/17 to 7/25 are effective

(the generally valid and variable limits and the limits of the PLD remain effective)

Programmable speed value for fixed speed #1

17 PTO Speed #1

18 PTO Speed #1 Governor type selection, if fixed speed #1 has been activated
Governor Type

19 PTO Speed #1 Maximum engine torque, if fixed speed #1 has been activated
Maximum Engine Torque

Programmable speed value for fixed speed #2

20 PTO Speed #2

21 PTO Speed #2 Governor type selection, if fixed speed #2 has been activated
Governor Type

22 PTO Speed #2 Maximum engine torque, if fixed speed #2 has been activated
Maximum Engine Torque

Programmable speed value for fixed speed #3

23 PTO Speed #3

Governor selection, if fixed speed #3 has been activated

24 PTO Speed #3
Governor Type

25 PTO Speed #3 Maximum engine torque, if fixed speed #3 has been activated
Maximum Engine Torque

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 4. Parameter

8 Vehicle Speed Sensor Configuration

This group contains the speed determination parameters.
To implement a speed limitation, the ADM2 requires a speed signal.
Refer to chapter 7.8 „tachograph“ for further information about the function „speed signal“.
The parameter group 22 „speed sensor“ only becomes active with the corresponding configuration of the parameter
group 8 for either square-wave sensor (if parameter 8/01 with the value=2) or for SAE J1939 data bus (if parameter 8/
01 with the value=3).

Parameter Description

This parameter defines whether a speed signal is present, and if so what type.

This value can only be changed with the relevant authorisation. Such
authorisation can be issued to vehicle manufacturers upon application to
DaimlerChrysler.

Programmable values:
0 = disabled, no speed signal, e.g. for stationary operation
01 Speed Sensor 1 = C3 (B7) - speed signal from tachograph output
2 = Square-wave sensor (e.g. HALL sensor)
3 = Transmission output shaft speed via SAE J1939 ETC1 (output shaft speed)

##valid from the diagnosis version 204:

4= Inductive sensor (sine-wave sensor)

5= SAE J1939 TCO1 (output shaft speed and vehicle speed)

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65
4. Parameter

9 Actual value output

Parameter Description

The physical value output at IWA can be selected.

Pulse duty factors < 5% and >95% are evaluated as faults or as signal failures by
the subsequent electronic circuit connected.
Programmable values:

Value Meaning Remark

0 no output

1 Throttle torque Indication of accelerator pedal

(10 % ...90 %) position idle - full throttle to 10 % ...90 %
pulse duty factor.

2 Differential torque Signal for engine load evaluation

(limit load signal) e.g. for limit load control
90%: Maximum engine torque reached
(drive)
50%: Engine not under load
10%: Maximum friction torque reached

3 Throttle torque Indication of accelerator pedal

inverted position idle - full throttle to 90 % ...10 %
(90 % ...10 %) pulse duty factor.
01 Actual value output
4 Actual torque Indication of the actual engine torque
Refer to chapter 7.7 for further
0 ... M max
information about the function
to 10 % ...90 % pulse duty factor.
„IWA“
5 Load signal Load signal for coupling an automatic
transmission with PWM interface.
Output value is the minimum of the
active torque and a set torque, which is
calculated on the basis of a
maximum value generation of the
accelerator pedal demand and the cruise
control demand.

6 Road Formation of a C3 signal for other

speed electronics.
v FZG [km/h] = 0,45 * 1000/ t [ms]
t = periodic time of signal
(with T = 2 ms = constant = pulse period)

7 Nominal speed Indication of the currently active

nominal speed during PTO mode to
10%...90% pulse duty factor.
##valid from the diagnosis version 204:
8 Tipptastenfahren Special function for vehicles with
hydraulic drive.
10%...90% pulse duty factor.

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 4. Parameter

9 Actual value output (continued)

Parameter Description

A square-wave signal which is directly proportional to the engine speed is

available at the N-MOT output. Pulse duty factor approx. 50%.
The scaling, i.e. correlation of frequency to engine speed can be adjusted.

02 Engine Speed Display

Output N_MOT
n MOT [ min – 1 ]
Refer to chapter 7.6.1 „Display f MOT [ Hz ] = k • ----------------------------------
6000
Engine Speed “ for further
information about this function.

fMOT : Frequency at output N_MOT

k : Impulse number tachometer, number of impulses per 100 revolutions
nMOT: Current engine speed, actual value

Configuration of the output P_OEL (oil pressure), according to the analog oil-
pressure display:

Parameter value = 0: Warning lamp is connected to the output

Parameter value = 1: Analog 5 bar display connected:

Oil pressure (bar) Reference resistance (Ohm)

0 10
03 Oil Pressure Display 1 48
Output P_OEL 2 82
3 116
Refer to chapter 7.6.3; 7.6.5 or 4 151
7.6.7 for further information 5 184
about this function.
Parameter value = 2: Analog 10 bar display connected:

Oil pressure (bar) Reference resistance (Ohm)

0 10
2 52
4 88
6 124
8 155
10 184

Configuration of the output T_MOT (coolant temperature) according to the

connected analog coolant-temperature display:

04 Coolant Temperature Parameter value = 0: Warning lamp connected to the output.

Display
Output T_MOT Parameter value = 1: Analog display connected:

Refer to chapter 7.6.2. ; 7.6.4. or Temperature (°C) Reference resistance (ohm)

7.6.7. for further information 40 287,4
about this function. 60 134
80 69,1
100 38,5
120 22,7

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4. Parameter

10 Configuration engine brake

This group contains parameters which define the characteristics and the function of an engine brake intervention.
Refer to chapter 7.5 „Engine brake/ABS/Retarder“ for further information about the function „Engine Brake“.

G Risk of injury!
The engine brake is a safety-relevant function for commercial
vehicles.
Incorrect or unsuitable parameter programming can make it
impossible to actuate the engine brake. The lack of, or reduction
in, engine braking power could lead to the vehicle brake being
overloaded.
Changes to the parameters in this group must only be performed
by specially trained personel or after consultation with the
engine manufacturer.
It is not normally necessary to change these parameters.

Parameter Description

An intervention of the engine brake is only possible, if the engine speed is above
01 Minimum Engine Speed the speed which has been set here.
MBR This prevents the engine from being stopped by the engine brake intervention at
excessively low speed.

This parameter indicates the maximum position of the accelerator pedal (as a
02 Maximum Throttle Position
percentage of the complete deflection of the accelerator pedal), where the engine
for Engine Brakes (MBR)
brake is still controlled.

03 Enable Engine Brakes on

Service Braking
This parameter specifies, if the engine brake is activated by the service brake.
0 = disable;
1 = enable

The intervention of the engine brake is only enabled, if the vehicle speed is above
04 Minimum Road Speed for
the vehicle speed which has been set here.
Engine Brake Operation

05 Enable Engine Brake on

Cruise Control An automatic activation of the engine brake during cruise control operation is
0 = disable; enabled by this parameter.
1= enable

06 Cruise Control MBR_L On

07 Cruise Control MBR_L OFF Cut in- and cut off speeds (threshold values) for the engine brake step 1 (MBR_L)
and 2 (MBR_H). In this case the parameter values are differential speeds referred
08 Cruise Control MBR_H On to the set speed of the cruise control.

09 Cruise control MBR_H Off

Engine brakes will be automatically activated, if vehicle speed exceeds set speed
10 Speed limitation with
threshold. This parameter indicates the speed threshold.
Engine Brake
0 km/h = Off
0: Function deactivated

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 4. Parameter

10 Configuration engine brake(continued)

Parameter Description

refer to standard SAE 1939 chapter 5.2.2.2 and chapter 5.2.2.3

11 Type engine brake
3 = MBR_KD (constantly open valve)
4 = MBR_BK (engine retarder flap)
255= not defined

22 Cruise Control stage 3

( both MBR_H and MBR_L)
on ## Cut in- and cut off speeds (threshold values) for the engine brake step 3 (MBR_L
and MBR_H).

23 Cruise Control stage 3 ##valid from the diagnosis version 204

( both MBR_H and MBR_L)
off ##

Type of engine brake system:

24 Engine brake configuration
0 = compression brake and exhaust flap
##
1 = compression brake and turbo brake

Engine brake activation if MBR_L=1 and MBR_H=0

25 Engine brake stage 1 mask
0 = no activation
64 = decompression valve (stage 1)
##
80 = decompression valve and exhaust flap (stage 2)
81 = decompression valve ,exhaust flap and turbo brake (stage 3)

Turbo brake torque demand relative value

26 Engine brake stage 1
factor If parameter 10/25 = 81 then
parameter 10/26 can be set from 0 to 100% for turbo brake demand
## else
parameter 10/26 has to be set on value 100%

Engine brake activation if MBR_L=0 and MBR_H=1

27 Engine brake stage 2 mask
0 = no activation
64 = decompression valve (stage 1)
##
80 = decompression valve and exhaust flap (stage 2)
81 = decompression valve ,exhaust flap and turbo brake (stage 3)

Turbo brake torque demand relative value

28 Engine brake stage 2
factor If parameter 10/27 = 81 then
parameter 10/28 can be set from 0 to 100% for turbo brake demand
## else
parameter 10/28 has to be set on value 100%

Engine brake activation if MBR_L=1 and MBR_H=1

29 Engine brake stage 3mask
0 = no activation
64 = decompression valve (stage 1)
##
80 = decompression valve and exhaust flap (stage 2)
81 = decompression valve ,exhaust flap and turbo brake (stage 3)

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4. Parameter

10 Configuration engine brake(continued)

Parameter Description

Turbo brake torque demand relative to value

30 Engine brake stage 3
If parameter 10/29 = 81 then
factor
parameter 10/30 can be set from 0 to 100% for turbo brake demand
else
##
parameter 10/30 has to be set on value 100%

Engine brake activation via J1939 TSC1 from transmission

31 Engine brake on transmissio
0 = no activation
request
64 = decompression valve (stage 1)
##
80 = decompression valve and exhaust flap (stage 2)
81 = decompression valve ,exhaust flap and turbo brake (stage 3)

Turbo brake torque demand relative value

32 Engine brake on
If parameter 10/31 = 81 then
transmission request factor
parameter 10/32 can be set from 0 to 100% for turbo brake demand
else
##
parameter 10/32 has to be set on value 100%

Page 776
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 4. Parameter

11 Configuration accelerator pedal

This group contains parameters which define the evaluation of the accelerator pedal.
Refer to chapter 7.3 „Accelerator Pedal/Remote accelerator pedal“ for further information about the function
„accelerator pedal“.

G Risk of injury!
The accelerator pedal is a safety-relevant function for
commercial vehicles.
Incorrect or unsuitable parameter programming can seriously
affect the reactions of the accelerator pedal. This can cause the
driver´s requirements (e.g. throttle back) not to be implemented
properly or only after a delay.

Changes to the parameters in this group must only be performed

by specially trained personnel or after consultation with the
engine manufacturer.
It is not normally necessary to change these parameters.

Parameter Description

In general the accelerator pedal serves for the transfer of the driver´s
requirements to the engine.
01 Accelerator Pedal Type:
Parameter value 0: System without accelerator pedal
0 = not available
Evaluation and monitoring of the FFG-signals are deactivated.
1 = PWM FFG
Parameter value 1: PWM accelerator pedal activated, e.g. VDO-Sensor
2 = analog FFG
Parameter value 2: analog accelerator pedal activated, e.g. Williams-Pedal

Definition of the accelerator pedal position of the analog FFG below which (as a
02 Analog FFG Kickdown
percentage of the complete deflection) the status „kickdown“ is set. The reference
Threshold
point (0%) is the maximum limit stop of the accelerator pedal.

The limp home speed, which the engine adopts in the case of an accelerator pedal
failure. The limp home operating mode becomes effective, if the analogue value
03 Limp Home Engine Speed adopts inplausible values, but the idle validation switches do still adopt plausible
conditions (comp. the double-function of the „Pin Gas 1“ or „Pin Gas2“,
chapter 3.2).

Speed ramp for the transition from normal operation to limp home operating
04 Limp Home Ramp On
mode

Speed ramp for the transition from limp home operating mode to normal
05 Limp Home Ramp Off
operation

06 Ramp FFG limp-home Off Release via a ramp, if the FFG fault cleares

Definition of the accelerator pedal position of the PWM FFG below which (as a
07 PWM Pedal Kickdown
percentage of the complete deflection) the status „kickdown“ is set. The reference
Switch On Threshold
point (0%) is the maximum limit stop of the accelerator pedal.

Definition of the accelerator pedal position of the PWM FFG above which (as a
08 PWM Pedal Kickdown
percentage of the complete deflection) the status „kickdown“ is switched off. The
Switch Off Threshold
reference point (0%) is the maximum limit stop of the accelerator pedal.

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71
4. Parameter

11 Configuration accelerator pedal (continued)

Parameter Description

09 *Analog Accelerator Pedal In the case of an initial start-up or a replacement of the accelerator pedal or
adjusted the control unit, the accelerator pedal has to be adjusted.
(Parameter only readable!)
The analog accelerator pedal and the PWM accelerator pedal are subject to the
same adjusting process!

Shut off the engine first, because the accelerator pedal can only be adjusted
during engine standstill.
10 *PWM Accelerator Pedal
adjusted The following devices are required to adjust the accelerator pedal:
(Parameter only readable!) 1. Voltage supply for ADM2
2. ADM2 control unit
3. Analog FFG or PWM FFG
4. minidiag2 diagnosis unit

In minidiag2 the menu No. 3 „Routines“ is selected and afterwards the submenu
(* valid for the diagnosis No. 1 „Adjust Accelerator Pedal“. The minimum limit stop of the accelerator pedal
version 202 of the ADM2 (0%) is taught in first, and secondly the maximum limit stop of the accelerator
without the paramters 11/20 pedal (100%). Ensure that the accelerator pedal is completely depressed, in order
to 11/24) to unambiguously evaluate the kickdown position .

Caution: The ADM2 routine No.2 „Reset parameters to default values“ does
also reset the parameters of the accelerator pedal to a non adjusted status!

20 ** FFG Low-pass Filter Tau (** valid for the diagnosis version 203 of the ADM2 with the parameters 11/
Large Signal Range 20 to 11/24 and the now blocked parameters 11/09, 11/10, 11/19)

21 ** FFG Low-pass Filter Tau The parameters 11/20 to 11/22 are the filters for the signal changes of the
Small Signal Range accelerator pedal (analog or PWM accelerator pedal or remote pedal): If the
modification is within the small signal range, it is filtered with a low time
22 ** FFG Low-pass Filter constant (small signal time constant, parameter 11/21). If the modification of the
Small Signal Range signal is outside the small signal range, it is filtered with a high time constant
(large signal time constant, parameter 11/20). The limit value is the threshold
value of the small signal range.

23 **Accelerator Pedal Ramp (** valid for the diagnosis version 203 of the ADM2 with the parameters 11/
% Up 20 to 11/24 and the now blocked parameters 11/09, 11/10, 11/19).
There are applications, where it is necessary to ramp up und down the
24 ** Accelerator Pedal Ramp accelerator pedal signal with different gradients.
% Down

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 4. Parameter

12 Configuration torque reversing damper

This function is for the minimization of a possible „load-trashing“ caused by a transmission play while engine is
running around zero torque (reversing torque)

Parameter Description

Torque band around zero torque..

This parameter is for the optimization of the torque reversing damper.
01 Torque Threshold It is not normally necessary to change this value.

Hysteresis for the torque band around zero torque.

02 Hysteresis This parameter is for the optimization of the torque reversing damper.
It is not normally necessary to change this value.

03 Negative Gradient
(dM/dt < 0) inside Band
This parameter is for the optimization of the torque reversing damper.
04 Positive Gradient
It is not normally necessary to change this value.
(dM/dt > 0) inside Band

05 Positive Gradient
(dM/dt > 0) outside Band

13 Configuration Inputs

The parameters in this group define the functions of analog and digital inputs of the ADM2.

Parameter Description

01 Sensor
In this case the parameter value = 1 indicates, that an input for the coolant level
Coolant Level,
sensor is available.
Input KW_SE

02 Air Filter Sensor, In this case the parameter value = 1 indicates, that an input for the air filter
Input LF_SE sensor is available.

03 Service Brake, In this case the parameter value = 1 indicates, that an input for the switching
Input BRE state of the service brake is available.

In this case the parameter value = 1 indicates, that an input for the sensing of the
04 Transmission neutral position of the transmission is available.
Neutral Position,
Input NE ##valid from the diagnosis version 204:
J1939 ETC2 Value = 0 indicates, that the neutral information is read from J1939, ETC1,
Byte 4
Value = 1indicates, that the neutral information is read from Pin 15/01

05 Parking Brake,
In this case the parameter value = 1 indicates, that an input for the switching
Input FSBE
state of the parking brake is available.

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73
4. Parameter

Depending on the setting of this parameter, certain functions are activated with
the high side digital input DSF0 (special function 0)

Programmable values:

Value Meaning Remarks

0 Input DSF0 not active

1 ABS intervention Input DSF0 is available for coupling

ofconventional ABS control unit. When
input DSF0 is active, the engine brake
outputs are deactivated.
06 Configuration Variable
2 Retarder intervention The input DSF0 is available
Input DSF0:
for coupling a conventional retarder.
0 = Disable
When input DSF0 is active, the
1 = Enable ABS Input
information „Retarder intervention“ is
2 = Enable Retarder Input
transmitted to the engine control PLDMR
3 = Enable Temposet
This setting only has a useful purpose on
4=Enablegridheatermonitoring
units on which the fan is
5 = switchable torque
controlled via the engine control PLDMR.
demand**
6 = Drive on super
3 Temposet The input DSF0 is available for setting
structure**
and deleting a temporary maximum
7 = Throttle inhibit crane cab
speed.
engine##
The temposet speed is also deleted when
actuating the kickdown.
(** valid from the diagnosis
version 203 of the ADM2 with
4 Monitoring The input DSF0 monitors the function of
the values 5 and 6 of the
Grid Heater the grid heater.
parameter 13/06 and 13/07)
5 Switchable If the switch DSF0 is actuated, as much
(## valid from diagnosis
Torque Demand torque is demanded from the engine as
version 204)
set in parameter 13/08.
(Application e.g. with harvesters, in
Refer to chapter 7 for further
order to demand a maximum torque
information about the function
when harvesting, without having to
of ABS, Retarder, Temposet and
install an accelerator pedal (FFG)).
grid heater.
6 Super Structure Drive on super structure.
Setting of the addresses in the CAN
SAE J1939: super structure engine on
address 1 and driving engine on
address 0 (preset value).
Switch-over from accelerator pedal (FFG)
in the bottom carriage to the FFG in the
super structure by actuating the switch
DSF0. Now it is possible to accelerate
the drivingengine with the FFG in the
super structure by actuating the
switch DSF0.

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74
4. Parameter

7 throttle inhibit crane cab engine If the switch is actuated, then

accelerator pedal signal is only directed
continued to IWA and relay 3 and 4.
For IWAsee: actual value output,
06 Configuration Variable pin 12/05 and parameter 9/01
values 1, 3, 7 and 8.
7 = Throttle inhibit crane cab For relay 3 see parameter 14/01
engine## (value = 5).
For relay 4see parameter 14/10
(## valid from diagnosis (value = 5).
version 204) If switch is actuated, all other functions
are not supported with accelerater pedal
signal. E.g. driving mode is disabled.

Depending on this parameter certain functions are activated with the low side
digital input DSF1(special function 1).

Programmable values:

Value Meaning Remark

0 Input DSF1 not active

07 Configuration Variable
Input DSF1: 1 ABS intervention The input DSF1 is available for coupling
0 = Disable a conventional ABS control
1 = Enable ABS Input unit. The engine brake outputs are
2 = Enable Retarder Input deactivated if the output DSF0 is active.
3 = Enable Temposet
4 = Enable grid heater
monitoring 2 Retarder intervention The input DSF1 is available
5 = switcheable torque for coupling a conventional retarder.
demand** When input DSF1 is active, the.
6 = Drive on super information „Retarder intervention“ is
structure** transmitted to the engine control
7 = Throttle inhibit crane cab PLD-MR
engine## This setting only has a useful
purpose on units on which the fan is
(** valid from the diagnosis controlled via the engine control PLD-
version 203 of the ADM2 MR.
onwards, with the values 5
and 6 of the parameter 13/06 3 Temposet The input DSF1 is available for setting
and 13/07) and deleting a temporary maximum
speed. The temposet speed is also
(## valid from diagnosis deleted when actuating the kickdown.
version 204) actuating the kickdown.

Refer to chapter 7 for further 4 Monitoring The input DSF1 monitors the function of
information about the functions Grid Heater the grid heater.
ABS, retarder, temposet and grid
heater. 5 Switcheable If the switch DSF1 is actuated, as much
Torque Demand torque is demanded from the engine as
set in the parameter 13/09.
(Application e.g. with harvesters, in
order to demand a maximum torque
when harvesting, without having to
install an accelerator pedal (FFG)

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75
4. Parameter

6 Super Structure Drive on super structure.

Setting of the addresses in the CAN
SAE J1939: super structure engine on
address 1 and driving engine on
continued address 0 (preset value).
Switch-over from accelerator pedal (FFG)
07 Configuration Variable in the bottom carriage to the FFG in the
Input DSF1: super structure by actuating the switch
6 = Drive on super DSF1. Now it is possible to accelerate
structure** the drivingengine with the FFG in the
7 = Throttle inhibit crane cab super structure by actuating the
engine## switch DSF1.
7 throttle inhibit crane If the switch is actuated, then
(** valid from the diagnosis cab engine accelerator pedal signal is only directed
version 203 of the ADM2 to IWA and relay 3 and 4.
onwards, with the values 5 For IWAsee: actual value output,
and 6 of the parameter 13/06 pin 12/05 and parameter 9/01
and 13/07) values 1, 3, 7 and 8.
For relay 3 see parameter 14/01
(## valid from diagnosis (value = 5).
version 204) For relay 4see parameter 14/10
(value = 5).
If switch is actuated, all other functions
are not supported with accelerater pedal
signal. E.g. driving mode is disabled.

13 Configuration Inputs (continued)

Parameter Description

08 Switchable torque demand- Parameter to set torque demand value, which is used if Parameter 13/06 is set to
via DSF0 value 5 and digital input DSF0 is active.

09 Switchable torque demand- Parameter to set torque demand value, which is used if Parameter 13/07 is set to
via DSF1 value 5 and digital input DSF1 is active.

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 4. Parameter

4.2. Description of parameters (continued)

14 Switching Thresholds Relay 3 + Relay 4

The parameters of this group define two actual value comparators (IWK). These comperatorscan be used to check
whether the actual torque, road speed, engine speed, coolant temperature, accelerator pedal torque or the boost
temperature is higher than the programmed threshold values. If the actual value exceeds the threshold, the
corresponding output will be activated.

Parameter Description

Parameters for „REL 3“ digital output configuration (output relay 3).

Programmable values:

Value Meaning Remark

0 FFG idle position „REL3“ output is active, provided, that the

accelerator pedal is in the idle position.

1 Mactual > M_KOMP3 Comparison of the actual engine torque with

the values „02 IWK3, torque M“ and
„03 IWK3, hysteresis M“. The output „REL3“
is active, provided that the actual engine
torque is greater than the
„02 IWK3, torque M“. The „REL3“ output
is not active, provided that the actual engine
torque is less than the difference between
„02 IWK3 torque M“
and „03 IWK3 hysteresis M“.
01 Configuration (IWK3)
2 Vactual > V_KOMP3 Comparison of the actual road speed with the
Actual Value Comparator 3:
values „04 IWK3 speed v“ and
0 = FFG Idle Position
„05 IWK3 hysteresis v“. The output „REL3“
1 = Actual Torque
is active, provided that the actual road speed
2 = Road Speed
is greater than „04 IWK3 speed v“.
3 = Engine Speed
The output „REL3“ is not active, provided
4 = Coolant Temperature
that the actual road speed is less than the
5 = FFG Torque
difference between „04 IWK3 road speed
6 = Boost Temperature
v“and „05 IWK3 hysteresis v“.
7 = Warning Lamp Oil Pressure
8 = Warning Lamp Coolant
3 Nactual > N_KOMP3 Comparison of the actual engine speed with
Temperature
the values „06 IWK3 engine speed n“ and
„07 IWK3 hysteresis n“. The output „REL3“
is active, provided that the actual engine
speed is greater than „06 IWK3 engine
speed n“. The output „REL3“ is not active,
provided that the actual engine speed is less
than the difference between
„06 IWK3 engine speed n“ and
„07 IWK3 hysteresis n“.

4 Tactual > T_KOMP3 Comparison of the actual coolant temperature

with the values „08 IWK3 coolant
temperature“ and „09 IWK3 hysteresis T“.
The output „REL3“ is active, provided that
the actual coolant temperature is greater than
„08 IWK3 coolant temperature“. The output
„REL3“ is not active, provided that the
actual coolant temperature is less than the
difference between „08 IWK3 coolant
temperature“ and „09 IWK3 hysteresis T“.

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4. Parameter

14 Switching Thresholds Relay 3 + Relay 4 (continued)

Parameter Description

5 Mactual > M_KOMP3 Comparison of the accelerator pedal torque

with the values „02 IWK3 torque M“ and
„03 IWK3 hysteresis M“.The output „REL3“
is active, provided that the accelerator peda
torque is greater than
„02 IWK3 torque M“. The output „REL3“ is
not active, provided that the accelerator
pedal torque is less than the difference
01 Configuration (IWK3) between „02 IWK3 torque M“ and
Actual Value Comparator 3: „03 IWK3 hysteresis M“.
0 = FFG Idle Position
1 = Actual Torque 6 Tactual > T_KOMP3 Comparison of the actual boost temperature
2 = Road Speed with the values „08 IWK3 temperature“ and
3 = Engine Speed „09 IWK3 hysteresis T“. The output „REL3“
4 = Coolant Temperature is active, provided that the actual boost
5 = FFG Torque temperature is greater than
6 = Boost Temperature „08 IWK3 temperature“. .
7 = Warning Lamp The output „REL3“ is not active, provided that
Oil Pressure the actual boost temperature is less than the
8 = Warning Lamp Coolant difference between „08 IWK3 temperature“
Temperature and „09 IWK3 hysteresis T“.

7 The function 7 enables the control of a

warning lamp for oil pressure via the output
REL3.

8 The function 8 enables the control of a

warning lamp for coolant temperature via the
output REL3.

02 IWK3: Torque M Definition of the reference value for the actual engine torque.

Definition of the hysteresis for the comparison of the actual engine torque with
03 IWK3: Hysteresis M
„02 IWK3 torque M“

04 IWK3: Road Speed v Definition of the reference value for the actual road speed.

Definition of the hysteresis for the comparison of the actual road speed with
05 IWK3: Hysteresis v
„04 IWK3 road speed“

06 IWK3: Engine Speed n Definition of the reference value for the actual engine speed.

Definition of the hysteresis for the comparison of the actual engine speed with
07 IWK3: Hysteresis n
„06 IWK3 engine speed n“.

Definition of the reference value for the actual coolant temperature or the actual
08 IWK3: Temperature
boost temperature.

Definition of the hysteresis for the comparison of the actual coolant temperature
09 IWK3: Hysteresis T
or the actual boost temperature with „08 IWK3 temperature“

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 4. Parameter

14 Switching thresholds Relay 3 + Relay 4 (continued)

Parameter Description

Parameters for „REL4“ digital output configuration (output relay 4)

Programmable values:

Value Meaning Remark

0 FFG Kickdown The output „REL4“ is active, provided that the

Position acceleration pedal is in the kickdown
position.

1 Mactual > M_KOMP4 Comparison of the actual engine torque with

the values „11 IWK4, torque M“ and
„12 IWK4 hysteresis M“. The output
„REL4“ is active, provided that the actual
engine torque is greater than
„11 IWK4 torque M“. The output „REL4“ is
not active, provided that the actual engine
torque is less than the difference between
„11 IWK4 torque M“ and
10 Configuration (IWK4) „12 IWK4 hysteresis M“.
Actual Value Comparatorr 4:
0 = FFG Kickdown 2 Vactual > V_KOMP4 Comparison of the actual road speed with the
Position values „13 IWK4 road speed v“ and
1 = Actual Torque „14 IWK4 hysteresis v“. The output „REL4“
2 = Road Speed is active, provided that the actual road speed
3 = Engine Speed is greater than „13 IWK4, road speed v“.
4 = Coolant Temperature The output „REL4“ is not active, provided that
5 = FFG Torque the actual road speed is less than the
6 = Boost Temperature difference between „13 IWK4 road speed v
7= Warning Lamp and „14 IWK4 hysteresis v“.
Oil Pressure
8 = Warning Lamp 3 Nactual > N_KOMP4 Comparison of the actual engine speed with
Coolant Temperature the values „15 IWK4 engine speed n“ and
„16 IWK4 hysteresis n“.
The output „REL4“ is active, provided that the
actual engine speed is greater than
„15 IWK4 engine speed n“.
The output „REL4“ is not active, provided that
the actual engine speed is less than the
difference between „15 IWK4 engine
speed n“ and „16 IWK4 hysteresis n“.

4 Tactual > T_KOMP4 Comparison of actual coolant temperature

withthe values „17 IWK4 coolant
temperature“ and „18 IWK4 hysteresis T“.
The output „REL4“ is active, provided that the
actualcoolant temperature is greater than
„17 IWK4 coolant temperature“.
The output „REL4“ is not active, provided that
the actual coolant temperature is less than the
difference between „17 IWK4 coolant
temperature“ and „18 IWK4 hysteresis T“.

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4. Parameter

14 Switching Thresholds Relay 3 + Relay 4 (continued)

Parameter Description

5 Mactual > M_KOMP4 Comparison of the accelerator pedal torque

with the values „11 IWK4 torque M“ and
„12 IWK4 hysteresis M“. The output
„REL4“ is active, provided that the
accelerator pedal torque is greater than
„11 IWK4 torque M“. The output „REL4“ is
not active, provided that the accelerator
pedal torque is less than the difference
10 Configuration (IWK4) between „11 IWK4 torque M“ and
Actual Value Comparator 4: „12 IWK4 hysteresis M“.
0 = FFG Kickdown
Position 6 Tactual > T_KOMP4 Comparison of the actual boost temperature
1 = Actual Torque with the values „17 IWK4 temperature“ and
2 = Road Speed „18 IWK4 hysteresis T“. The output „REL4“
3 = Engine Speed is active, provided that the actual boost
4 = Coolant Temperature temperature is greater than
5 = FFG Torque „17 IWK4 temperature“. The output
6 = Boost Temperature „REL4“ is not active, provided that the
7 = Warning Lamp actual boost temeperature is less than the
Oil Pressure difference between „17 IWK4 termperature“
8 = Warning Lamp and „18 IWK4 hysteresis T“.
Coolant Temperature
7 The function 7 enables the control of a
warning lamp for oil pressure via the
output REL4

8 The function 8 enables the control of a

warning lamp for coolant temperature via
the output REL4.

11 IWK4: Torque M Definition of the reference value for the actual engine torque or FFG torque.

Definition of the hysteresis for the comparison of the actual engine torque or FFG
12 IWK4: Hysteresis M
torque with „11 IWK4 torque M“.

13 IWK4: Road Speed v Definition of the reference value for the actual road speed.

Definition of the hysteresis for the comparison of the actual road speed with
14 IWK4: Hysteresis v
„13 IWK4 road speed v“.

15 IWK4: Engine Speed n Definition of the reference value for the actual engine speed.

Definition of the hysteresis for the comparison of the actual engine speed with
16 IWK4: Hysteresis n
„15 IWK4 engine speed n“.

Definition of the reference value for the actual coolant temperature or the actual
17 IWK4: Temperature
boost temperature.

Definition of the hysteresis for the comparison of the actual coolant temperature
18 IWK4: Hysteresis T
or the actual boost temperature with „17 IWK4 temperature“.

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 4. Parameter

15 Configuration Cruise Control

The cruise control is switched on with the cruise-control switch CC_ON (Pin 18/06) and it remains switched on.
Thereupon either the cruise-control tip switch CC+ (Pin 18/04) can be used to increase the nominal speed by
toggling the switch, or the cruise-control tip switch CC- (Pin 18/05) can be used to reduce the nominal speed.
The initial speed for setting the cruise control can be programmed with CC+ and CC-.
Thereupon this operating mode is switched off again with the cruise-control switch CC_ON (Pin 18/06).
Refer to chapter 7.1.2 „Cruise control“ for further information about the requirements of the cruise-control operation and
the description of the cruise control.

Parameter Description

This parameter indicates the minimum road speed which is required to activate
01 Minimum Road Speed for
the cruise control. It is the limit speed for the idle speed adjustment (parameter
Cruise Control
2/04).

This parameter indicates the maximum set speed up to which the cruise control
02 Maximum Set Speed for
can be set. The maximum speed which can be set is the legal maximum speed
Cruise Control
(parameter 3/03).

03 Single-step
The step size of the cruise-control tip switch CC+ can be selected by this
Cruise Set Speed Increment
parameter. (It is usually of the same size like the step size of CC-)
CC+

04 Single-step
The step size of the cruise-control tip switch CC- can be selected by this
Cruise Set Speed Decrement
parameter. (It is usually of the same size like the step size of CC+)
CC-

05 Cruise Set Speed Ramp Up Selection of the ramp for the cruise-control tip switch CC+.

06 Cruise Set Speed Ramp

Selection of the ramp for the cruise-control tip switch CC-.
Down

07 Automatic Cruise Resume

Function after Gear Shift:
Activation of an automatic cruise-control resume after a gear shift.
0 = disable
1 = enable

16 Configuration Relay 1

Adjustment of the parameters 16/01 and 16/18 to 16/20 only in driving test and only through skilled workers
with know-how in control engineering.

Parameter Description

01 Relay 1:
Parameter value 0: The driver stage output for the relay 1 is unassigned.
0 = disable
Parameter value 1: The output takes on the starter lockout function.
1 = Starter Lockout
Parameter value 2: The accelerator pedal is in the kickdown position.
2 = FFG Kickdown
Parameter value 3: The driver stage output controls a modulation valve e.g. for
Position
an Allison automatic transmission
3 = Transmission Output 1

18 Maximum Starter Crank

Time These parameters are relevant, if the starter is wired via ADM2. In this case the
starter lockout takes place via the ADM2.
The parameters are not relevant, if the starter is wired via the engine
19 Minimum Engine Speed
management PLD-MR. In this case the starter lockout takes place via the PLD-
MR.
20 Lockout Time

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4. Parameter

17 Idle Shutdown

-- Adjustment of the parameters 17/01 to 17/09 only in driving test and through skilled workers with know-how
in control engineering.

Parameter Description

Enable Idle Shutdown

01 Idle shoutdown:
The idle shutdown is enabled by this parameter.
0 = disable
1 = enable

This parameter determines the maximum idle time until the idle shutdown.
02 Maximum Idle Time

03 PTO-Shutdown:
This parameter activates the idle shutdown, provided that the application has
0 = disable
been in the PTO mode and the engine has been idling last.
1 = enable

This parameter determines the maximum time of the PTO operation until the
04 PTO Shutdown Time PTO shutdown.

05 Torque Threshold for PTO This parameter determines the torque threshold, up to which a PTO shutdown is
Shutdown activated.

06 Warning period
Warning period of the Check Engine Light prior to engine shutdown
Check Engine Light

07 Warning period Warning period of Stop Engine Light prior to engine shutdown.
Stop Engine Light

08 Minimum Coolant
Temperature for Engine Minimum coolant temperature up to which an engine shutdown is activated.
Shutdown

0 = Disable
1 = Enable. Allows
09 Shutdown Override, "Engine Check" switch
Input MABSCH_SP: (MABSCH_SP) to
0 = disable override engine
1 = enable idle/PTO shutdown.

This parameter activates the shutdown override with the input MABSCH_SP.

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 4. Parameter

18 Engine Protection Shutdown

--Adjustment of the parameters 18/01 to18/09 only in driving test and through skilled workers with know-how
in control engineering.

This function is intended for non-monitored engines, e.g. for emergency power generating units or other stationary
applications, e.g. with pumps, compressors or with power generating units in containers.

Refer to chapter 7.10.1 „Engine protection shutdown“ for further information on the engine protection shutdown function.

Parameter Description

01 Engine Temperature:
0 = disable Engine protection shutdown on engine temperature fault indication.
1 = enable

02 Coolant Level: Engine protection shutdown on coolant level fault indication.

0 = disable
1 = enable

03 Oil Pressure:
0 = disable Engine protection shutdown on oil pressure fault indication.
1 = enable

04 Oil Level:
0 = disable Engine protection shutdown on oil level fault indication.
1 = enable

Selection of the shutdown time for engine protection shutdown for all conditions
05 Engine Protection Shutdown according to parameter 18/01 to 18/04 except for the shutdown on oil pressure
Time fault indication (18/03).

Selection of the shutdown time for engine protection shutdown on oil pressure
06 Engine Protection Time on
fault indication.
Oil Pressure

Counter of engine protection shutdown overrides. The counter indicates how

07 Counter of Engine
many times the enigne shutdown was prevented by the switch „shutdown
Protection Shutdown
override“ (Pin 18/13).
Overrides

Warning period for check engine light. Time for the check engine light to flash
08 Warning Period for Check
prior to shutdown.
Engine Light

Selection of the warning period of the engine stop light. Time for Engine Stop
09 Warning period
Light to flash prior to shutdown.
Engine Stop Light

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4. Parameter

19 Automatic Fan Activation

Refer to chapter 7.12.3 „Fan demand“ for further information on the fan activation function.

Parameter Description

01 Enable Automatic Fan

Automatic fan activation in the case of engine brake operation (MBR)
Activation on Engine Brake

ADM2, Diag.-Vers. 202: A distinction is only made between:

0 = disable, 1 = enable Fan activation yes (= enable) or no (= disable).

ADM2, Diag.-Vers. 203: Selection of the percentage of the fan power consumption on engine brake.

02 Enable Automatic Fan

Activation on Air Automatic fan activation in the case of air conditioner operation
Conditioner:

ADM2, Diag.-Vers. 202: A distinction is only made between:

0 = disable Fan activation yes (= enable) or no (= disable).
1 = enable

ADM2, Diag.-Vers. 203: Selection of the percentage of the fan power consumption on air conditioner.

03 Enable Automatic Fan

Enable automatic fan activation on PTO speed control (ADR operation)
Activation on PTO:

ADM2, Diag.-Vers. 202: A distinction is only made between:

0 = disable Fan activation yes (= enable) or no (= disable).
1 = enable

ADM2, Diag.-Vers. 203: Selection of the percentage of the fan power consumption on PTO speed control

04 Switch On Temperature
Automatic Fan Selection of the switch on temperature of the fan.
ADM2, Diag.-Vers. 202:

04 Tmot 0% Fan
Selection of the coolant temperature if the fan is OFF (0% fan power consumption)
ADM2, Diag.-Vers. 203:

05 Switch Off Temperature

Automatic Fan Selection of the switch off temperature of the fan.
ADM2, Diag.-Vers. 202:

05 Tmot 100% Fan Selection of the coolant temperature if the fan is ON (100% fan power
ADM2, Diag.-Vers. 203: consumption)

This parameter indicates the percentage of the fan power consumption if the
06 DSF0 Fan input DSF0 is active, provided that the fan is demanded via the digital input DSF0
ADM2, Diag.-Vers. 203: and DSF0 has been configured for retarder intervention (parameter 13/06,
value=2).

This parameter indicates the percentage of the fan power consumption if the
07 DSF1 Fan input DSF1 is active, provided that the fan is demanded via digital input DSF1
ADM2, Diag.-Vers. 203: and if DSF1 has been configured for retarder intervention (parameter 13/07,
value=2).

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 4. Parameter

Maximum value generation based on the parameters 19/1 to19/3, 19/6 and 19/7,
08 Hold Time Fan which is considered to be the resulting fan demand. A time-delayed reduction of
ADM2, Diag.-Vers. 203: the fan power consumption takes place, if the resulting value falls. This prevents
fast power jumps of the fan in the case of a frequent fan demand.

09 Ramp Fan A new value (percentage of fan power consumption) will be achieved over a ramp.
ADM2, Diag.-Vers. 203: The ramp has the same gradient, regarding to increasing and decreasing values.

10 Fan Activation This parameter indicates the percentage of the fan power consumption if the
via Input LUEFTER input „Fan“ is active, provided that the fan is demanded via digital input
ADM2, Diag.-Vers. 203: „LUEFTER“ (Pin 18/15).

20 Remote accelerator pedal (HFG)

This group contains parameters which define the remote accelerator pedal evaluation.
Refer to chapter 7.3 „Accelerator pedal/Remote accelerator pedal“ for further information on the remote accelerator
pedal function.

G Risk of accident!
Changes to the parameters of this group must only be performed
by specially trained personnel or after consultation with the
engine manufacturer.
It is not normally necessary to change these parameters.

Parameter Description

This parameter indicates, if a remote accelerator pedal is available or not.

01 Remote Accelerator Pedal:
0 = disable The evaluation and the monitoring of the HFG signals must be deactivated in the
1 = enable case of a system without remote accelerator pedal. In this case the parameter
value 0 has to be set.

02 Delay Time for Remote

Accelerator Pedal
Calibration

03 Maximum Change of Adjustment of the parameters 20/02 to 20/06 only in driving test and only
Remote Accelerator Pedal through skilled workers with know-how in control engineering.
Wide Open

04 Remote Accelerator Pedal

Signal Filter

Definition of the upper limit of the remote accelerator pedal position for the
05 Remote Accelerator Pedal
status „idle“. In this case the reference point (0%) is the minimum stop limit of
Idle Position
the remote accelerator pedal.

Definition of the lower limit of the remote accelerator pedal position for the status
06 Remote Accelerator Pedal „Wide open“. In this case the reference point (0%) is the minimum stop limit of
Wide Open Position the remote accelerator pedal. The upper stop limit of the remote accelerator
pedal is automatically adjusted!

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4. Parameter

21 Driving with PTO speed (ADR)

In this operating mode it is constantly switched over to PTO speed control operation (ADR).

The effective limit values from PLD internal limit values, limit values of the parameter group 3 (general limits) and
limit values of the parameter group 5 and 6 (variable limits) remain active.

Refer to chapter 7.2.1.3 „Configuration of the operating mode driving with PTO speed control in special applications“ for
further information on the function „driving with PTO speed“.

Parameter Description

Activation of the operating mode „driving with PTO speed control“

01 Activate Driving Mode with
PTO: Parameter value = O: function disabled
0 = disable Parameter value = 1:
1 = without pedal free travel Parameter value = 2:
2 = with pedal free travel

02 Driving Mode PTO Selection of the governor type for the operating mode „driving with PTO speed
Governor Type control“

03 Driving Mode PTO Maximum engine torque for the operating mode „driving with PTO speed
Maximum Torque control“

22 Configuration vehicle speed sensor

This parameter group is applied, if there is no C3 speed signal, and the transmission output speed is selected by the
CAN SAE J1939 (PGN 61442) or the speed is selected by the square wave sensor.

The parameter group 22 only becomes active with the corresponding configuration of the parameter group 8 for either
square-wave sensor (if parameter 8/01 with value=2) or for SAE J1939 data bus (if parameter 8/01 with value=3). For
the application of the CAN SAE J1939 without the parameter 22/02, refer to chapter 7.8.3.

Parameter Description

01 Axle Ratio Axle ration of rear axle

02 Number of Teeth Number of output shaft teeth

03 Tire Revolutions Tire revolutions per kilometer

Top gear ratio of the transmission.

04 Gear Ratio
It is used for the speed limitation in the case of an defective sensor.

05 2. Axle Ratio
2nd gear ratio
(Rear Axle)

Parameter group 23: Speed limiter extra:

Access to this group is not possible.

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 4. Parameter

24 Accelerator pedal extra

This group contains parameters which define the evaluation of the accelerator pedal.

G Risk of accident!
The accelerator pedal is a safety-relevant function for
commercial vehicles.
Incorrect or unsuitable parameter programming can seriously
affect the reactions of the accelerator pedal. Changes to the
parameters in this group must only be performed by specially
trained personnel or after consultation with the engine
manufacturer.
It is not normally necessary to change these parameters.

Parameter Description

01 Torque Ramp Selection of the torque ramp for the accelerator pedal.

Definition of the minimum engine speed of the accelerator pedal as a percentage

02 Accelerator Pedal
of the full deflection. The reference point (0%) is the minimum limit stop of the
Minimum Speed
accelerator pedal.

Definition of the maximum speed of the accelerator pedal as a percentage of the

03 Accelerator Pedal
full deflection. The reference point (0%) is the minimum limit stop of the
Maximum Speed
accelerator pedal.

04 P-Factor

05 Accelerator Pedal Filter Adjustment of the parameters 24/01 to 24/05 only in driving test and only
through skilled workers with know-how in control engineering.

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 5. Fitting and connecting

5. Fitting and connecting

5.1. Operating data

Protection rating of ADM2 with plugged-on connector sockets: IP 30:
Ambient temperature for use and storage of ADM2:
– operating temperature range: von -40 °C bis +70 °C
– storage temperature range: von -50 °C bis +80 °C

5.2. Installation
Install the ADM2 on a flat surface in a dry place with the connectors facing downwards:
Fit the central diagnosis socket in an easily accessible place.

Nr. 1 Brackets

Only use DaimlerChrysler brackets for the installation of the ADM2. This will guarantee that the ADM2 is
securely mounted.

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5. Fitting and connecting

To install:

1 Press the ADM2 against the upper bracket with the mounting springs
2 Guide the support lugs into the recesses in the lower bracket.

To remove:

Press the ADM2 against the upper bracket with the mounting springs
until the support lugs can be taken from the recesses in the lower bracket.

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 5. Fitting and connecting

Dimensioned block diagram of the bracket

All bores Ø = 5,5mm

No. 1 bracket MB - part number A 670 542 06 40
No. 2 mounting face
No. 3 bracket MB - part number A 670 542 05 40
Install the brackets on a flat surface with the specified dimensions.

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5. Fitting and connecting

Fitting position in the vehicle or the rear of the ADM2

connector size from the left to the righ

- connector 21 pin
- connector 12 pin
- connector 18 pin
- connector 15 pin

5.2.1. Use in the vehicle

Here, installation is recommended in the cab in the lower section of the dashboard.

Installation in the engine compartment is not permissible.

5.2.2. Use in stationary engines

Ensure that appropriate ambient conditions for the ADM2 are provided for, e.g.
– with a separate housing
– or installation in a control box.

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 5. Fitting and connecting

5.3. Connecting up

GRisk of accident
„Terminal 15“ and „Terminal 50“ of the control units are high-resistance signal inputs which draw current in
the order of mA. Impermissible residual voltage at these inputs could affect LOW level detection.
Consequence:
– engine starts unexpectedly (terminal 50)
– the engine can no longer be switched off (terminal 15)

If the engine starts unexpectedly and the drive train is closed (transmission not in neutral), the vehicle could
unexpectedly start moving or set the working machine in operation, constituting a risk to life and limb.

A battery isolator switch is only to be fitted to one battery terminal (positive)

Wiring a ground connection is not permissible and could result in damage to the control units PLD-MR and
ADM2.

Observe the following guidelines when connecting up the ADM2:

– Only use DaimlerChrysler star quad cables to wire up CAN connections.
These cables are specially designed for vehicle CAN application (EMC).
– The CAN connection between the PLD-MR and ADM2 must not exceed a length of 15 meters.
– Switching off the power supply (terminal 30) is only permissible at the end of the control unit´s run-on phase. The
run-on phase begins when terminal 15 is switched off and lasts for about 5 seconds.
If necessary, new fault codes are wrote into the memory during the run-on phase and stored in the control unit
ADM2, in order to preserve these new values when the ADM2 is switched off.
– To avoid fault entries, the input „terminal 15“ should be switched simultaneously for all control units.
– To avoid fault entries, the input „terminal 50“ (engine start) should be switched simultaneously for the ADM2 and
PLD-MR control units.
– If a battery charge warning lamp is wired, it is important that a blocking diode is installed, as it would not otherwise
be possible to switch the engine off via terminal 15.
– The ground connection of all electrical consumers should be distributed in a star formation from the central ground
point.
If the ground connection is not arranged in a star formation, or if the current flows through frame members with
poor conductivity, malfunctions may develop due to ground offset or EMC effects.

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 6. Parameter programming with the diagnosis unit minidiag2

6. Parameter programming with the diagnosis unit minidiag2

The following functions can be performed with the diagnosis unit minidiag2
- Read out the control unit version
–Read out/clear the fault memory
–Read out actual value data (e.g. parameter status, analog values, binary values of inputs and outputs)
–Teach in accelerator pedal (as routine of ADM2)
–Reset all parameter values to their default values (as routine of ADM2)
–Parameter programming of ADM2

The implementation of the functions mentioned above is described in the operating manual of the minidiag2.

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 7. Application

7. Application

The following pages describe the areas of application of the ADM2 and the associated inputs/input data,
outputs/output data and parameters.

7.1. Driving mode and PTO speed control

The vehicle control adatption module (ADM2) differentiates between the driving mode and the PTO speed control
(ADR operation).

In the operating state „driving mode“ the ADM2 preselects the status „torque demand“ from the MR engine
management. ADM2 determines a nominal engine torque and transmits simultaneously a minimum engine speed and
a maximum engine speed to the MR engine management.

In the operating state „PTO speed control“, the ADM2 preselects the status „speed control“ from the MR engine
management. The ADM2 determines a nominal speed and transmits simultaneously a governor type and a maximum
torque to the MR engine management.

The limits preset in the MR engine management can not be exceeded. This guarantees that limit values of the engine,
which are relevant for the function and the certification, can not be exceeded.

The operating range of the engine can, in addition, be restricted by adjustments of the ADM2. The engine torque, the
engine speed and the road speed can be limited through configuration.
The possibilities provided for this, are summarized in the chapter 7.9.

After starting the engine, refer to chapter 7.4, the engine switches to the preset operating mode.

7.1.1.Driving mode

In the default setting the ADM2 is in the driving mode.

The input variables for the driving mode are:

- the accelerator pedal

- the remote accelerator pedal or
- a torque demand via SAE J 1939

In the ADM2 default setting a nominal value demand is provided on the basis of the evaluation of an accelerator pedal.
ADM2 enables the application of an analog accelerator pedal as well as the application of a PWM accelerator pedals.
Both have to be adjusted on the initial start-up. Refer to chapter 10, Routine No. 1.

An additional remote accelerator pedal can be enabled by configuration, refer to chapter 4.2.

The demand of an engine torque is, in addition, possible via SAE J 1939 TSC1 Byte 4

The output/setting value in the driving mode is the engine torque. Simultaneously a minimum and a maximum
speed are transmitted to the MR.

The ADM2 calculates a nominal torque value for the MR engine management on the basis of the accelerator pedal
position, the remote accelerator pedal or a SAE J1939 demand, and transmits it to the MR via the CAN data bus. The
adjustment range of the nominal torque value ranges between the currently active minimum- and maximum torque.

The limit values are defined by the parameters of group 3 „Generally valid limitations“ or group 5 „Variable
limitations“ No.0 and No.1 or group 6 „Variable limitations“ No.2. The MR-internal limit values are also effective.

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7. Application

7.1.1.1. Idle speed adjustment

The MR engine management is delivered with a preset idle speed. If an increased idle speed is required in the driving
mode, this can be realized by an adjustment of the engine speed via the cruise-control tip switch CC+ and CC-.
However the adjusted idle speed will not be present after a restart.

Cruise-control switch (Pin 18/06) in the off-position:

The idle speed can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin 18/04). It can be increased
with CC+ and decreased with CC-.

Further modifications of the function „idle speed adjustment“ can be realized with the parameter group 2:

Parameter group 2:

Parameter Description

The idle speed can be adjusted with the cruise-control tip switch CC+ (Pin 18/05)
01 Single Step Idle Speed or CC- (Pin 18/04) and with the cruise control switch in the off position. This
Adjustment parameter indicates the step size, which applies to both tip switches and is of the
same size when increasing with CC+ and decreasing with CC-.

02 Ramp This parameter determines the ramp, with which the idle speed is adjusted when
Idle Speed Adjustment the tip switches are actuated continuously.

03 Maximum Idle Speed Maximum value of the idle speed adjustment.

04 Limit
Speed for Idle Speed Limit speed of the vehicle up to which the idle adjustment is authorized.
Adjustment

7.1.1.2. Vehicle speed limiting

The vehicle control adaption module (ADM2) is certified as per directive 92/24/EWG as a speed limiter for keeping to
legally specified maximum speeds. The legally specified maximum speeds is set in parameter 3/03.
This parameter value is set to 85km/h and can only be changed with the relevant authorisation.
The set value is always valid and can only be superseded by lower vehicle speeds using the programmable limitations.
If the vehicle exceeds the maximum speed (i.e. driving downhill), the vehicle can slowed down by using the service
brake or engine brake. The engine brake can only be activated by switching Input MBR_L or MBR_H to ground. For
further information abour „Engine Brake“ refer to chapter 7.5

The engine brake will not be activated automatically because the Speed limitation with Eingine Brake is deactivated,
value parameter 10/10 is set to 0 km/h. Refer to chapter 7.1.1.3

Parameter

- 3/03 Maximum road speed (legal)

parameter value = 85 km/h

- 10/10 Speed limitation with Engine Brake

parameter value = 0 km/h

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 7. Application

7.1.1.3. Vehicle speed limiting with engine brake

The vehicle control adaption module (ADM2) is certified as per directive 92/24/EWG as a speed limiter for keeping to
legally specified maximum speeds. The legally specified maximum speeds is set in parameter 3/03.
This parameter value is set to 85km/h and can only be changed with the relevant authorisation.
The set value is always valid and can only be superseded by lower vehicle speeds using the programmable limitations.

If the vehicle exceeds the maximum speed (i.e. driving downhill) and the Speed limitation with eingine brake is
activated (value parameter 10/10 is bigger than 0 km/h), the Engine brake will be activated automatically, if vehicle
speed exceeds the summation of legally specified maximum speeds and set speed threshold. The speed threshold is set
in parameter 10/10. Speed limitation with eingine brake activates always all configured engine brakes.

For further information about „Engine Brake“ refer to chapter 7.5

Parameter

- 3/03 Maximum road speed (legal)

parameter value = 85 km/h

- 10/10 Speed limitation with Engine Brake

parameter value > 0 km/h

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7. Application

7.1.2. Cruise control operation

In the driving mode a cruise control operation can be activated via switches and tip switches in the instrument panel.
Thereby the engine is torque controlled, in order to maintain the preset vehicle speed.
This ensures that a maximum vehicle speed is not exceeded, refer to chapter 7.1.1.2 for „Vehicle speed limiting“). The
cruise control function is enabled via the switch „CC On“.
The speed control is activated via the switch CC+ or CC-, provided that the current vehicle speed exceeds a minimum
value. See parameter below.
The speed control is activated and the nominal value is set to the actual speed value via the switch CC-
(set/decelerate).

When the cruise control is active, the nominal speed can be reduced gradually by momentarily toggling the switch CC-
. Holding the switch CC- will reduce the step size via a ramp. The step size and the time constant of the ramp can be
configured by a parameter (see below).

The cruise control is deactivated if the brake or clutch pedal is actuated. For reasons of safety the cruise control is also
deactivated, if the ADM2 detects an excessive deceleration of the vehicle.

If the cruise control has been deactivated, toggling the switch CC+ (Resume/Acceleration) will reactivate the cruise
control set point which was active before the deactivation. If the cruise control is active, momentarily toggling the
switch CC+ will gradually increase the nominal speed. Holding the switch CC+ will increase the nominal speed value
via a ramp. The step size and the time constant of the ramp can be configured by parameters (see below).

The function „auto resume“ can be configured with the parameter 15/07.
If the auto resume is enabled, the cruise control will not be deactivated, when the clutch pedal is actuated, but it
switches over to a stand by mode. The current nominal speed is saved for a period of ....sec and is automatically resumed
upon releasing the clutch.

It is communicated to the MR, if during the cruise control operation the accelerator pedal or the remote pedal (if
activated) or the SAE J1939 demand a torque which is higher than the torque currently demanded by the cruise control.
As a result, the road speed is accelerated with the current nominal speed, until the torque demanded by the cruise
control becomes the determining torque again.

Upon switching off the cruise control function via CC On, the nominal speed of the cruise control is set to the minimum
speed (parameter 15/01).

Parameter group 15:

Parameter Description

01 Minimum Speed for Cruise This parameter indicates the minimum speed which is required to set the cruise
Control control.

02 Maximum Speed for the This parameter indicates the maximum speed up to which the cruise control can
Cruise Control. be set. It is possible up to the legal maximum speed (parameter 3/03).

03 Step Size
This parameter determines the step size for the cruise-control tip switch CC+. It
Cruise Set Speed Increment
is usually of the same size like the step size of CC-.
CC+

04 Step Size
This parameter determines the step size for the cruise-control tip switch CC-. It
Cruise Set Speed Decrement
is usually of the same size like the step size of CC+.
CC-

05 Cruise Set Speed Ramp Up Selection of the ramp for the cruise-control tip switch CC+.

06 Cruise Set Speed Ramp

Selection of the ramp for the cruise-control tip switch CC-.
Down

07 Auto Resume after Gear

Shift: Activation of an automatic cruise control resume after a gear shift.
0 = disable, 1 = enable

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 7. Application

7.1.2.1. Cruise control with engine brake

In the cruise control operating mode the ADM2 authorizes an additional activation of the engine brake, if the set speed
is exceeded during downhill driving.

Parameter group 10 (configuration engine brake) determines how the engine brake supports the cruise control. The
parameter 10/05 (value=1) determines that the engine brake is automatically activated if the vehicle exceeds a preset
value.

The parameters 10/06 to 10/09 are the cut-in and cut-off speeds (threshold values) for the engine brake step 1 (MBR_L)
and engine brake step 2 (MBR_H). In this case the parameter values are the differential speeds referred to the set speed
of the cruise control.

The differential speed in parameter 10/06 has to be exceeded, so that the constantly open throttle is activated during
the cruise control mode. The constantly open throttle is switched off again, if the speed falls below the differential
speed in parameter 10/07.

The differential speed in parameter 10/08 has to be exceeded, so that the engine retarder flap is activated during the
cruise control mode. The engine brake is switched off again, if the speed falls below the differential speed in prameter
10/09.

The parameter values 10/06, 10/07, 10/08 , 10/09 of the engine brake, must only be performed by specially trained
personnel or after consultation with the engine manufacturer. It is not normally necessary to change these parameters.

7.1.2.2. Temposet function

ADM2 provides the possibility to limit the vehicle speed to the current speed (temposet function), via a switch in the
instrument panel.

A temposet function can be assigned to the digital inputs DSF0 or DSF1 by configuration.

Caution: DSF0 and DSF1 are multiply assigned functions, only one function each can be selected!

Speed limiting to the current value of the driving speed is activated by toggling the selected DSF-switch (temposet
function).

The temposet function is deactivated by toggling the selected DSF-switch once again.

Depressing the accelerator pedal into the kick-down position deactivates an active temposet function, and the vehicle
can be accelerated, exceeding the set temposet-limit-speed.

Inputs (alternatives)

– Pin 12/10 digital special function 0 (DSF0), input switched to battery voltage
– Pin 12/09 digital special function 1 (DSF1), input switched to ground

Parameter (alternatives)

– 13/06 DSF0:
Parameter value 3 = temposet
– 13/07 DSF1:
Parameter value 3 = temposet

The inputs DSF0 or DSF1 have to be connected according to the configuration of the temposet concerning DSF0 and DSF1:
Please note, that the digital input DSF0 has to be switched to battery voltage and the digital input DSF1 has to be switched
to ground.

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7. Application

7.2. PTO speed control (ADR)

The vehicle control adaption module (ADM2) differentiates between driving mode and PTO speed control (ADR
operation).

The PTO speed control is applied:

e.g. with cranes, piste maintenance equipment, harvesters, sweeping machines, garbage trucks, compressors, power
generating aggregates, pumps etc.

The output/setting value of ADM2 in the PTO mode is the engine speed. Simultaneously a governor type and a
maximum engine torque is transmitted to the MR.

The nominal speed value is determined by the ADM2 on the basis of the input values listed below, and transmitted to
the PDL-MR engine control via the CAN data bus. The adjustment range of the nominal speed value and the engine
torque limit value ranges between the currently active minimum- and maximum values. These limits are (like in the
driving mode) defined by the parameters of group 3 „Generally valid limits“ or group 5 „Variable limits“ No.0 and
No.1 or group 6 „Variable limits“ No.2.

7.2.1.The three operating modes of the PTO speed control:

- Driver´s cab PTO (control from the driver´s cab via CC+ and CC-)

- PTO with fixed speeds via the PTO switch

- Driving with PTO with special applications

7.2.1.1. Driver´s cab PTO

The function „driver´s cab PTO speed control“ is enabled with the parameter 07/01 :

Parameter value = 0: PTO speed control disabled

Parameter value = 1: PTO mode is always authorized
Parameter value = 2: PTO mode is only authorized, as long as the transmission is in neutral position
Parameter value = 3: PTO mode is only authorized, as long as the transmission is in neutral position and the
parking brake is closed.

When the vehicle is stationary, a PTO mode is enabled by switching on the cruise control switch (Pin 18/06).

ADM2 is switched over to PTO mode via the cruise-control tip switches CC+ (Pin 18/05) or CC- (Pin 18/04). The nominal
value for the PTO speed can be adjusted, starting with the idle speed. It can be increased with CC+ and decreased with
CC-.

The starting speed, when initially toggling the switches CC+ or CC-, can be preset with the parameters 07/09 and
parameter 07/10.

The current PTO speed can be overridden via the accelerator pedal and the remote accelerator pedal, provided that they
are enabled for the PTO mode with the parameters 07/04.

Further modifications of the function „driver´s cab PTO“ can be realized with the parameters 07/02 to 07/15.

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 7. Application

Parameter group 7:

02 Maximum PTO-Speed with Maximum engine speed which can be reached for the PTO mode, when
CC+ Switch increasing the nominal speed via the cruise-control tip switch CC+.

03 Minimum PTO-Speed with Minimum speed which can be reached for the PTO mode, when decreasing the
CC- Switch nominal speed via the cruise-control tip switch CC- .

04 Speed demand through This parameter indicates, if the PTO speed can be demanded by the accelerator
accelerator pedal pedal or not.

05 Maximum Speed This parameter indicates the maximum engine speed when the accelerator pedal
Accelerator Pedal if PTO is actuated in the PTO mode.

06 PTO dropout on Service This parameter indicates, if the PTO mode can be interrupted when the parking
Brake or Parking Brake enabled brake or the service brake is actuated.

07 PTO dropout on clutch This parameter indicates, if the PTO mode can be interrupted when the clutch is
enabled actuated.

08 Maximum Road Speed in

Maximum road speed, up to which a PTO mode is possible.
PTO Mode

Starting speed, if the PTO mode has been activated via CC+
09 Starting speed when PTO
activation via CC+

10 Governor type when PTO

Selection of the governor type, if PTO mode has been activated via CC+
activation via CC+

11 Maximum Torque when Maximum torque, if PTO mode has been activated via CC+
PTO activation via CC+

12 Starting speed when PTO Starting speed, if PTO mode has been activated via CC-
activation via CC-

13 Governor Type when PTO Selection of the governor type, if PTO has been activated via CC-
activation via CC-

14 Maximum torque when PTO Maximum torque, if PTO has been activated via CC-
activation via CC-

15 PTO Ramp Rate In PTO mode, a new engine speed will be achieved over a ramp

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7. Application

7.2.1.2. PTO with fixed speed via the PTO switch

The conditions for enabling and disabling the function „PTO with fixed speeds via PTO switch“ correspond to the
conditions for enabling and disabling the function „driver´s cab PTO“.

The function „PTO with fixed speeds“ is enabled with the parameter 07/01:

Parameter value = 0: PTO mode is disabled

Parameter value = 1: PTO mode is always authorized
Parameter value = 2: PTO mode is only authorized, as long as the transmission is in neutral position
Parameter value = 3: PTO mode is only authorized as long as the transmission is in neutral position and the
parking brake is closed.

Additional conditions for disabling and enabling this function can be activated with the parameters 07/04 to 07/08 :

04 Speed demand through This parameter indicates, if the PTO speed can be demanded with the accelerator
accelerator pedal pedal.

05 Maximum Speed This parameter indicates the maximum engine speed when the accelerator pedal
Accelerator Pedal if PTO is actuated in the PTO mode.

06 PTO Dropout on Parking This parameter indicates, if the PTO mode can be interrupted when the parking
Brake or Service Brake enabled. brake or the service brake is actuated.

07 PTO dropout on clutch This parameter indicates if the PTO mode can be interrupted when the clutch is
enabled actuated

08 Maximum Road Speed in

Maximum road speed, up to which a PTO mode is possible.
PTO Mode

Up to three preset fixed speeds can be activated via the PTO switch (Pin 18/10).

Upon initial switch-on a PTO speed control is activated with the fixed speed 1.
If it is switched on and off again (less than 1 second), the nominal engine speed is set to the next nominal speed, fixed
speed 2. The fixed speed 3 can be selected in the same way and thereupon it can be switched to the fixed speed 1.

The current PTO speed can be overridden with the accelerator pedal or the remote accelerator pedal, provided that they
have been enabled for the PTO mode in the parameter 07/04.

The PTO speed control is switched off, as soon as the PTO switch is in the OFF position for more than one second.

The operating mode PTO via the PTO switch has priority over the driver´s cab PTO via the CC tip switches.

Further modifications of the function „PTO with fixed speeds via the PTO switch“ can be realized with the parameters
07/16 to 07/25:

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 7. Application

Parameter group 7:

Number of fixed speeds if activation of the PTO speed control via the PTO
switch:

Parameter value = 1: one fixed speed can be selected

Parameters 7/17 to 7/19 are effective

Parameter value = 2: two fixed speeds can be selected

16 Number of Fixed Speeds if Parameters 7/17 to 7/22 are effective
Activation via Input PTO
Parameter value = 3: one fixed speed can be selected
Parameters 7/17 to 7/25 are effective

(the generally valid and variable limits and the limits of the PLD remain active)

Programmable speed value for fixed speed #1

17 PTO Speed #1

18 PTO Speed #1 Selection of the governor type, if fixed speed #1 has been activated.
Governor Type

19 PTO Speed #1 Maximum engine torque, if fixed speed #1 has been activated.
Maximum Engine Torque

Programmable speed value for fixed speed #2.

20 PTO Speed #2

21 PTO Speed #2 Selection of the governor type, if fixed speed #2 has been activated.
Governor Type

22 PTO Speed #2 Maximum engine torque, if fixed speed #2 has been activated.
Maximum Engine Torque

Programmable speed value for fixed speed #3.

23 PTO Speed #3

Selection of the governor type, if fixed speed #3 has been activated.

24 PTO Speed #3
Governor Type

25 PTO Speed #3 Maximum engine torque, if fixed speed #3 has been activated.
Maximum Engine Torque

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7. Application

7.2.1.3. Driving with PTO with special applications

This operating mode has to be selected, if the application has to remain permanently in the PTO mode.

A permanent operating mode „PTO speed control“ can be set for ADM2 with the parameter 21/01.

The function idle speed adjustment via CC+ and CC- remains active in this operating mode.

Parameter group 21.

Activation of the operating mode driving with PTO speed control

Parameter value = O: Function disabled

01 Enable driving with PTO Parameter value = 1: function activated, accelerator pedal in idle position,
is assigned to the speed value, set via CC+ or CC-

Parameter value = 2: function activated, accelerator pedal in idle position,

is assigned to the idle speed value

02 Driving with PTO Selection of the governor type for the operating mode driving with PTO speed
Governor Type control

03 Driving with PTO

Maximum engine torque in the operating mode driving with PTO speed control
Maximum Engine Torque

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 7. Application

7.2.2. Governor types for the PTO speed control

In the PLD-MR different governor types can be selected via CAN for the operating mode speed control.

In ADM2 the corresponding governor types can be assigned to the respective operating modes by means of a
configuration.

Driver´s cab PTO via CC switches:

The governor type selection is carried out with the parameter 07/10 (for the activation of the PTO via CC-) or with the
parameter 07/13 (for the activation of the PTO via CC+).

PTO with fixed speeds via the PTO switch:

The governor type selection is realized with the parameter 07/18 (for the fixed speed #1) or with the parameter 07/21
(for the fixed speed #2) or with the parameter 07/24 (for the fixed speed #3).

Driving with PTO with special applications:

The governor type selection is realized with the parameter 21/02.

7.2.2.1. Features of the governor types

Governor Type
Feature Application
Number

Dynamic PID governor, if necessary with Engine speed adaptation when shifting gears.
0
automatic activation of the engine brake

Dynamic PID governor, with particular

PTO speed control
1 consideration of the large and the small signal
Standard PTO governor
range.

Aggregates with highly dynamic load

2 Highly dynamic governor related to characteristics
characteristic curves e.g. concrete pump

corresponds to governor type 1, but increased PTO speed control

3
dynamic due to high droop parameter

corresponds to governor type 1, but reduced PTO speed control

4
dynamic due to low droop parameter

corresponds to governor type 1, but low

PTO speed control
5 dynamic due to very low droop parameter

Characteristics like speed governor

PTO speed control PTO speed control with the
15
use of the breakaway range of the engine
the maximum speed limiter becomes effective
control (nominal speed to maximum speed)
in the breakaway range of the engine.

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 7. Application

7.3. Accelerator pedal/Remote accelerator pedal

G Risk of accident!
The accelerator pedal is a safety-relevant function for commercial vehicles. Incorrect wiring or parameter
programming can seriously affect the reactions of the accelerator pedal. This can cause the driver´s
requirements (e.g. throttle back) not to be implemented properly or only after a delay.

Changes to the accelerator pedal parameters must only be performed by specially trained personnel or after
consultation with the engine manufacturer.
It is not normally necessary to change the accelerator pedal parameters.

Only use accelerator pedals approved by DaimlerChrysler. The use of any other accelerator pedal could lead to
malfunctions.

The ADM2 supports analog accelerator pedals as well as accelerator pedals with PWM interface. An analog accelerator
pedal is e.g. the Williams accelerator pedal, a PWM accelerator pedal is e.g. the VDO accelerator pedal.

In the case of a PWM accelerator pedal, the driver´s requirements (accelerator pedal position) are identified by two
electronic modules working independently of each other and transmitted via two PWM signals with mutually opposite
pulse duty cycles.
The evaluation electronics check the plausibility of the accelerator pedal signals and generate fault codes in the event
of deviations.

In the case of an analog accelerator pedal, the driver´s requirements are transmitted in the form of an analog voltage;
additional switches are for the safety check.

The applied accelerator pedal has to be configured in the ADM2 (parameter11/01).

In order to increase the operational safety, accelerator pedal adjustment routines have been integrated into the ADM2.
In the ADM2 no constant signal values are assigned to the accelerator pedal limit stops (idle speed, full throttle).
Therefore an adjustment process is required in the case of an initial start-up, a replacement of the accelerator pedal or
a replacement of the control unit.

If the ADM2 detects a fault during the accelerator pedal evaluation, limp-home routines are activated, which enable
driving with restricted functions and reduced security routines. This is indicated to the driver by the fault lamp.
Driving in such a limp-home routine is only authorized, if the driver is familiar with the necessary safety measures
and fulfills them.

7.3.1.PWM accelerator pedal

In the case of a PWM accelerator pedal the driver´s requirements (accelerator pedal position) are identified by two
electronic modules working independently of each other and transmitted via two PWM signals (GAS1,GAS2) with
mutually opposite pulse duty cycles.
The evaluation electronics check the plausibility of the accelerator pedal signals and generate fault codes in the event
of deviations.

Inputs

– Pin 15/05: FP+ : PWM FFG supply

This output can adopt several functions through configuration,
-> Parameter 02/12
– Pin 21/14: FP- : Ground accelerator pedal

– Pin 21/12: GAS1: PWM FFG, path 1

– Pin 21/13: GAS2: PWM FFG. path 2
- Pin 18/06: Accelerator pedal lockout: The accelerator pedal and the remote accelerator pedal are locked if the
input is active.
– Pin 18/07: FG_Wahl: Selection remote accelerator pedal (switches over from FFG to remote accelerator pedal
when actuated).

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7. Application

Parameter
– 11/01 Accelerator pedal enabled:

Parameter value =1: PWM accelerator pedal enabled

Parameter value = 2: Analog accelerator pedal enabled (preset value)

Teach-in accelerator pedal characteristic values

A diagnosis tool is required to teach-in the accelerator pedal characteristic values.

Concerning the ADM2, teach-in routines for the accelerator pedal characteristic values are available in the
Stardiagnose and in Minidiag2.

The example for Minidiag2 illustrates the following proceeding:

In Minidiag2 the menu „Routines“ is selected and thereupon the submenu No.1: „Adjustment FFG“.

The minimum limit stop of the accelerator pedal (0%) is taught in first, and secondly the maximum limit stop of the
accelerator pedal (100%). Please note, that the accelerator pedal has to be completely depressed, to unambiguously
detect the kickdown position.

Caution: The ADM2 routine No.2 „Reset parameters to default values“ also resets the parameters of the
accelerator pedal to the status „not adjusted“!
This affects the parameters 11/09 „Analog accelerator pedal adjusted“ (parameter only readable!) and 11/10 “PWM
accelerator pedal adjusted“ (parameter only readable!).

7.3.2.Analog accelerator pedal

In the case of an analog accelerator pedal the driver´s requirements are transmitted in form of an analog voltage;
additional switches are for the safety check.

Inputs

– Pin 21/09: AFP+ : Supply for analog accelerator pedal

– Pin 21/11: AFPS: Signal analog accelerator pedal

– Pin 21/14: FP- : Ground accelerator pedal

– Pin 21/12: GAS1:

– Pin 21/13: GAS2:

- Pin 18/06: Accelerator pedal lockout: accelerator pedal and remote accelerator pedal are locked if the input is active.

– Pin 18/07: FG_Wahl: Selection remote accelerator pedal (switches over from FFG to remote accelerator pedal when
actuated).

Parameter
– 11/01 Accelerator pedal enabled:

Parameter value = 1: PWM accelerator pedal

Parameter value = 2: analog accelerator pedal enabled (preset value)

The parameters of group 11 „accelerator pedal“ and of group 24 „accelerator pedal extra“ also affect the accelerator
pedal performance. It is not necessary, however, to modify these parameters.

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7.3.3. Analog remote accelerator pedal (Manual throttle actuator)

G Risk of accident!
Changes to the parameters of this group must only be performed by specially trained personnel or after
consultation with the engine manufacturer. It is not normally necessary to change these parameters.

Inputs:

– Pin 18/17: HFG+ : Supply remote accelerator pedal

– Pin 18/18: HFGS: Signal remote accelerator pedal

– Pin 21/03: Kl. 31 : Ground

- Pin 18/06: Accelerator pedal lockout: Accelerator pedal and remote accelerator pedal are locked if the input is active.

– Pin 18/07: FG_Wahl: Selection remote accelerator pedal (switches over from FFG to remote accelerator pedal when
actuated).

Parameter

– 20/01 Remote accelerator pedal enabled

Parameter value = 0: Remote accelerator pedal disabled
Parameter value = 1: Remote accelerator pedal enabled

– 20/05 Remote accelerator pedal idle position

– 20/06 Remote accelerator pedal wide open position

The limit stops of the remote accelerator pedal for its idle position (parameter 20/05) and its wide open position
(parameter 20/06) are set in the parameter group 20.

No external teach-in routine is provided for the remote accelerator pedal. After the switching-on, the maximum
value is automatically adjusted, based on the set value „wide-open“ (parameter 20/06).

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7.4. Engine start/stop

G Risk of accident!
The functions „starter interlock“ and „engine start with automatic transmission“ are not effective in engine
emergency running programme without the ADM2 control unit or if the CAN connection is defective. In such
cases, the engine start is controlled only by the PLD-MR engine management and can no longer be influenced
by the ADM2. If the drive train is closed (transmission not in neutral), the vehicle could unexpectedly start
moving or set the working machine in operation, constituting a risk to life and limb.

7.4.1. Two alternatives for the engine start

Two alternative starting devices are provided:

- Start via PLD-MR with integrated starter safeguard function

- Start directly via terminal 50, whereby a starter protection is possible via a starter cut-off relay

The respective starting device has to be configured in the PLD-MR

Parameter 06/09 of the PLD-MR:

Parameter value = 0 indicates start via PLD-MR(JE),
Parameter value = 1 indicates starter directly connected with terminal 50 (KB)

7.4.1.1.Engine start via PLD-MR

On DaimlerChrysler engines with the starter type JE, the engine management PLD-MR controls the engine
start. The starter motor is actuated directly from an output of the PLD-MR.

An engine start via the ignition lock (terminal 50) is demanded via the inputs terminal 50 of the ADM2 and
the terminal 50 of the PLD-MR engine management. The „terminal 50“ inputs of the ADM2 and the PLD-MR
must be wired in parallel, because the redundancy of both wires is monitored.

The starting process is monitored by the PLD-MR

- Overload protection through limitation of the starting time

- Overspeed protection through limitation of the starter speed
- Mesh protection when the engine is running

Further protective functions in ADM2:

- Starter lockout, if the transmission is not in neutral position;

it can be activated via parameter 2/05 „transmission type“
(parameter value=2), for an automatic transmission.

Inputs

– Pin 15/01, NE, Neutral position

– Pin 12/01, terminal 50, input engine start

Parameters

- 02/01 Transmission type

- 13/04 Transmission neutral position, input NE

Output value
– Engine start demand to PLD-MR via CAN connection

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7.4.1.2.Engine start directly via terminal 50

In the case of DaimlerChrysler engines with starter type KB, the starter is directly connected with the wire
terminal 50 of the ignition lock. ADM2 enables a starter protection via an external starter cutoff relay.

An engine start can only be demanded via the ignition lock (terminal 50).

The starting process is monitored by the ADM2. A cutoff relay - which deactivates the starter in reliance on
the ADM2 internal protection mechanisms - is controlled via the output Pin 15/12.

The ADM2 internal protection mechanism results in:

- Overload protection trough limitation of the starting time

- Overspeed protection through limitation of the starter speed
- Mesh protection when the engine is running

Further protective functions in ADM2:

- Starter lockout, if the transmission is not in neutral position;

it can be activated via parameter 2/05 „transmission type“
(parameter value=2), for an automatic transmission.

Inputs

– Pin 15/01, NE, Neutral position

– Pin 12/01, Terminal 50, input engine start

Parameters

- 02/01 Transmission type

- 13/04 Transmission neutral position, input NE
- 16/01 Relay 1, starter lockout

Output value
- Pin 15/12 Relay 1, starter lockout

7.4.2.Three alternatives for engine stop

An engine stop can be initiated in three different ways:

Engine stop through deactivation of terminal 15

Engine stop via external engine stop button

Engine stop via SAE J 1939

7.4.2.1.Engine stop through deactivation of terminal 15

The engine stop is initiated by the deactivation of the control inputs Kl. 15 (terminal 15) of ADM2 and PLD-MR. .

If the ADM2 detects a deactivation of terminal 15, then the ADM2 demands zero torque quantity via CAN and the
engine stops.

The instructions stated in chapter 5.3 for the connection of the terminal 15 to ADM2 must be applied (concerning the
run-on phase, the input resistance, blocking diode, etc.).

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7. Application

Input
– Pin 21/02: Terminal 15

Output value
– Engine stop demand on PLD-MR (transmitting zero torque quantity via engine CAN)

Compare with chapter 8.2 binary value No.7/1 zero torque quantity

7.4.2.2.Engine stop via the external stop button of the ADM2

Via the input switched to battery voltage (Pin 12/11), an engine stop can be initiated via an external button. As long as
the button is actuated, the ADM2 demands an engine stop via CAN.
The button has to remain pressed until the engine stops. As long as the engine speed does not fall below the value
50 1/min, the injection is released again upon releasing the stop button and the engine continues running. In this way,
the engine is not shut down by a short-term actuation of the external stop button.

Input value:

– Pin 12/11: Engine stop external (input switched to battery voltage)

Output value:

– Engine stop demand on PLD-MR (transmitting zero torque quantity via engine CAN)

Compare with chapter 8.2 binary value No.7/1 zero torque quantity

7.4.2.3.Engine stop via CAN SAE J1939

An engine stop can also be initiated via CAN SAE J1939 engine stop with PGN 61184.
ADM2 demands an engine stop via CAN as long as the signal „engine stop“ is pesent.
The signal has to remain present until the engine stops. As long as the engine speed does not fall below the value 50
1/min, the injection is released again upon the withdrawal of the demand „engine stop“ and the engine continues
running. Dadurch wird durch eine kurzzeitige Anforderung Motorstop über1939 Motor nicht abgestellt.

Input value:

CAN SAE J1939 input, engine stop with PGN 61184

Output value:

– Engine stop demand on PLD-MR (transmitting zero torque quantity via engine CAN)

Compare with chapter 8.2 binary values No. 7/2 zero torque quantity J1939 and chapter 11 „CAN message according
to SAE J1939“

7.4.3.Service start button and service stop button at the engine block

Refer to the documentation of the PLD-MR engine management for further information on those two buttons!

G Risk of injury!
For reasons of safety a start via the service start button at the engine block is prevented by the vehicle control
ADM2, if the gear is engaged. A start via the service start button is only possible in neutral position of the
transmission and only if the engine-CAN is intact (in the CAN limp home mode and in the case of an operation
without CAN, no start is possible).

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7. Application

7.5. Engine brake (Retarder)

G Risk of injury!
The engine retarder is a safety-relevant function for commercial vehicles.
Incorrect wiring or unsuitable parameter programming can make it impossible to actuate the engine retarder.
The lack of, or reduction in, engine braking power could lead to the vehicle brake being overloaded.

Changes to the parameters in this group must only be performed by specially trained personel or after
consultation with the engine manufacturer. It is not normally necessary to change these parameters

ADM2 supports 2 engine brake systems

- exhaust flap
- decompression valve

The responding outputs for the engine brake can be configured. For engine brake configuration refer to
chapter 7.5.3.
The control of the engine brake takes place in a single stage or in a multi stage.
Refer for parameter settings to parameter 10/12, stage engine brake.

The Engine brake can be activated if the following conditions are complied

- Driving mode, no PTO speed control

- No ABS intervention
- Engine speed higher than parameter 10/01, minimum engine speed MBR
- Accelerator pedal not further pushed down than maximum throttle position for engine brake,
parameter 10/02
- Vehicle speed higher than minimum road speed for engine brake operation, parameter 10/04

For engine brake activation refer to chapter 7.5.4 and for engine brake deactivation refer to chapter 7.5.5

Parameter

- 02/13 Configuration engine brake MBR

- 10/01 Minimum engine speed MBR
- 10/04 Minimum road speed for engine brake operation
- 10/11 Type engine brake
- 10/12 Stage engine brake

Inputs

- Pin 18/08 MBR_L

- Pin 18/09 MBR_H

Outputs

- Pin 15/06 MBR_BK

- Pin 15/10 MBR_KD

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 7. Application

7.5.1. Technical description exhaust flap

The exhaust flap is fitted into the exhaust gas pipe. The exhaust flap is controlled by a solenoid valve. If an
engine brake is requested and the engine speed is above a minimum threshold, the solenoid valve is closing
the exhaust flap. The exhaust flap is increasing the resistance for the exhaust gas flow.

7.5.2. Technical description decompression valve

The decompression valves are fitted to the cylinder heads. There are to ways to control the decompression
valves, they are either pneumatically driven or hydraulically driven.
If an engine brake is requested and the engine speed is above a minimum threshold, a solenoid valve is
activating the pneumatic circuit or the hydraulic circuit. This causes the decompression valves to be
constantly open.

During the compression stroke, when the piston moves fast from the bottom dead center to the top dead
center, only few air escapes through the decompression valve into the exhaust port. Consequently the
required compression work is still obtained.

During the brief deadlock of the piston in the top dead center, the major part of the compressed air escapes
through the decompression valve into the exhaust port. That means, the major part of the performed
compression work is lost to the system.

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7. Application

7.5.3. Engine brake configuration

7.5.3.1.Exhaust flap only, driven by ADM2

Configuration ADM2:
Configuration Vehicle Parameters/ Configuration Engine Brake, 02/13
Parameter value =2 exhaust flap at ADM2

Configuration PLD (DiagV. 3..5):

vehicle parameter set1/ analog valve 1, 06/01
parameter value = 0: disabled
vehicle parameter set1/ analog valve 2, 06/02
parameter value = 0: disabled

ADM2-FR

X 15/06

exhaust flap

PLD-MR

no engine brake function at PLD-MR

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 7. Application

7.5.3.2. Exhaust flap only, Exhaust flap at PLD

Configuration ADM2:
Configuration Vehicle Parameters / Configuration Engine Brake , 02/13
Parameterwert = 0 disabled

Configuration PLD (DiagV. 3..5):

vehicle parameter set1/ analog valve 1, 06/01
parameter value = 3: exhaust flap at analog valve 1
vehicle parameter set1/ analog valve 2, 06/02
parameter value = 0: disabled

ADM2-FR

no engine brake function at ADM2-FR

PLD-MR X 55/12

solenoid valve
PV 1
for exhaust flap
X 55/51

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7. Application

7.5.3.3. Decompression valve only, decompression valve at ADM2

Configuration ADM2:
Configuration Vehicle Parameters / Configuration Engine Brake , 02/13
parameter value =3 decompression valve at ADM2

Configuration PLD (DiagV. 3..5):

vehicle parameter set1/ analog valve 1, 06/01
parameter value = 0: disabled
vehicle parameter set1/ analog valve 2, 06/02
parameter value = 0: disabled

ADM2-FR

X 15/10

decompression
valve

PLD-MR

no engine brake function at PLD-MR

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 7. Application

7.5.3.4. Exhaust flap and decompression valve at one valve

Configuration ADM2:
Configuration Vehicle Parameters / Configuration Engine Brake , 02/13
parameter value =1 exhaust flap and decompression valve at one valve

Configuration PLD (DiagV. 3..5):

vehicle parameter set1/ analog valve 1, 06/01
parameter value = 0: disabled
vehicle parameter set1/ analog valve 2, 06/02
parameter value = 0: disabled

ADM2-FR

X 15/10
solenoid valve
for exhaust flap
and decompression
valve

PLD-MR

no engine brake function at PLD-MR

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7. Application

7.5.3.5. Exhaust flap und decompression valve at two separate valves

7.5.3.5.1.Exhaust flap und decompression valve at ADM2

Configuration ADM2:
Configuration Vehicle Parameters / Configuration Engine Brake , 02/13
parameter value =4 exhaust flap and decompression valve at ADM2

Configuration PLD (DiagV. 3..5):

vehicle parameter set1/ analog valve 1, 06/01
parameter value = 0: disabled
vehicle parameter set1/ analog valve 2, 06/02
parameter value = 0: disabled

ADM2-FR
X 15/10

X 15/06

exhaust decompression
flap valve

PLD-MR

no engine brake function at PLD-MR

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 7. Application

7.5.3.5.2. Exhaust flap at ADM2 and decompression valve at PLD

Configuration ADM2:
Configuration Vehicle Parameters / Configuration Engine Brake , 02/13
parameter value =2 exhaust flap at ADM2

Configuration PLD (DiagV. 3..5):

vehicle parameter set1/ analog valve 1, 06/01
parameter value = 0: disabled
vehicle parameter set1/ analog valve 2, 06/02
parameter value = 3: decompression valve at PLD

ADM2-FR

X 15/06

solenoid valve
for exhaust flap

PLD-MR X 55/52
solenoid valve
PV 2 for decompression
valve
X 55/50

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7. Application

7.5.3.5.3. Exhaust flap und decompression valve at PLD

Configuration ADM2:
Configuration Vehicle Parameters / Configuration Engine Brake , 02/13
parameter value = 0 no engine brake at ADM2

Configuration PLD (DiagV. 3..5):

vehicle parameter set1/ analog valve 1, 06/01
parameter value = 3: exhaust flap at PLD
vehicle parameter set1/ analog valve 2, 06/02
parameter value = 3: decompression valve at PLD

ADM2-FR

no engine brake function at ADM2-FR

PLD-MR X 55/12

solenoid valve
PV 1
for exhaust flap
X 55/51

X 55/52
solenoid valve
PV 2 for decompression
valve
X 55/50

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 7. Application

7.5.4. Activation engine brake systems (Version 202, 203)

- Engine brake activation via MBR_L and MBR_H switches at ADM2

(normally open switches ; active, if closed to ground)

Inputs
Pin 18/08 MBR_L
Pin 18/09 MBR_H

HL
0 0 no Engine Brake
0 1 Engine Brake step 1, decompression valve only
1 0 Engine Brake step 2, decompression valve and exhaust flap
1 1 not defined

- automatically activation on road speed limite

Refer to chapter 7.1.1.3

- automatically activation on cruise control

Refer to chapter 7.1.2.1

- engine brake activation on service brake

If engine brake on service brake is enabled, parameter 10/03, than the engine brake will be activated via
service brake. The activated outputs will be locked.
The activated engine brake outputs are the same like an activation via MBR_H switche.

- Brake torque demand via SAE J 1939

7.5.5. Deactivation of engine brake

- engine speed below value parameter 10/01, minimum engine speed MBR

- Accelerator pedal further pushed down than maximum throttle position for engine brake,
parameter 10/02

- Vehicle speed below minimum road speed for engine brake operation, parameter 10/04

- if cruise control active

Refer to chapter 7.1.2

- if PTO speed control active

Refer to chapter 7.2

- engine brake lock out via SAE J 1939

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7.6. Instruments / Displays

7.6.1.Rev counter

A signal for actuatin a rev counter is provided at the output "N_MOT"(engine speed).

Input values

–Engine speed information from PLD via CAN connection

Parameter

– 9/04 Engine speed display (Output N_MOT)

Output
– Pin 12/06 N_MOT

7.6.2.Coolant temperature gauge

A signal which is compatible with temperature sensors is provided at the output "T_MOT"(coolant
temperature) for connecting up a conventional analogue indicator instrument.

Input values

–Coolant temperature information from PLD via CAN connection

Parameter

–9/04 Coolant temperatur Display (Output T_MOT)

Output

– Pin 12/04 T_MOT

7.6.3.Oil pressure gauge

A signal which is compatible with oil pressure sensors is provided at the output "P_OEL"(oil pressure) for
connectin up a conventional analogue indicator instrument.

Input values

–Oil pressure information from PLD via CAN connection

Parameter
–9/03 Oil pressure display (Output P_OEL)

Output

–Pin 12/03 P_OEL

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 7. Application

7.6.4. Coolant temperature indicator lamp

The output "T_MOT" (coolant indicator lamp) reports impermissibly high coolant temperatures.
Here, the output "LA_ADM" (warning lamp) is actuated.
The temperature limit is stored in the engine data records.
Input values

– CAN information "Coolant temperature too high" from PLD

Parameter

- 9/04 Coolant temperatur display (Output T_MOT)

Outputs

– Pin 12/04 T_MOT

– Pin 21/06 LA_ADM

7.6.5.Oil pressure indicator lamp

The output "P_OEL" (oil pressure indicator lamp) reports impermissibly low oil pressures.
Here, the output "LA_ADM" (warning lamp) is actuated.
The oil pressure limit is stored in the engine data records.
Input value

– CAN information "Oil pressure too low"from PLD

Parameter
- 9/03 Oil pressure display (Output P_OEL)

Outputs

– Pin 12/03 P_OEL

– Pin 21/06 LA_ADM

7.6.6.Oil level indicator lamp

The output "LA_OELST" (oil level indicator lamp) reports impermissibly low oil levels.
Here, the output "LA_ADM"(warning lamp) is actuated.
The function "Oil level warning" is only available on engines with oil level sensor.
The oil level limit is stored in the engine data records.

Input value

– CAN information "Oil level too low" from PLD

Outputs

– Pin 21/04 LA_OELST

– Pin 21/06 LA_ADM

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7. Application

7.6.7. Configuration Indicator lamp and gauge

There are applications where it is necessary to have a indicator lamp and a gauge for Oil pressure
and/or Coolant temperature.
Therefore it is possible to use Output REL3 and/or REL4 to drive the Oil pressure indicator lamp
and/or the Coolant temperature indicator lamp. Output REL3 is configured via parameter 14/01 IWK3 and
output REL4 is configured via parameter 14/10 IWK4.
In this configuration the outputs P_OEL and/or T_MOT are still available for the Oil pressure gauge and/or
Coolant temperature gauge. Refer to chapter 7.6.4 and 7.6.5.

Parameter

- 09/03 Oil pressure display (Output P_OEL)

- 09/04 Coolant temperatur display (Output T_MOT)
- 14/01 Configuration (IWK3) Actual Value Comperator 3
- 14/11 Configuration (IWK4) Actual Value Comperator 4

Outputs

- Pin 12/03 P_OEL

- Pin 12/04 T_MOT
- Pin 15/11 REL3
- Pin 18/01 REL4

7.6.8.Grid Heater indicator lamp

The Grid Heater indicator lamp indicates an active cold start device. As long as the indicator lamp is active,
the engine should not be started.
The inputs DSF0 and DSF1 can be used to monitor the Grid Heater states.

Input values
– CAN information "Cold Start device active" from PLD

Inputs

- Pin 12/10 DSF0

- PIN 12/09 DSF1

Parameter

- 02/07 Relay 2
- 13/06 Configuration variable inputs DSF0
- 13/07 Configuration variable inputs DSF1

Outputs

– Pin 21/07 LA_GRID

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 7. Application

7.6.9. Air filter indicator lamp

An air filter sensor is connected to the input LF_SE. The air filter sensor is sensing the differential pressure.
If the air filter needs to be changed, the output LA_LUFT for the air filter indicator lamp will be active.

Power supply

- Pin 18/17 HFG+, power supply remote throttle or air filter sensor
- Pin 21/03 KL 31, ground

Inputs

- Pin 15/08 LF_SE, Air Filter Sensor

Outputs

– Pin 21/08 LA_LUFT

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7. Application

7.6.10. Check engine lamp

The output "LA_ADM"(check engine lamp) reports impermissible engine operating states (e.g.oil pressure
too low) and active faults which are recognised by the control unit due to the permanent monitorin of the
inputs and outputs.

The output "LA_ADM"must be connected to a suitable warning lamp. If the warning lamp lights up
while the en ine is in operation,both the engine and the electronics must be examined.

The output "LA_ADM"is actuated if the following faults are detected:

– Coolant temperature too high or temperature signal not available

– Oil pressure too low or oil pressure signal not available
– Oil level too low

Stop the engine immediately if the coolant temperature is too high, the oil pressure too low or the oil
level too low. The operating safety of the engine is endangered (risk of engine damage).

– No CAN connection to engine electronics PLD or CAN data implausible

– Active faults in PLD engine management fault memory, fault priority medium or high
– Active faults in ADM-FR fault memory, fault priority medium or high

Input values
– Engine speed information from PLD via CAN connection
– CAN information "Coolant temperature too high"from PLD
– CAN information "Oil pressure too low"from PLD
– CAN information "Oil level too low"from PLD
– CAN information "Active fault in PLD engine management "with fault priority medium or high
– Active fault in ADM-FR, fault priority medium or high
– CAN information "Buzzer instruction"

Parameter

- 17/01 Enable idle shutdown

- 17/06 Warning period check engine light
- 18/01 Engine temperatur
- 18/02 Coolant level
- 18/03 Oil pressure
- 18/04 Oil level
- 18/08 Warning period for check engine light

Output

– Pin 21/06 LA_ADM

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 7. Application

7.6.11. Stop engine lamp / Buzzer

The output "LA_STOP" reports serious faults which require the engine to be switched off immediately.
Failure to switch the engine off could result in major damage to the engine, possibly even its
destruction. The output "LA_STOP" must be connected. A warning buzzer or warning lamp can be
connected.

Input values

CAN instruction "Buzzer"from PLD in the event of:

– Overspeeding
– Oil level impermissibly low
– Oil pressure impermissibly low
– Coolant temperature impermissibly high

The limits for the values listed above are stored in the engine data records.
The sensors for Oil level, Oil pressure and Coolant temperatur are connected to the PLD.

Instruction "Buzzer"from ADM2 in the event of:

– Coolant level impermissibly low

The sensor for Coolant level is connected to the ADM2.

Parameter

- 17/01 Enable idle shutdown

- 17/07 Warning period stop engine light
- 18/01 Engine temperatur
- 18/02 Coolant level
- 18/03 Oil pressure
- 18/04 Oil level
- 18/09 Warning period stop engine light

Output

– Pin 21/05 LA_STOP

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7. Application

7.7. Actual value output IWA

The actual value output is provided in the form of PWM signal at the output "IWA"(actual value output) to incorporate customer-
specific electronic systems. The physical value output at IWA can be selected.
Pulse duty factors < 5% and >95% are evaluated as faults or as signal failures by the subsequent electronic circuit
connected.

Parameter
- 09/01 Actual value output IWA

Output
– Pin 15/05 IWA

Parameter Description

Programmable values:

Value Meaning Remark

0 no output

1 Throttle torque Indication of accelerator pedal

(10 % ...90 %) position idle - full throttle to 10 % ...90 %
pulse duty factor.

2 Differential torque Signal for engine load evaluation

(limit load signal) e.g. for limit load control
90%: Maximum engine torque reached
(drive)
50%: Engine not under load
10%: Maximum friction torque reached

09/01 Actual value output

3 Throttle torque Indication of accelerator pedal
inverted position idle - full throttle to 90 % ...10 %
(90 % ...10 %) pulse duty factor.

4 Actual torque Indication of the actual engine torque

0 ... M max
to 10 % ...90 % pulse duty factor.

5 Load signal Load signal for coupling an automatic

transmission with PWM interface.
Output value is the minimum of the
active torque and a set torque, which is
calculated on the basis of a
maximum value generation of the
accelerator pedal demand and the cruise
control demand.

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7. Application

6 Road Formation of a C3 signal for other

speed electronics.
v FZG [km/h] = 0,45 * 1000/ t [ms]
t = periodic time of signal
(with T = 2 ms = constant = pulse period)

09/01 Actual value output

7 Nominal speed Indication of the currently active
nominal speed during PTO mode to
10%...90% pulse duty factor.

##valid from the diagnosis version 204:

8 Tipptastenfahren Special function for vehicles with
hydraulic drive.
10%...90% pulse duty factor.

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 7. Application

7.8. Speed Signal

For the realisation of the functions

–Legal maximum speed

–Programmable maximum speed

The speed signal C3/B7 of a tachograph has to be connected to input C3 (tachograph speed) of the ADM-FR. The input
C3 is monitored for a short or open circuit.
If the speed signal C3/B7 is not available, a square-wave sensor can be connected to the input C3 instead. Refer to
chapter 7.8.2.
The Transmission output shaft speed via SAE J1939 can also be used to generate a vehicle speed information. Refer to
chapter 7.8.3.
The appropriate vehicle speed information source has to be set in parameter 08/01, speed sensor.
For applications without speed signal, the ADM-FR speed measurement function must be deactivated by appropriate
parameter programming, parameter 08/01.

Parameter programming of the maximum speed (legal maximum speed) and the deactivation of the speed
measurement is only possible with special authorisation. Such authorisation can be issued to vehicle
manufacturers upon application to DaimlerChrysler.

Parameter

– 08/01 Speed Sensor

– 03/03 Maximum road speed (legal)
– 05/03 Maximum road speed LIM0
– 05/07 Maximum road speed LIM1
– 06/03 Maximum road speed KLIMA

Output value

– Maximum Speed via required torque to PLD via CAN connection

7.8.1.Tachograph (C3,B7)

The speed signal C3/B7 of a tachograph has to be connected to input C3 (tachograph speed) of the ADM-FR.
The input C3 is monitored for a short or open circuit.

Input

- Pin 15/03 C3/B7 C3 speed signal

- Pin 18/11 LIM0
- Pin 18/12 LIM1
- Pin 18/14 KLIMA

Parameter

– 08/01 Speed Sensor

– 03/03 Maximum road speed (legal)
– 05/03 Maximum road speed LIM0
– 05/07 Maximum road speed LIM1
– 06/03 Maximum road speed KLIMA

Output value

– Maximum Speed via required torque to PLD via CAN connection

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7. Application

7.8.2. Square-wave Sensor

If the speed signal C3/B7 is not available, a square-wave sensor can be connected to the input C3 instead.
The square-wave sensor is sensing the Transmission output shaft speed. Therefor the parameter group 22
has to be applied.

Input

- Pin 15/03 C3/B7 square-wave sensor

- Pin 18/11 LIM0
- Pin 18/12 LIM1
- Pin 18/14 KLIMA

Parameter

- 08/01 Speed Sensor

- 03/03 Maximum road speed (legal)
- 05/03 Maximum road speed LIM0
- 05/07 Maximum road speed LIM1
- 06/03 Maximum road speed KLIMA
- 22/01 Axle ratio
- 22/02 Number of teeth
- 22/03 Tire revolutions
- 22/04 Gear ratio
- 22/05 2. Axle ratio

Output value

– Maximum Speed via required torque to PLD via CAN connection

7.8.3.Transmission output shaft speed via SAE J1939

If the speed signal C3/B7 is not available, the Transmission output shaft speed via SAE J1939 can also be used to
generate a vehicle speed information. Therefor the parameter group 22 has to be applied.

Input value

- Transmission output shaft speed via SAE J1939 (PGN 61442)

Input

- Pin 18/11 LIM0

- Pin 18/12 LIM1
- Pin 18/14 KLIMA

Parameter

- 08/01 Speed Sensor

- 03/03 Maximum road speed (legal)
- 05/03 Maximum road speed LIM0
- 05/07 Maximum road speed LIM1
- 06/03 Maximum road speed KLIMA
- 22/01 Axle ratio
- 22/02 Number of teeth
- 22/03 Tire revolutions
- 22/04 Gear ratio
- 22/05 2. Axle ratio

Output value

– Maximum Speed via required torque to PLD via CAN connection

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 7. Applications

7.9. Limitations

7.9.1. Common Limitations

Common limitations are active in both driving mode and working speed governor mode.
The maximum values effective in parameter group 3, Common Limiters, or in the engine electronics can only
be superseded by lower values, the minimum values only be higher values. Refer to Programmable
Limitations chapter 7.9.2.

Parameter

- 03/01 Minimum engine speed

- 03/02 Maximum engine speed
- 03/03 Maximum road speed
- 03/04 Maximum engine torque

7.9.2. Programmable Limitations

The inputs LIM0, LIM1 or KLIMA can be used to realize programmable limitations. The following limitations
can be realized when the input is active

– Idling speed boost e.g. when the air conditioner is switched on

– Maximum engine speed limitation e.g. for pumps or other power take-off.
– Vehicle speed limitation e.g. for roadsweepers or refuse collection trucks in working mode
– Maximum torque limitation e.g. as overload protection for power take-off, transmission etc.

Programmed limitations are active in both driving mode and working speed governor mode.
The maximum values effective in parameter group 3, Common Limiters, or in the engine electronics can only
be superseded by lower values, the minimum values only be higher values.

Input

- Pin 18/11 LIM0

- Pin 18/12 LIM1
- Pin 18/14 KLIMA

Parameter

- 05/01 Minimum engine speed LIM0

- 05/02 Maximum engine speed LIM0
- 05/03 Maximum road speed LIM0
- 05/04 Maximum engine torque LIM0

- 05/05 Minimum engine speed LIM1

- 05/06 Maximum engine speed LIM1
- 05/07 Maximum road speed LIM1
- 05/08 Maximum engine torque LIM1

- 06/01 Minimum engine speed KLIMA

- 06/02 Maximum engine speed KLIMA
- 06/03 Maximum road speed KLIMA
- 06/04 Maximum engine torque KLIMA

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7. Application

7.10. Engine Protection

7.10.1. Engine Protection Shutdown

The engine protection shutdown is intended to protect non monitored engines, e.g. emergency power units,
pumps, compressor or other stationary engine applications.

G Risk of accident!
For reasons of safety, an automatically engine protection shutdown is to use in commercial vehicles. If the
engine is not running, there is no steering boost and no retarder for a commercial vehicle.

This function can be used to shut down the engine if at least one of the following states emerge.
Engine protection shutdown on

– CAN information "Coolant temperature too high " from PLD

– CAN information "Oil pressure too low " from PLD
– CAN information "Oil level too low " from PLD
– "Coolant level impermissibly low " from ADM2

The limits for the values listed above are stored in the engine data records.
The sensors for Oil level, Oil pressure and Coolant temperatur are connected to the PLD.
"Coolant level impermissibly low" is realized in ADM2. The sensor for Coolant level is connected
to the ADM2.

There is a parameter for each of those states to activate or deactivate the engine protection shutdown.

If an engine protection shutdown is performed, the engine protection shutdown time is running down. After
this time, the engine will be shutdown. There are two different engine protection shutdown times.

- Engine protection shutdown times

- Engine protection shutdown times on Oil pressure

The indicator lamps LA_ADM, warning lamp, and LA_STOP, stop engine lamp, are active. The indication
time, before engine shutdown, for the warning lamps are programmable.
For more information about LA_ADM and LA_STOP, pleas refer to chapter 7.6.10 and 7.6.11.

engine
event shutdown

engine protection shutdown time

Parameter 18/05

time for LA_ADM before

engine protection shutdown time
Parameter 18/08

time for LA_STOP before

engine protection shutdown time
Parameter 18/09

Engine protection shutdown time.

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 7. Application

engine
event shutdown

engine protection shutdown time

on Oil Pressure
Parameter 18/06

time for LA_ADM before

engine protection shutdown time
Parameter 18/08

time for LA_STOP before

engine protection shutdown time
Parameter 18/09

Engine protection shutdown times on Oil pressure.

It is possible to overwrite an engine protection shutdown in state of emergency. The shutdown overwrite is
active when input M_ABSCH_SP is switched to ground.

Input

- Pin 18/13 M_ABSCH_SP

Input value

– CAN information "Coolant temperature too high " from PLD

– CAN information "Oil pressure too low " from PLD
– CAN information "Oil level too low " from PLD
– "Coolant level impermissibly low " from ADM2

Parameter

- 18/01 Engine temperature

- 18/02 Coolant level
- 18/03 Oil pressure
- 18/04 Oil level
- 18/05 Engine protection shutdown time
- 18/06 Engine protection shutdown time on oil pressure
- 18/08 Warning period for Check engine lamp LA_ADM
- 18/09 Warning period for Stop engine lamp LA_STOP

Output value

- Engine stop demand on PLD-MR, transmitting zero torque quantity via CAN

7.10.2.engine limp home operating mode

If a CAN failure occurs, the engine operating mode changes to engine limp home mode. The PLD-MR
response to a CAN failure can be set in parameter 02/09.

Parameter

- 02/09 Response PLD-MR if engine CAN failure

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7. Application

7.11. Cold start with grid heater

The ADM2 provides an integrated function for the control of an electric grid heater. The grid heater is positioned
directly in the air suction channel. The Mercedes-Benz grid heater has a heater output of approx. 2 kW.

Inputs

- Pin 12/10, digital special function 0 (DSF 0) input switched to battery voltage
- Pin 12/09, digital special function 1 (DSF 1) input switched to ground

Outputs

-Pin 15/09, REL2, control relay 2, output switched to ground

-Pin 21/07, LA_GRID, warning lamp grid heater

Wiring

The output REL 2 (Pin 15/09) controls the high-load relay of the grid heater.
The input DSF0 (with a load relay switched to battery voltage) or the DSF1 (with a load relay switched to ground)
can be used for monitoring the normally open contact of the high-load relay.

The control of the Mercedes-Benz grid heater takes always place with a load relay switched to battery voltage.

Parameter

The cold start function or the input for monitoring the high-load relay is activated by means of configuration.
The temperature thresholds of the cold start function can to some degree be adapted with parameter 02/14. For
example in the case of an additional use of a block heater.

- 02/07 configuration relay 2:

parameter value 1 = grid heater
- 13/06 input DSF0:
parameter value 4 = monitoring grid heater
- 13/07 input DSF1:
parameter value 4 = monitoring grid heater
- 02/14 temperature correction block heater
parameter value > 0 = The switch-on threshold of the grid heater is shifted to “warmer”.

Function

The cold start function is an automatic flow control, which passes through the following statuses upon switching on
the terminal 15/09:

Status Explanation

Upon switching on terminal 15/09 and depending on the actual coolant- and
charge air temperature, the ADM2 decides if a cold start support is necessary for
an engine start . If that is not the case, it is continued with status 26. Otherwise
0: Initialization
with status1, preheating.
The warning lamp “grid heater” is controlled for a period of approx. 2 seconds
(lamp testing).

Warning lamp and grid heater relay are controlled. The starting of the engine
leads to the immediate abortion of the cold start process. (status 36)
1: Preheating (max. 30 s)
The warning lamp “grid heater“ goes out at the end of the preheating period: The
engine is ready to start.

If no engine start takes place (engine speed zero) within 20 seconds, abortion
2: Ready to start
(46), otherwise it is continued with start (3).

3: Start If the engine start is successful, it is continued with (4) otherwise (66).

Post-heating when the engine is already running, in order to improve the

4: Post-heating
emission levels.

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 7. Application

Status Explanation (continued)

5: Cooling Deactivation of grid heater

6: End Cold start has been finished successfully.

16: Abortion due to the Abortion of cold start due to the monitoring with DSF0 and DSF1: contact load
monitoring with DSF0 and relay fixed in closed position/interrupted or diagnostic line DSF0/DSF1
DSF1. interrupted/shorted.

26: End No cold start is required, because the engine or the environment is too warm.

Cold start abortion through the driver, due to an engine start during the
36: Abortion during preheating
preheating.

46: Exceeding of the time

Cold start abortion, because no engine start takes place within 20 seconds.
provided during start

56: Failure during start Cold start abortion, due to general failure (voltage supply, communication, etc.)

66: Exceeding of time provided

Abortion of engine start, because no engine start takes place within 40 seconds
during start

Abortion during of the cold start, due to general failure (supply voltage,
76: Failure during start
communication, etc.)

86: Failure during post-heating Abortion of cold start, due to general failure (voltage supply, communication, etc.)

96: No increase of charge air Abortion, because no temperature increase of the charge air temperature can be
during post-heating measured

Note

There is no functional difference between the status 6, 16, ... 96, because the cold start procedure has already been
terminated.
The distinction between the different statuses have only been introduced for diagnostic purposes and they make it
possible to draw conclusions from the course of the cold start function.
(Refer to analog value 35, status of cold start function)

Diagnostics

If the cold start function is active, the charge air temperature, the output relay 2 and - provided that it is configured -
the load circuit of the relay are monitored. The corresponding fault codes are listed in the appendix.

The flashing of the warning lamp "grid heater" indicates a failure in the load circuit. In spite of an inactive
output relay 2 - e.g. in the case of a contact fixed in closed position - an uncontrolled current feed of the grid
heater can still take place. This failure can only be cleared by interrupting the grid heater power supply.
Fire hazard exists, depending on the position of the grid heater or the engine!

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7. Application

7.12. Special functions

7.12.1. ABS

The ABS invention is deactivating the engine brake. An ABS intervention can be initialized over the configurable input
DSF0 or DSF1, if the function is enabled by appropriate parameter, parameter 13/06 or 13/07, programming.

An ABS invention can also be initialized via SAE J1939. The ABS is deactivating the engine brake via TSC1 by sending
a torque limitation.

Input value

– SAE J1939, TSC1 Request torque / torque limit

Input

- Pin 12/10 DSF0

- Pin 12/09 DSF1

Parameter

- 13/06 Configuration variable input DSF0

- 13/07 Configuration variable input DSF1

7.12.2. Conventional Retarder

The programmable input DSF0 or DSF1 is available for coupling a conventional retarder. When the input DSF0 or DSF1
is active, the information „Retarder intervention“ is transmitted to the engine control PLD-MR This setting only has a
useful purpose on units on which the fan is controlled via the engine control PLD-MR.

A retarder intervention is deactivating an active Curies Control. If Automatic Cruise Resume, parameter 15/07, is
enabled, a retarder intervention via input DSF0 or DSF1 causes an active Cruise Control function to switch over to a
stand by mode.

Since the diagnosis version 203 it is possible to activate the fan by Retarder intervention via DSF0 or DSF1. This
function is enabled by appropriate parameter programming. The parameter 19/06 is indicating the percentage of the
fan power consumption if the input DSF0 is active, provided that the fan is demanded via the digital input DSF0 and
DSF0 has been configured for retarder intervention. The parameter 19/07 is indicating the percentage of the fan power
consumption if the input DSF1 is active, provided that the fan is demanded via the digital input DSF1 and DSF1 has
been configured for retarder intervention. For further information about Automatic fan, pleas refer to chapter 7.12.3.

Input

- Pin 12/10 DSF0

- Pin 12/09 DSF1

Parameter

- 13/06 Configuration variable input DSF0

- 13/07 Configuration variable input DSF1
- 19/06 DSF0 Fan
- 19/07 DSF1 Fan
- 19/08 Hold time Fan
- 19/09 Ramp Fan
- 15/07 Automatic Cruise Resume

Output value

- Information "Retarder intervention" transmitting to the engine control PLD-MR via CAN

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 7. Application

7.12.3. Automatic Fan

The function Automatic Fan can be activated on engine brake, air conditioner, PTO and on Coolant
Temperature. Automatic Fan can also be activated via input DSF0, DSF1 and LUEFTER.
Because the functionality of Automatic Fan differs between Diagnosis Version 202 and 203, the following
decryption is divided into two parts.

Version 202

In this version it is possible to activate the van on engine brake, air conditioner, PTO, input LUEFTER and
on CAN information coolant temperature. The ADM2 is transmitting the Information "Fan activation" to the
engine control PLD-MR via CAN. The value of the supplied "Fan power consumption" is stored in the PLD-
MR data record. The PLD-MR is controlling the Fan.

Parameter 19/01
Enable Automatic Fan Automatic Fan on
on Engine Brake Engine Brake, ADM2

enable
disable

Parameter 19/02
Enable Automatic Fan Automatic Fan on
on Air Conditioner Air Conditioner, ADM2

enable
disable

Parameter 19/03
Enable Automatic Fan Automatic Fan on
on PTO PTO, ADM2
Fan Activation to PLD
enable
>1
disable

Input 18/15
LUEFTER

on
off

Parameter 19/04
Parameter 19/05

°C
Coolant temperature
from PLD via CAN on
off

°C
Parameter 19/04
Switch on Temperature y
Automatic Fan

Parameter 19/05
Switch off Temperature x
Automatic Fan

off on

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7. Application

Version 203

In this version it is possible to activate the van on engine brake, air conditioner, PTO, input LUEFTER, input
DSF0, input DSF1 and on CAN information coolant temperature. The ADM2 is transmitting the Information
" Fan power consumption in percent " to the engine control PLD-MR via CAN. The value of the supplied "Fan
power consumption" has to be set in the appropriate parameter. The PLD-MR is controlling the Fan.

Parameter 13/06 Input Pin 12/10

Value DSF0 = 2 DSF0

Parameter 19/06
DSF0 Fan [ % ]
Parameter 13/07 Input Pin 12/09
Value DSF1 = 2 DSF1

Parameter 19/07
DSF1 Fan [ % ]
Input Pin 18/15
LUEFTER

Parameter 19/10
Fan Activation via
Parameter 19/09 Parameter 19/08
input LUEFTER [ % ]
Ramp Fan Hold Time Fan
Automatic Fan on Fan Power Consumption
Engine Brake, ADM2 Max-Output Value [%]
Hold Time to PLD in [ % ]
Max
Parameter 19/01
Automatic Fan on
Engine Brake [ % ]
Automatic Fan on
Air Conditioner, ADM2

Parameter 19/02
Automatic Fan on
Air Conditioner [ % ]
Automatic Fan on
PTO, ADM2
Max-Output
Parameter 19/03
Value
Automatic Fan on
[%] falling
PTO [ % ]
edge
Parameter 19/04
Parameter 19/05
°C
Coolant temperature
from PLD via CAN
% time
hold time
Fan power
consumption Max-Output
[%] Value
[%]
ramp
ramp

Parameter 19/04 Parameter 19/05

Tmot 0% Fan Tmot 100% Fan time

x y

°C

0 100 %

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 7. Application

Input value

- fan activation on engine brake from ADM2

- fan activation on air conditioner from ADM2
- fan activation on PTO from ADM2
- CAN information Coolant temperature

Input

- Pin 18/15 LUEFTER

- Pin 12/10 DSF0
- Pin 12/09 DSF1

Parameter

Version 202

- 19/01 Enable automatic fan activation on engine brake

- 19/02 Enable automatic fan activation on air conditioner
- 19/03 Enable automatic fan activation on PTO
- 19/04 Switch on temperature automatic fan
- 19/05 Switch off temperature automatic fan

Version 203

- 19/01 Enable automatic fan activation on engine brake

- 19/02 Enable automatic fan activation on air conditioner
- 19/03 Enable automatic fan activation on PTO
- 19/04 Tmot 0% fan
- 19/05 Tmot 100% fan
- 19/06 DSF0 fan
- 19/07 DSF1 fan
- 19/08 Hold time fan
- 19/09 Ramp fan
- 19/10 Fan activation via input LUEFTER
- 13/06 Configuration Variable Input DSF0
- 13/07 Configuration Variable Input DSF1

Output value

Version 202

- Information "Fan activation" transmitting to the engine control PLD-MR via CAN

Version 203

- Information "Fan power consumption in percent" transmitting to the engine control

PLD-MR via CAN

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7. Application

7.12.4. Accelerator pedal interlock

The input Pin 18/16 (FFG interlock) is provided for the function accelerator pedal interlock:
Accelerator pedal (FFG) and remote accelerator pedal (HFG) are not effective, if the input is active.

Inputs

- Pin 12/10, digital special function 0 (DSF 0) input switched to battery voltage
- Pin 12/09, digital special function 1 (DSF 1) input switched to ground

Outputs

-Pin 15/09, control relay 2, output switched to ground

-Pin 21/07, LA_GRID, warning lamp grid heater

Wiring

The output REL 2 (Pin 15/09) controls the high-load relay of the grid heater.
The input DSF0 (with a load relay switched to battery voltage) or the DSF1 (with a load relay switched to ground)
can be used for monitoring the normally open contact of the high-load relay.
The control of the Mercedes-Benz grid heater takes always place with a load relay switched to battery voltage.

Parameter

The cold start function or the input for monitoring the high-load relay is activated by means of configuration.
The temperature thresholds of the cold start function can to some degree be adapted with parameter 02/14. For
example in the case of an additional use of a block heater.

- 02/07 configuration relay 2:

parameter value 1 = grid heater
- 13/06 input DSF0:
parameter value 4 = monitoring grid heater
- 13/07 input DSF1:
parameter value 4 = monitoring grid heater
- 02/14 temperature correction block heater
parameter value > 0 = The switch-on threshold of the grid heater is shifted to “warmer”.

Function

The cold start function is an automatic flow control, which passes through the following statuses upon switching on
the terminal 15/09:

Status Explanation

Upon switching on terminal 15/09 and depending on the actual coolant- and
charge air temperature, the ADM2 decides if a cold start support is necessary for
an engine start . If that is not the case, it is continued with status 26. Otherwise
0: Initialization
with status1, preheating.
The warning lamp “grid heater” is controlled for a period of approx. 2 seconds
(lamp testing).

Warning lamp and grid heater relay are controlled. The starting of the engine
leads to the immediate abortion of the cold start process. (status 36)
1: Preheating (max. 30 s)
The warning lamp “grid heater“ goes out at the end of the preheating period: The
engine is ready to start.

If no engine start takes place (engine speed zero) within 20 seconds, abortion
2: Ready to start
(46), otherwise it is continued with start (3).

3: Start If the engine start is successful, it is continued with (4) otherwise (66).

Post-heating when the engine is already running, in order to improve the

4: Post-heating
emission levels.

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 7. Application

Status Explanation (continued)

5: Cooling Deactivation of grid heater

6: End Cold start has been finished successfully.

16: Abortion due to the Abortion of cold start due to the monitoring with DSF0 and DSF1: contact load
monitoring with DSF0 and relay fixed in closed position/interrupted or diagnostic line DSF0/DSF1
DSF1. interrupted/shorted.

26: End No cold start is required, because the engine or the environment is too warm.

Cold start abortion through the driver, due to an engine start during the
36: Abortion during preheating
preheating.

46: Exceeding of the time

Cold start abortion, because no engine start takes place within 20 seconds.
provided during start

56: Failure during start Cold start abortion, due to general failure (voltage supply, communication, etc.)

66: Exceeding of time provided

Abortion of engine start, because no engine start takes place within 40 seconds
during start

Abortion during of the cold start, due to general failure (supply voltage,
76: Failure during start
communication, etc.)

86: Failure during post-heating Abortion of cold start, due to general failure (voltage supply, communication, etc.)

96: No increase of charge air Abortion, because no temperature increase of the charge air temperature can be
during post-heating measured

Note

There is no functional difference between the status 6, 16, ... 96, because the cold start procedure has already been
terminated.
The distinction between the different statuses have only been introduced for diagnostic purposes and they make it
possible to draw conclusions from the course of the cold start function.
(Refer to analog value 35, status of cold start function)

Diagnostics

If the cold start function is active, the charge air temperature, the output relay 2 and - provided that it is configured -
the load circuit of the relay are monitored. The corresponding fault codes are listed in the appendix.

The flashing of the warning lamp "grid heater" indicates a failure in the load circuit. In spite of an inactive
output relay 2 - e.g. in the case of a contact fixed in closed position - an uncontrolled current feed of the grid
heater can still take place. This failure can only be cleared by interrupting the grid heater power supply.
Fire hazard exists, depending on the position of the grid heater or the engine!

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7. Application

7.13. Diagnosis
The ADM-FR and PLD engine management diagnosis wire K-DIAG must be connected to the 14-pin central diagnosis
connector in accordance with the electrical wiring diagrams.

Parameters, actual values and fault codes can be read out from the ADM-FR and PLD using DaimlerChrysler diagnosis
tools (e.g. minidiag2) at the diagnosis connector.

Input/output

– Pin 12/02 K-DIAG

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 8. Actual Values

8. Actual Values

8.1. Analog Values

Range Range Dimen-

Nr. Description Pin
Min Max sion

1 Analog Accelerator Pedal (AFPS) 0 100 % 21/11

2 Supply Analog Acc. Pedal (AFP+) 4,500 5,500 V 21/09

3 Analog Remote Pedal ( HFGS) 0 100 % 18/18

4 Supply Analog Remote Pedal (HFG+) 5,000 6,000 V 18/17

5 Selected Pedal Value 0 100 % -

6 Calculated Pedal Torque Value -5000 5000 Nm -

7 Actual Engine Speed 0 3000 1/min -

8 Actual Torque -5000 5000 Nm -

9 Friction Torque -5000 0 Nm -

10 Governor Type 0 15 - -

11 Demand Engine Speed 0 3000 1/min -

12 Demand Engine Torque -5000 5000 Nm -

13 Minimum Engine Speed 0 3000 1/min -

14 Maximum Engine Speed 0 3000 1/min -

15 Road Speed 0 150 km/h -

16 Set Speed Cruise Control 0 150 km/h -

17 Voltage Coolant Level Sensor 0 5,000 V -

Status Coolant level

0= Value not valid
1= Level warning,
18 0 3 - -
below under limit
2= Refill range
3= Coolant level O.K.

19 Voltage Air Filter Sensor 0 5,000 V -

20 Pressure Air Filter Sensor 0 5000 mbar -

21 Coolant Temperature -40 150 °C

22 Oil Pressure 0 5000 mbar -

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8. Actual Values

Range Range Dimen-

Nr. Description Pin
Min Max sion

23 Oil Temperature -40 150 °C -

24 Voltage Terminal 15 (ignition) 0 30,000 V 21/02

25 Voltage Terminal 30 0 30,000 V 21/01

C3-Signal Frequency
26 0 10000 Hz 15/03

C3 diagnosis threshold
27 0 5,000 V -

28 SAE J1939 Current Active TSC1 Sender 0 255 - -

29 SAE J1939 Demand Engine Speed 0 3000 1/min -

30 SAE J1939 Demand Torque -125 125 % -

31 SAE J1939 Maximum Engine Speed 0 3000 1/min -

32 SAE J1939 Maximum Torque -125 125 % -

PWM Pedal Signal GAS1

33 Idle: 10% ... 30% o.k 0 100 % 21/12

Max. Load: 40% ... 90% o.k

PWM Pedal Signal GAS2

34 Idle: 10% ... 30% o.k 0 100 % 21/13

Max. Load: 40% ... 90% o.k

Status Grid Heater

0= Disabled
1= Preheating phase
35 2= Ready for starting 0 6 - -
3= Starting
4= Postheating phase
5= Cooling off phase
6= End

36 Boost Temperature -50 200 °C -

*Software Version - - - -
37
**IWA output 0 100 % 12/05

38 **Software Version - - - -

* Diagnosis Version 202

** Diagnosis Version 203

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144
 8. Actual Values

8.2. BinaryValues

Status
Nr. Description Pin
00/01

1/1 Terminal 15 (Ignition) Off/On 21/02

1/2 Service Brake Off/On 21/15 -

1/3 Park Brake Off/On 21/16 -

Closed/
1/4 Clutch 18/02 -
Open

2/1 Cruise Control Switch CC- Off/On 18/04 On = Set and Deccelerate

2/2 Cruise Control Switch CC+ Off/On 18/05 On = Resume and accelerate

2/3 Cruise Control Switch CC_EIN Off/On 18/06 On = Enable Cruise Control

Off: accelerator pedal

2/4 Throttle Select Switch FG_WAHL Off/On 18/07
On: remote pedal

3/1 Engine Brake Low MBR_L Off/On 18/08 -

3/2 Engine Brake High MBR_H Off/On 18/09 -

3/3 PTO Control Set Switch Off/On 18/10

3/4 Limiter0 Set Switch Off/On 18/11 -

4/1 Limiter1 Set Switch Off/On 18/12 -

4/2 Shutdown Override MABSCH_SP Off/On 18/13 -

4/3 Limiter 2 Set Switch (KLIMA) Off/On 18/14 -

4/4 Fan Off/On 18/15 -

On active input acc. pedal and

5/1 Acceleretor Pedal Lockout No/Yes 18/16
remote pedal are disabled.

5/2 Transmission Neutral NE Off/On 15/01 -

5/3 Rear Axle HA Off/On 15/02 -

5/4 ABS Off/On - SAE J1939, preliminary

Idle validation switch 1,

6/1 GAS2 (analog throttle) Off/On 21/13
if analog throttle

Idle validation switch 2,

6/2 GAS1 (analog throttle) Off/On 21/12
if analog throttle

engine brake(s) off

6/3 No/Yes - lockout demand via SAE J1939

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8. Actual Values

Status
Nr. Description Pin
00/01

6/4 Kickdown No/Yes - status accelerator pedal

7/1 engine stop demand (ADM2 to MR) No/Yes -

7/2 engine stop demand (via SAE J1939) No/Yes -

7/3 starter signal (Term. 50) Off/On 12/01 starter signal (Ignition key)

7/4 configurable input DSF0 Off/On 12/10

8/1 configurable input DSF1 Off/On 12/09

8/2 **exhaust brake valve MBR-BK Off/On 15/06

8/3 **decompression valve MBR-KD Off/On 15/10

8/4 **relay 1 Off/On 15/12

9/1 **relay 2 Off/On 15/09

9/2 **relay 3 Off/On 15/11

9/3 **relay 4 Off/On 18/01

9/4 ##engine-hood switch Off/On 12/08

** valid from diagnosis version 203

##valid from diagnosis version 204

Page 852
146
 9 Fault codes

9. Fault codes

9.1 Fault codes diagnosis version 203

ADM2
ADM2
fault
fault
codes Description Remedial action Pin
codes
(J1939)
(k-line)
SPN/FMI

decom- - check wiring

54/3 10003 pression valve open circuit - check solenoid valve 15/10
MBR_KD

decom- - check wiring

shorted to
54/4 10004 pression valve - check solenoid valve 15/10
ground
MBR_KD

vehicle - check wiring

84/3 10103 speed open circuit - check parameter 08/01 15/03
signal C3

vehicle
shorted to
84/4 10104 speed - check wiring 15/03
ground
signal C3

vehicle - check parameter 08/01

value not
84/14 10114 speed 15/03
plausible
signal C3

- restart accelerator pedal adjustment

routine
analog accelerator
- check wiring
91/0 10200 accelerator pedal not 21/11
- Limit value idle operation position:
pedal adjusted
5,0 V
- Limit value kickdown position: 4,9 V

- Pedal unit exchange, if defective

analog - check wiring
voltage not
91/2 10202 accelerator - Limit value idle operation position: 21/11
plausible
pedal 5,0 V
- Limit value kickdown position: 4,9 V

voltage too - Pedal unit exchange, if defective

analog
high or - check wiring
accelerator
91/3 10203 shorted to - Limit value idle operation position: 21/11
pedal
battery 5,0 V
voltage - Limit value kickdown position: 4,9 V

- Pedal unit exchange, if defective

voltage too
analog - check wiring
low or
91/4 10204 accelerator - Limit value idle operation position: 21/11
shorted to
pedal AFPS 5,0 V
ground
- Limit value kickdown position: 4,9 V

- Oil discharge with to strong

overstocking.
oil level to
98/0 10400 oil level - remark: This problem can occur also PLD-MR
high
if in PLD-MR the false type of oil pan
were programmed.

Page 853
147
9. Fault codes

ADM2
ADM2
fault
fault
codes Description Remedial action Pin
codes
(J1939)
(k-line)
SPN/FMI

98/1 10401 oil level low oil level - refill oil PLD-MR

- refill oil
oil level too - remark: This problem can occur also
98/14 10414 oil level PLD-MR
low if in PLD-MR the false type of oil pan
were programmed.

oil pressure low oil - check oil pump and oil circuit
100/1 10501 PLD-MR
sensor pressure

oil pressure oil pressure - check oil pump and oil circuit.
100/14 10514 PLD-MR
sensor too low

air filter air pressure

107/0 10800 - check wiring. 15/08
sensor too high

air filter
107/3 10803 open circuit - check wiring. 15/08
sensor

air filter shorted to

107/4 10804 - check wiring. 15/08
sensor ground

coolant high coolant - cooling-water level and cooling circuit

110/0 10900 PLD-MR
temperature temperature check.

coolant
coolant - cooling-water level and cooling circuit
110/14 10914 temperature PLD-MR
temperature check.
too high

coolant low coolant - refill coolant

111/1 11001 15/07
level level - check wiring

coolant - check wiring

111/3 11003 open circuit 15/07
level - Voltage must be larger than 2,0 V.

coolant shorted to
111/4 11004 - check wiring. 15/07
level ground

- check battery voltage

terminal 15
158/0 11100 over voltage - check parameter 2/08 21/02
(ignition)
(24V/12V selection)

- check battery voltage

terminal 15
158/1 11101 under voltage - check parameter 2/08 21/02
(ignition)
(24V/12V selection)

Page 854
148
 9 Fault codes

ADM2
ADM2
fault
fault
codes Description Remedial action Pin
codes
(J1939)
(k-line)
SPN/FMI

both switches - check wiring

idle switch open circuit - Pedal unit exchange, if defective 21/12 and
558/5 11705
(analog pedal) (GAS2 + GAS1 21/13
open)

both switches - check wiring

idle switch closed - Pedal unit exchange, if defective 21/12 and
558/12 11712
(analog pedal) (GAS2 + GAS1 21/13
closed)

cruise control - check wiring 18/04

both switches - check cruise control switch
599/12 11812 switch and
closed
CC+ and CC- 18/05

cruise control - check wiring 18/04

both switches - check cruise control switch
601/12 11912 switch and
closed
CC+ and CC- 18/05

power supply - supply voltage > 5,2 V.

voltage too
620/3 12103 analog pedal 21/09
high
(AFP+)

power supply - supply voltage < 4,8 V.

voltage too
620/4 12104 analog pedal 21/09
low
(AFP+)

- check wiring (engine CAN)

- check configuration:
no com-
CAN link MR parameter (../..) and
625/2 12202 munication -
ADM2 - MR ADM2 parameter 1/01
with MR
to be set to equal functionality
(0ne wire capability)

- check wiring (engine CAN)

- check configuration:

CAN link one wire MR parameter (../..) and

625/14 12214 -
ADM2 - MR mode ADM2 parameter 1/01

to be set to equal functionality

(0ne wire capability)

internal
629/12 12312 ADM2 - -
error

output - check wiring

677/5 13305 open circuit 15/12
relay 1 - check relay 1

output shorted - check wiring

677/6 13306 15/12
relay 1 to ground - check relay 1

Page 855
149
9. Fault codes

ADM2
ADM2
fault
fault
codes Description Remedial action Pin
codes
(J1939)
(k-line)
SPN/FMI

grid heater: - check wiring

no increasing
output boost - check relay 2
730/0 13900 15/09
relay 2 temperature
after - check grid heater
activation

grid heater: - check wiring

output relay
730/1 13901 15/09
relay 2 permanently - check relay 2
closed

grid heater: - check wiring

output relay
730/2 13902 15/09
relay 2 permanently - check relay 2
closed

voltage too - check wiring

high or
output
730/3 13903 shorted to 15/09
relay 2
battery
voltage

voltage too - check wiring

output
730/4 13904 low or shorted - check relay 2 15/09
relay 2
to ground

- limit values for the supply voltage of

remote supply voltage the HFG:
974/2 14202 18/17
pedal HFG out of range Minimum value: 4,8 V and
maximum value: 5,2 V.

voltage too - check wiring

high or - check remote pedal
remote
974/3 14203 shorted to 18/18
pedal HFG
battery
voltage

voltage too - check wiring

remote
974/4 14204 low or shorted - check remote pedal 18/18
pedal HFG
to ground

output - check wiring

1004/3 14403 open circuit 18/01
relay 4 - check relay 4

output shorted - check wiring

1004/4 14404 18/01
relay 4 to ground - check relay 4

Page 856
150
 9 Fault codes

ADM2
ADM2
fault
fault
codes Description Remedial action Pin
codes
(J1939)
(k-line)
SPN/FMI

output
PWM pedal
1005/3 14503 open circuit - check wiring. 15/05
supply or
transmission

output
PWM pedal shorted
1005/4 14504 - check wiring. 15/05
supply or to ground
transmission

exhaust brake - check wiring

1006/3 14603 valve open circuit - check exhaust brake valve 15/06
MBR_BK

exhaust brake - check wiring

shorted
1006/4 14604 valve - check exxhaust brake valve 15/06
to ground
MBR_BK

CAN - PGN ETC1 was received only once

identifiers and did not disappear.
J1939 CAN-
639/2 14902 ETC#1 or
interface
ACC#1
missing

PWM - check wiring

no supply
1015/1 15001 accelerator 15/05
voltage
pedal

both signals - check wiring

PWM
missing - Pins 21/13, 21/12, 15/05 , 21/14.
1015/2 15002 accelerator
(GAS1
pedal
and GAS2)

PWM - check wiring

signal GAS2,
1015/3 15003 accelerator - Pins 21/13, 15/05 , 21/14.
not available
pedal

PWM - check wiring

signal GAS1,
1015/4 15004 accelerator - Pins 21/12, 15/05 , 21/14.
not available
pedal

PWM accelerator - restart accelerator pedal adjustment

1015/5 15005 accelerator pedal not -
pedal adjusted routine

idle position
PWM - restart accelerator pedal adjustment
out of
1015/6 15006 accelerator -
adjusted routine
pedal
range

accelerator
PWM - restart accelerator pedal adjustment
pedal out of
1015/7 15007 accelerator -
adjusted routine
pedal
range

Page 857
151
 10. Routines for ADM2

10. Routines for ADM2

10.1. Routines for ADM2, Diagnosis version 202 and 203

No. Routine Name Abbreviation Description Pin

With an initial start up of ADM2

21/12
if initial start-up, ecu or acc. or with an accelerator pedal
1 acc.pedal adjust. or
pedal change exchange the accelerator pedal
21/13
needs to be adjusted.

2 *) Set all parameters back to

set all parameter on default set param on default -
default value.

3
activate oil level lamp oil level lamp 21/04
*)

4
activate engine stop lamp engine stop lamp 21/05
*)
ADM2 output test.
5
activate fault lamp fault lamp 21/06
*)
Refer to chapter 7.6.
6
activate grid heater lamp grid heater lamp 21/07
*)

7
activate air filter lamp air filter lamp 21/08
*)

8 ADM2 output test.

activate relay 1 relay 1 15/12
*) Refer to chapter 4.2.

9 *) ADM2 output test.

activate relay 2 relay 2 15/09
Refer to chapter 4.2.

10 ADM2 output test.

activate relay 3 relay 3 15/11
*) Refer to chapter 4.2.

11 ADM2 output test.

activate relay 4 relay 4 18/01
*) Refer to chapter 4.2.

12
activate MBR_BK MBR_BK 15/06
*)
ADM2 output test.
13 Refer to chapter 7.5.
activate MBR_KD MBR_KD 15/10
*)

14 ADM2 output test.

activate IWA output IWA output 12/05
*) Refer to chapter 7.7.

15 ADM2 output test.

activate engine speed gauge engine speed gauge 12/06
*) Refer to chapter 7.6.

16 ADM2 output test.

activate cool.temp.gauge/lamp cool.temp.gauge 12/04
*) Refer to chapter 7.6.

17 activate oil pressure gauge/ ADM2 output test.

oil pressure gauge 12/03
*) lamp Refer to chapter 7.6.

*) valid till diagnosis version 203

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152
 11. CAN Messages according toSAE J1939

11. CAN Messages according to SAE J1939

Page 859
153
11. CAN Messages according toSAE J1939

Page 860
154
11. CAN Messages according toSAE J1939

Page 861
155
11. CAN Messages according toSAE J1939

Page 862
156
11. CAN Messages according toSAE J1939

Page 863
157
11. CAN Messages according toSAE J1939

Page 864
158
11. CAN Messages according toSAE J1939

Page 865
159
11. CAN Messages according toSAE J1939

Page 866
160
11. CAN Messages according toSAE J1939

Page 867
161
11. CAN Messages according toSAE J1939

Page 868
162
11. CAN Messages according toSAE J1939

Page 869
163
Maintenance Manual Revision 1 Combo 5000

Section 2.6 Mercedes PLD

Page 870
 DaimlerChrysler

Engine control with

PLD-MR

ECU Manual

Page 871
 PLD-MR Documentation

1. Safety

1.1. Symbols

The instructions that follow are shown against various symbols.

G risk of injury
This symbol appears against all safety instructions that must be complied with in order to
avoid a direct risk of danger to life and limb.

This symbol is used against all safety instructions that, if disregarded, could give rise to the
danger of material damage or malfunctions.

1.2. General information

Gaccident and live hazard!

The engine control unit PLD-MR is essential for defining the functions of the engine and
vehicle. Functions such as the exact electric control of injector valves via the magnetic
valves, fuel injection, fault recognition, engine safeguards, backup, diagnosis etc. are
relevant to safety.
Incorrectly performed modifications to the parameters or tampering with the wiring can
cause far-reaching changes to the performance of the engine and/or vehicle. This can lead to
personal injury and material damage.

The control unit PLD-MR has been developed and tested in accordance with the DaimlerChrysler
Specifications for Operating Safety and EMC Compatibility. The manufacturer of the vehicle or
equipment is solely responsible for the examination and implementation of applicable legal stipulations.

1
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 PLD-MR Documentation

1.3. Use for the intended purpose

The DaimlerChrysler engine and the PLD-MR control unit are only to be used for the purpose stated in
the contract of purchase. Any other use or an extension of the stated use will be regarded as not
conforming to the engine´s intended purpose.
DaimlerChrysler AG cannot accept any liability for damage resulting from such use. Liability for
damage resulting from the enigne not having been used for its intended purpose shall rest solely with
the manufacturer of the complete machine or vehicle in which the engine is installed.
These PLD-MR Operating Instructions and the engine Operating Instructions must be observed.

1.4. Personnel requirements

Work on the electrics and programmed parameters should only be carried out by specially skilled
persons or those who have received training from DaimlerChrysler, or by specialists employed by a
workshop authorised by DaimlerCyhrsler.

1.5. Conversions and modifications to the ADM-FR

Unauthorised modifications to the PLD-MR could affect the operation and safety of the
vehicle/machine in which it is installed. No responsibility will be accepted for any resulting damage.

1.6. Installation
The guidelines and instructions in Chapter 6 (assembly & connecting) and Chapter 3.5.2 (electric
installation) must be observed.

1.7. Organisational measures

These Operating Instructions should be handed to personnel entrusted with the operation of the PLD-
MR and should, whenever possible, be stored in an easily accessible place.
With the aid of these Operting Instructions, personnel must be familiarised with the operation of the
PLD-MR, paying special attention to the safety-relevant instructions applicable to the engine. This
applies in particular to personnel who only work on the engine and PLD-MR occasionally.
In addition to these Operating Instructions, comply with local legal stipulations and any other obligatory
accident prevention and environmental protection regulations which may apply in the country of
operation.

2
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 PLD-MR Documentation

1.8. Safety precautions for engines with electronic control units

G acccident hazard!
When the vehicle electrics are first operated, the drive train must be open (transmission
in neutral). The engine could start unecpectedly due to incorrect wiring or unsuitable
parameter programming. If the drive train is closed (transmission not in neutral), the
vehicle could unexpectedly start moving or set the working machine in operation,
constituting a risk to life and limb.

The safety precautions stated below must be applied at all times in order to avoid damage to the
engine, its components and wiring, and to avoid possible personal injury.

– Only start the engine with the batteries securely connected.

– Do not disconnect the batteries when the engine is running.
– Only start the engine with the engine speed sensor connected.
– Do not start the engine with the aid of a rapid battery charger. If emergency starting is necessary,
only start using separate batteries.
– The battery terminal clamps must be disconnected before a rapid charger is used. Comly with the
operating instructions for the rapid charger.
– If electric welding work is to be performed, the batteries must be disconnected and both cables (+
and -) secured together.
– Work is only to be performed on the wiring and connectors are only to be plugged/unplugged with the
electrical system switched off.
– The first time the engine is run, the possibility must be provided to switch off the voltage supply to the
MR engine control and to the vehicle electronics (PLD-MR or FRE) in an emergency.
If it is incorrectly wired up, it may no longer be possible to switch the engine off.
– Interchanging the poles of the control unit´s voltage supply (e.g. by interchanging the battery poles)
can damage the control unit beyond repair.
– Fasten connectors on the fuel injection system with the specified tightening torque.
– Only use properly fitting test lead for measurements on plug connectors (DaimlyerChrysler connector
set).

If temperatures in excess of 80°C (e.g. in a drying kiln) are to be expected, the control
units must be removed as they could be damaged by such temperatures.

Telephones and two-way radios which are not connected to an external aerial can cause
malfunctions in the vehicle electronics and thus jeapordise the engine´s operting safety.

3
Page 874
 PLD-MR Documentation

1.9. DaimlerChrysler original parts

DaimlerChrysler original parts are subject to the most stringent quality checks and guarantee maximum
functional efficiency, safety and retention of value.
Each part is specially designed, produced, selected and approved for DaimlerChrysler. For this reason,
we are obliged to disclaim all liability for damage resulting from the use of parts and accessories which
do not meet the above requirements.
Germany and various other countries, certain parts (for instance parts relevant to safety) are only
officially approved for installation or converstion work if they comply with valid legal stipulations. These
regulations are assured to be satisfied by DaimlerChrysler original parts.
If other parts, which have not been tested and approved by DaimlerChrysler, are installed – even if in
individual circumstances they have been granted an official operating permit – DaimlerChrysler is
unable to assess them or grant an form of warranty, although the company endeavours to monitor
market developments as far as possible. The installation of such parts may therefore restrict the validity
of the warranty.

1.10. Safety and emergency running programme

The electronic control units PLD-MR and FRE monitor the engine and carry out self-diagnosis. As
soon as a fault is detected it is evaluated and one of the following measures is initiated:
– Faults during operation are indicated by the warning lamps being activated.
– Switch-over to a suitable substitute function for continued, albeit restricted engine operation (e.g.
constant emergency engine speed).

Have any faults rectified without delay by the responsible DaimlerChrysler Service Station.

Note:
The DaimlerChrysler diagnosis testers (hand-held tester (HHT) or Minidiag), which are connected to
the 14 pin diagnosis socket (on the unit), can be used to read off the fault codes.

PLD-MR control unit fault codes and their remedial actions are described in Chapter 4.6.

Defective units which are still withing the period of warranty cover (6 months from DaimlerChrysler
dispatch date) must be returned to the DaimlerChrysler field service organisation.

4
Page 875
 PLD-MR Documentation

2. General governor architecture

The electronic governor architecture consists of two components:

1. Engine control unit (MR) consisting of PLD (short for pump-line-nozzle system)
2. Vehicle electronics (FRE) consisting of the interface modules VCU-Europe (Vehicle
Control Unit) or ADM/ADM2 (adaptation module) or FR/FMR (vehicle control/vehicle
engine control) for Actros & Atego),…

2.1. Standard model of engine control (PLD-MR) and vehicle electronics (FRE)

SAE J1939 or IES-CAN

User functions
Accelerator pedal
Tempomat-
12/24 V SAE- or IES-
operation
compatible
Further inputs and FRE ... components &
outputs for display electronics
vehicle and with diagnosis
CAN-Bus
off-road ISO 11992
applications
diagnosis via diagnostic line
PLD-
Engine functions
MR

Block diagram 2.1: engine control unit (PLD-MR) and vehicle electronics (FRE)

Note: The application of the High-Speed-CAN (SAE J1939/IES-CAN) depends on the

vehicle electronics (FRE)!

5
Page 876
 PLD-MR Documentation

2.2. Features of the governor and interface module

2.2.1. VCU (ADM2) as FRE (vehicle electronics)

Diagnosis via diagnostic line

Display with individual gauges

SAE J1939 or IES-CAN

User functions
Accelerator pedal,
Cruise control-
12/24 V
operation SAE- or IES-
VCU ... compatible
Further inputs and or
components
outputs for ADM2
vehicle and CAN-Bus
off-road ISO 11992
applications Diagnosis via diagnostic line
PLD-
Engine functions
MR

Block diagram 2.2.1: governor architecture with the interface module VCU or ADM 2

• PLD-MR
The PLD governor for the electronic Diesel injection has the following features:
- cylinder-selective injector valve control
- control, regulation and monitoring of engine functions
- starter control
- fault recognition
- backup operation functions
- diagnosis
- communication interfaces with FRE via engine CAN (ISO 11992) and/or diagnostic line (ISO
9141)

• VCU (ADM2)
- Implementation of user functions, e.g. accelerator pedal, cruise control, limitations, etc.
- Communication interfaces with PLD-MR via engine CAN (ISO 11992)
- Communication interfaces with vehicle CAN (SAE J1939/IES)
- Conventional display driver: analogue and digital displays
– Diagnosis

6
Page 877
 PLD-MR Documentation

2.2.2. ADM as FRE (vehicle control electronics)

Display with individual gauges

Diagnosis via diagnostic line

User functions
Accelerator pedal,
Cruise control
operation 12/24 V

Further inputs and ADM

outputs for
vehicle and CAN-Bus
off-road ISO 11992
applications
Diagnosis via diagnostic line
PLD-
Engine functions
MR

Block diagram 2.2.2.: governor architecture with interface module ADM

• ADM
- Implementation of user functions, e.g. accelerator pedal, cruise control, limitations, etc.
- Communication interfaces with PLD-MR via engine CAN (ISO 11992)
- Conventional display drivers: analogue and digital displays
- Diagnosis

7
Page 878
 PLD-MR Documentation

3. PLD engine control (pump-line-nozzle)

3.1. Brief description of the Diesel engine control unit PLD-MR

The engine control unit „PLD-MR“ (pump-line-nozzle system) controls the electronic Diesel-fuel
injection and is also designed for the engine series 450, 500 and 900. The main function of the
control unit is the exact electric control of the solenoid valves at the injector valves. Regarding
this, the optimum start of injection and the necessary injection quantity for the torque (or the
desired speed in the case of a PTO speed control operation) demanded by the control unit on
the engine side, are calculated and set (mapping specific, through measured engine and ambient
conditions).
The control unit also provides further features like fault recognition, possibility of limp-home
operating modes, diagnosis and interfaces with other control systems.

3.2. Control units - operating principle

injector valve 1
vehicle .
electronics .
.
.
.
sensors .
injector valve 8

PLD-MR
application proportional valves
system (PV)

starter start-/stop button

8
Page 879
 terminal 30
5V RXD
terminal 31 power supply
unit reset diagnosis DC-diagnosis
watchdog- TXD
terminal 15 switch on signal

terminal 50 switch starter

control unit switches off.

hold output stage

monitoring

oil separator digital

engine service start button input control unit
3.2.1. Control unit block diagram

pump-line-
engine service stop button micro- nozzle
controller 2 valve output (cyl. 1 - 8)
stage
crankshaft signal
camshaft signal micro- monitoring
speed
fan speed interface
controller 1
booster speed 1
booster speed 2 CAN engine retarder flap
decompression valve
active oil pressure proportional
input fan 1
passive oil pressure valve
circuit output stage fan 2
scavenging gradient (P2S - P3)
-
charge-air pressure
-
fuel pressure/accelerator pedal monitoring
oil level
air pressure
fuel temperature
charge-air temperature
analog/
oil temperature dynamic CAN-driver engine - CAN
coolant temperature (ISO 11992)

9
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PLD-MR Documentation

backup phase of the control unit, if no signal arrives at the power supply unit (switch-on) the
Note: On the basis of the control unit the function "hold" is activated, which is responsible for the
 PLD-MR Documentation

3.2.2. PLD control unit as engine control (PLD-MR)

ABS = Antilock Brake systems

ADR = PTO speed control
FRE * = Vehicle electronics (ADM/ADM2, VCU, FR/FMR etc.)
ASR = Anti-slip control
BGR = Limitations
FFG = Accelerator pedal (operation or speed demand)
FLA = Flame start unit
ISO = International Standards Organization
IWA = Actual value output (for automatic transmission, customer-specific
electronics…)
MBR = Engine brake
PLD-MR = PLD engine control (pump-line-nozzle system)
SAE J1939 = High-speed CAN (on vehicle side)

* In this documentation the abbreviation „FRE“ is used for the different vehicle controls
(ADM/ADM2, VCU, FR/FMR, UCV etc.), due to a clear arrangement.

10
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 PLD-MR Documentation

3.3. Functional description

3.3.1. Configuration

The electronic system is divided in two independent subsystems that can be monitored
separately. The cabin mounted control unit “FRE” (vehicle electronics) controls the sensors and
actuators attached to the driver`s cab or the vehicle frame and involves all functions which are
relevant for the vehicle. The engine mounted control unit PLD-MR controls all sensors and
actuators attached to the engine and involves all functions which are important to the engine
operation. The two control units are connected via a bus connection with “one wire capability”.
Via this bus connection nominal values and the operating mode of the engine are demanded by
the respective FRE (e.g. increase of idle speed, speed-controlled engine operation with
programmable desired speed, torque limitation, freely selectable control characteristic, engine
braking torque etc.), and in the opposite direction the PLD-MR control unit transmits information
about the actual engine operating mode to the FRE (e.g. flame start unit).

Advantages:
The plug connections at the engine are reduced to the connections which are relevant to the
engine, the vehicle connections are located in the uncritical surrounding area of the drivers cab
(high degree of acceleration- and temperature load at the engine). Less connection lines
between engine and vehicle (reduced to the EMV-uncritical CAN connection) – proves to be of
particular advantage in the bus (due to the great distance between the control elements and the
engine, like accelerator pedal etc.). The computers are only burdened with the functions and
tasks of the particular system (the PLD-MR computer is only responsible for the engine
management, no load through vehicle functions). A modular extension of the system is possible
by means of additional units that are connected with the bus system.

3.3.2. Flexibility of the concept

Each subsystem is tuned individually and can be tested as a subsystem. Therefore the engine
can be replaced by an engine of a different design but with the same category of engine
performance, without having to change the configuration in the vehicle-control unit (FRE) (e.g.
PLD-MR engine is replaced by Common-Rail engine). 4-, 5-, 6-, and 8-cylinder engines can be
operated with the same PLD-MR.
Accessory parts at the engine like “Waste Gate”, fan high speed etc. can be regulated, controlled
and connected via 6 PWM outputs at the PLD-MR. An additional digital output is reserved for the
starter control!
Functional requests of other electronic systems like ABS, ASR, EPB, EAS, automatic transmission,
retarder etc. (data exchange via vehicle-CAN-Bus (e.g. IES-CAN)) are coordinated in the FRE and
prepared for the engine electronics (PLD-MR).

11
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 PLD-MR Documentation

3.3.3. Control unit description of engine electronics PLD-MR

The module PLD-MR engine electronics consists of the control unit and the fuel cooling. The
PLD-MR control unit consists of a component circuit board with base plate (planar technique)
and a zinc pressure diecasting housing. The circuit board/base plate combination is screwed to
the housing. The seal between housing and circuit board is achieved by means of a fluid gasket.
The external electrical contact is maintained via a 16 pin and a 55-pin socket. To bring the
pressure inside the housing into equilibrium with the ambient pressure, a pressure sensitive
membrane is located on the bottom of the housing. The housing has 4 eyelets to accommodate
the damping elements and screw them onto the engine. See chapter ____________.

3.3.3.1. Safeguard /redundancy:

The PLD-MR is designed as a 2-controller system i.e. in the case of a main controller failure, the
limp home controller takes over the control of the magnetic valves at the injector valves. In this
case the engine rpm is constant (approx. 1300 rpm). This redundancy (i.e. in the case of the
failure of one “functional component”, at least one second operable functional component is
available as a safety measure) also applies to solenoid valves (injector valves), speed sensors,
starter control and engine CAN-Bus (one wire capability). In addition, the electronics are
provided with a “Watch-Dog” circuit, extensive self tests are carried out continuously and in
addition a mutual monitoring with the FRE (vehicle electronics) takes place. See also chapter”---------
“.

3.3.3.2. Description of the inputs:

- 4 temperature inputs (coolant, oil, fuel, charge air)
- 3 pressure inputs (atmospheric pressure (internal sensor), boost pressure, oil pressure)
- 1 input oil level
- 2 analogue inputs reserve
- 2 binary inputs for service-start- and stop-buttons in engine compartment function: engine start,
engine stop, both service-buttons pushed simultaneously => starter is cranking/ no
injection, Service-start-bottom release and with running engine operate/ hold
= > engine again start toward cutoff speed
- 2 inputs for crank-angle and cam-angle sensing
Bores, slits, teeth (esp. tooth wheel) or noses can be used as markings on engine side
(beware polarity!).

3.3.3.3. Description of the outputs:

- 4 / 8 outputs for injector valves (partial assembled) possible for reduction in costs)
- 1 output for starter control
- 6 more PWM-modulated multi-functional outputs for the control of further components like fan
high speed, Waste Gate, Viscous-clutch etc.
The assignment of the outputs can be defined by configuration.

Remark:
One of the most important functions is among other things the exact, electric control of the injector
valves via the solenoid valves. See chapter 3.1. “Brief description of the Diesel engine-control
unit PLD-MR”.

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3.3.4 Compound network between PLD-MR? FRE

3.3.4.1. Communication

The FRE makes demands on the PLD-MR via the CAN like e.g.:
- Torque demand through accelerator pedal (controlled operation i.e. normal operation)
- ADR-governor type (5 types altogether, see following chapter 3.3.10.
- in the case of ADR mode: desired speed and max. torque

The PLD-MR sends the following data to the FRE:

- Actual value (sensor values) like speed, temperature, pressure.....
- Feedback of operating mode

Note: In the case of a total CAN data bus failure e.g. through lead rupture no more
communication between FRE and PLD-MR is possible. In this case the PLD-MR switches to
a limp-home operating mode. If only one of the two control-/data lines fails, then the
communication can still be maintained via the remaining line and ground line (one wire
operation). Refer to chapters 4.2.2.1. and 4.5.1.1. for further information about the engine
CAN data bus (ISO 11992) and the corresponding limp home functions/performances.

3.3.5. PLD-MR ? FRE interface functions

3.3.5.1. Idle-speed control / speed control / maximum engine speed limitation

Speed governor selection:

The FRE determines the PLD-MR operating mode via the speed governor selection. Governor
structures are implemented for the idle-speed control (type 15 (“LL”)) and for the operating
speed control (type 0 .. type 5; type 0 is only for DC-engineering!). The PLD-MR informs the FRE
about the actual operating mode via the CAN-data bus.

Idle speed control/operation:

If the FRE does not demand any operating speed control, this implies normal operation. The
engine is controlled via the accelerator pedal. Idle-speed and engine limit speed are released via
the idle controller or via the maximum speed limiter.
The FRE has the possibility to increase the idle-nominal value by the demand “increment idle
speed”. The demand is limited through the PLD-engine limit speed. the PLD-MR transmits the
actual idle speed (16 min -1 /Bit) via the CAN data bus.

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Operating speed control:

If the FRE demands a valid operating speed governor and provides a plausible desired engine
speed and a valid desired engine torque for the governor output limitation, it is switched over to
operating speed control in the engine-ON operation.
The torque limitation of the governor is limited by the engine-basic torque. The controlled torque
by the power-output limitation (corrected limit torque). The desired engine speed is limited by the
actual idle speed and the actual maximum speed limitation.

Maximum speed limitation:

The FRE has the possibility to reduce the applied maximum speed limit to the PLD-MR internal
idle speed, through the demand of a valid “maximum speed”.
The engine speed which has been determined in this way, is send back to the FRE as “actual
cut-off speed”. Independently of the operating mode the maximum speed limitation restricts the
engine speed to the actual maximum value.

3.3.6. Shutoff or throttling of the engine through the FRE (vehicle electronics)

Engine brakes:
Case 1:
As far as available and configured, the decompression valve (MBR-KD) and the engine retarder
flap (MBR-BK) are controlled predominantly by the FRE. The FRE informs the PLD-MR about the
status. The PLD-MR has the possibility to demand the decompression valve and/or the engine
retarder flap.
Case 2:
The mechanical booster is controlled by the PLD-MR. In this case the FRE demands the engine-
braking equipment from the PLD-MR. The PLD-MR informs the FRE if the mechanical booster is
switched on or available. Note: Starting from diagnostic version 4 the mechanical loader is no
longer realized!

In both cases no fuel injection takes place in the case of an active braking equipment; the
governors are deactivated.
If no braking function is active any more, the injection is still prevented for a certain period of
time. Afterwards the FRE-demand torque is released via a factory preset ramp.

Engine stop, zero torque quantity:

If engine-stop is send to the PLD-MR via CAN, the injection is prevented.

Starter interlock starter actuation, zero torque quantity:

If starter interlock is send to the PLD-MR via CAN, the injection is also prevented and the starter
is locked.

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3.3.7. Engine start and stop

There are two different types of the engine start control (starter types). A selection is made with
the corresponding configuration.

• JE: Start via PLD-MR (standard setting)

• KB: External start (not via PLD-MR)

3.3.7.1. Starter control

With the corresponding configuration the engine control unit (PLD-MR) controls the engine
starter via a relay. A redundant power stage is provided for this purpose (multiple protection).
Four input signals (starting sources) can initiate the control of the starter:

- Terminal 50 signal, input engine control unit

- Terminal 50 signal from engine CAN
- Signal “external start” from engine CAN
- Service start button at the engine, input engine control unit

Furthermore when starting engine following voltages must be connected parallel to the PLD-MR und FRE:

• Supply voltage terminal 30

• Ignition terminal 15

Once the minimum speed of 50 rpm is reached, the injection is released by the injector valves.
The maximum starter speed is different depending upon engine and temperature . When
switching on the ignition terminal 15, the initialization period of the governors takes approx. 300
ms. The button for terminal 50 should not be actuated in advance. The voltage supply may drop
to a minimum of during the starting procedure.
See also chapter 3.5.4.3. starter control

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3.3.7.2. Starter protection

For reasons of safety the starter is locked, switched off or disengaged if:

• In the case of a switched off ignition terminal 15, the engine can not be started by the
actuation of terminal 50.
• The starter control disengages the starter automatically, if the maximum engine speed for the
starter operation (set by the factory) is exceeded, and therefore protects the starter from
overspeed damage.
• The maximum starting period is limited, therefore a starting interlock takes place if the
authorized period is exceeded, in order to prevent a burning-out of the starter. After a wait
period (for at least one second after the starter switch off) the starting procedure can be
executed once again.
• A starter lockout exists, as long as the engine speed is above 50 rpm. (cranking state “engine
runs”)
• The engine runs and the starter is not engaged (cranking state “engine runs”)
• The starting interlock of CAN is active.
• In the case of an automatic transmission an engine start is only possible, if the FRE input
“neutral position” is activated.

The starter is also locked if the engine control unit (PLD-MR) Parameter is set on KB-starter. In
this case the text “starter-typ KB” is displayed in the starter status. A control of the starter is still
not possible, if three short circuit events have been detected at the output of the starter driver.
In this case the text “starter KS” is already displayed in the starter status when the first event
takes place.

For reasons of security the signal which has caused a start has to be cancelled, before a
renewed start due to the same signal is possible (interlock).

3.3.7.3. Start by the driver

If the starter is not locked, a „start by the driver“ can be initiated via the terminal 50 signal at the
input of the engine control unit (PLD-MR). A “start by the driver” has priority over all other
starting signals. If the terminal 50 signal of the PLD-MR is present and the signal “terminal 50” of
the CAN is not active, the error “terminal 50 inconsistent” is stored in the fault memory after one
second and the start is delayed by this period (also refer to paragraph “plausibility check terminal
50”). The terminal 50 signal of the PLD-MR is ignored, if it has already been recognized as ON
during the ECU run-up. This prevents an uncontrolled start e.g. due to a bridging between
terminal 15- and terminal 50 lead. This does not apply to the event of the starter reset-bridge
(also refer to the chapter of the same name).

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3.3.7.4. External starter actuation

In the case of the configuration JE-starter and operation with the FRE, the PLD engine control
unit (PLD-MR) permits no external starter actuation.
If the engine starts to run and the PLD-MR has not engaged the starter actively, the PLD-MR
prevents the injection, in the case that the engine does not run (rpm < max. rpm for starter) and
the engine speed is below 300 rpm. If the PLD-MR now detects a “High-level” at the output of
the starter control, the error “starter shortened to battery voltage” is stored, otherwise the error
“starter relay fixed in closed position”.

3.3.7.5. CAN start

If the starter is not locked, a „CAN start“ can be initiated via the signals “terminal 50” or “external
engine start” by the engine-CAN. If the signal terminal 50 from the CAN is present, and the PLD-
MR does not recognize the own terminal 50 signal as ON, the error “terminal 50 inconsistent” is
stored in the fault memory after one second and the start is delayed by this period (also refer to
paragraph “plausibility check terminal 50”). Via the signal “external engine start” from the CAN a
start can be initiated directly e.g. via the “programmable special module” (PSM).

3.3.7.6. Starter reset-bridge

It is possible that during the cold start, in particular in the case of the 12V-system, the engine control
unit (PLD-MR) performs a reset due to the extreme voltage drop and starts once again. In order to
secure an engine start in this case, a Starter reset-bridge was implemented.

If the engine start was initiated in a normal way via the terminal 50 signal and no short circuit occurred,
the engine control unit stores a corresponding temporary start information. If the engine control unit
now detects a “hot start” (control unit starts and detects that the backup phase has not been finished
before) and moreover, the temporary start information is recognized, the auxiliary path of the starter is
not locked as usual, but is released until the end of the “hot-start”. Once this is reached the starter
control is then (with a still valid starting signal) switched over to the main path. The starter remains
engaged, and this enables an engine start. Once the control unit-backup phase is terminated, the start
information as well as the hot start characteristic are deleted. A further information, which is also only
temporary available, deactivates the immobilizer in the case of the Starter reset-bridge, provided that it
could have been deactivated before the starting voltage drop.

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3.3.7.7. Starter driver

The starter driver has a multiple redundancy. The so-called main path consists of two transistors
connected in series, which are powered by the battery voltage. In normal function the starter
control takes place via this main path.

The so-called auxiliary path is powered via terminal 50 and can be released via terminal 50 in the
case of a start, if e.g. the main path is defective. The auxiliary path is also used if the main
controller of the engine control unit is defective. Due to the fact that the auxiliary path has no
hardware short circuit protection, it is fundamentally used only after the activation of the main
path, if furthermore there has been no signal detected via the main path.
The main controller can activate the main path (STA1 and STA2) and disable or release the
auxiliary path (STA-NOT). A level measurement at the starter driver output (STA-level) and a
short circuit detection (STA-short circuit detection) in the main path serve for the fault
recognition.

Starter driver
starter input circuit
UB terminal 50 UB date: 11.10.2000

STA1
STA-NOT STA-short circuit
detection

STA2

STA-level

starter relais

Note: See also chapter 3.6.2. starter control

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3.3.7.8. Start through the FRE (vehicle control electronics) via CAN
The FRE starts the engine directly via CAN, if it transmits a start demand to the PLD-MR via CAN,
and the PLD-MR does receive no signal from the service start button at the engine block, or does
not recognize the terminal 50 as ON. In this case the engine start is delayed for 1 second, if this
is authorized (neutral position).

Note: The FRE has top priority over the PLD-MR, because it is located in the protected area
of the driver´s cab and is therefore not exposed to external (Temperature, contamination
etc.)
influences.

The starter is disengaged if one condition is met or the terminal 50 or the service start button is
switched ON and OFF again.

3.3.7.9. Starting procedure

In order to obtain a safe engine start with an as low as possible pollutant emission, the engine
start takes place independently of the acceleration pedal position. Starting quantity and beginning
of injection are determined temperature- and speed dependent from data maps. If required the
starting quantity is increased. An abortion of the start after exceeding the maximum starting time
is also intended (starter protection).

3.3.7.10. Service start button at the engine block

If the starter is not locked (also refer to chapter 3.3.7.2. ”starter protection”), a “button-start” can
be initiated via the service start button at the engine block of the engine control unit (PLD-MR), if
the ignition is switched on .

G risk of injury!
For reasons of safety a start via the service start button at the engine block is prevented by
the vehicle electronics (FRE), if the a gear is engaged. A start via the service start button at
the engine block is only possible in neutral position of the transmission and if the engine
CAN is undamaged (in the CAN-backup and in the case of an operation without CAN no
start is possible).

If the service start button at the engine block is pressed, the PLD-MR demands an engine start
via the CAN. The FRE checks the permissibility (e.g. neutral position etc.) and confirms the
demand. Thereupon the PLD-MR controls the starter.
The starter is disengaged, if the service start button on the engine block is released or the starter
safeguard function becomes active (chapter 3.3.7.2. "starter protection"). If the service start
button at the engine block is released and the start demand from the CAN (PLD-MR => FRE) is
still active, it is ignored until the take-back ("CAN-starting interlock"). Therefore a self-
conservation of the starter can be prevented.

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3.3.7.11. Service stop button at the engine block

The engine can be shut off via the service stop button at the engine block. The FRE is informed
about the shutoff of the engine (engine stop, zero torque quantity).

3.3.7.12. Engine cranking via the service start and stop button
If the engine is started via the service start button, and the service stop button is pressed
simultaneously, the engine can be cranked with the aid of the starter, and no fuel injection takes
place. The injection is released again, if either both buttons are released and the engine stops or
the service start button at the engine block remains pressed for at least two more seconds, after
the stop button has been released.

3.3.7.13. Rev up to maximum speed via service start button

The idle speed can be increased up to the actual maximum speed limitation via the service start button
at the engine block. On the condition, that the engine has been started via the service start button, and
that the button is initially released again. If the service start button at the engine block is then pressed
again when the engine is running, the idle demand value increases from actual speed up to maximum
engine speed.
If the button is released, the nominal engine speed immediately drops to the original idle speed.
Once activated through the service start button at the engine block, the function remains active
until the engine stops (engine speed= 0 rpm). If the service start button at the engine block is
pressed once again, the nominal value is increased from the actual engine speed up to the actual
maximum speed limitation. Therefore no dead time occurs after the actuation of the button, the
operator immediately experiences a response of the engine.

3.3.7.14. Engine stop

The engine stop can be initiated by the following two possibilities:

• Actuation of the external stop button of the FRE: The button has to remain pressed until the
engine stops. The engine starts again, as long as the engine speed is above 50 rpm . As a
result the engine is not stopped by a short-time and unintentional actuation of the stop
button.

• Ignition terminal 15 off (PLD-MR and FRE):

After the deactivation of the control input terminal 15 of PLD-MR and FRE, the voltage supply
terminal 30 must remain present for approx. 10 s. This enables the store off fault code
memory of the fault memory. If terminal 30 is immediately disconnected, it is possible that the
data in the fault memory is incorrect or not up-to-date in a subsequent diagnosis of the
controllers. If the engine is started once again, a plausibility check of the controllers is carried
out and data which may be faulty is corrected.

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3.3.8. Plausibility check terminal 50

The fault „terminal 50 inconsistent is detected, if the terminal 50 signal of the PLD-MR and the
terminal 50 signal from the CAN are unequal for more than one second. The control of the starter
is delayed for this period. The check is not performed:

- in the CAN backup

- if parameters are set on operation without CAN
- if parameters are set on KB-starter (no starter control via PLD-MR)
- in the case of starting interlock from CAN
if one of the two terminal 50 signals is recognized as „ON“ within the first 500 ms after
control unit reset
- if the engine has been started via the service start button at the engine block, but has not
(yet) been stopped via the service stop button at the engine block

In these cases the control of the starter is not delayed, as far as authorized.

3.3.9. Calculation of injection delivery angle and start of injection

• Calculation of start of injection

Depending on the operating mode the start of injection is calculated for the starting
procedure or as a function of the nominal engine torque for the engine-ON operation.
• Begin of injection limitation
The calculated begin of injection is limited to the current maximum authorized and a
minimum authorized value.
• Calculation of injection delivery angle
The injection delivery angle (which is ,concerning the control duration of the injector
valves, a measure for the injection quantity) is calculated on the basis of the pulse-width-
map as a function of the corrected nominal engine torque.. Within this angel-synchronous
part of torque-control cylinder specific torque corrections are also performed (e.g. by the
engine smoothness control etc.)

The actual torque of the engine is controlled via the accelerator pedal (FFG), taking account of
the operating point of the engine.
In order not to overload the engine, the driver’s torque demand is put through a speed-
dependent power-output limitation.
Further limitations are following through the maximum speed limitation, a smoke limitation as
function of the engine speed and the calculated air mass and the engine safeguards. Finally a fuel
temperature- and an EOL-adjustment takes place.
The injection delivery angle, which is a measure for the injected fuel quantity, is calculated on the
basis of a further data map, as a function of the engine speed and the limited torque demand
from the driver.
The begin of injection is calculated as a function of the engine speed and the torque demand.
Dynamic and static correction functions are implemented for the adaptation to the particular
operating conditions.

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3.3.10. Controls (PID governor)

Several governors are implemented for the speed control. The idle speed control is realized
through a map based PID-governor. Operating speeds are compensated by further governors
with PID structure, whose parameters are adjusted in the data set (can not be changed by
configuration).
A characteristic line based PI-controller is also used for the maximum speed limitation.

Notes:
PID-governors are optimized governors. With fixed parameters they can only be adjusted in an
optimal way to one (linearized) working point.

P: Proportionally portion: Rough compensating: Correcting variable = offset * KP

I: Integral portion: Stationary accuracy:
Correcting variable = (offset sum/integrated) * KI

D: Differential portion: Dynamics (all D-controllers are implemented as D-T1-controllers)

Correcting variable = rate of change of the offset * KD

Note: The portions of P, I, D (KP, KI, KD) dependent on the data record!

type feature application

0 PID-governor Speed-adjustment when switching. Is required if:

1 parameter set (fixed) - exclusive DC-engineering
engine brake can be demanded
1 PID governor ADR
2 parameter sets (fixed)
for large signal and small signal Standard ADR-Regler
2 PID governor High-dynamic applications
Parameters are characteristic-led e.g. concrete pump
1 set of characteristic parameters
3 PID governor operating speed control
1 parameter set (fixed) 25 % more dynamic than type 1
4 corresponds to type 3 operating speed control
25% lower than type 1
5 corresponds to type 1 operating speed control
50% lower than type 1

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3.3.11. Operating modes

3.3.11.1. PTO speed control

The vehicle control electronics (FRE) demands the operating mode of the PTO speed control.
According to the field of application, different speed governors are required.
For further information refer to chapter 3.3.10. "Controls" or a documentation for the FRE (e.g.
ADM2) or ask your responsible service station or DaimlerChrysler.

3.3.11.2. Controlled operation (normal operation)

The operating mode is called „controlled operation“, if the engine receives signals from the
accelerator pedal. See also chapter 3.3.5.

3.3.11.3. Immobilizer
The immobilizer works with so-called transponder codes, which are programmed in the vehicle
key. In the case of an “active” immobilizer, contact immediately your responsible service station
or DaimlerChrysler.

3.3.12. Tow starting of the engine

A tow starting of the engine is possible if the ignition is active. Upon reaching the minimum speed
of 50 rpm, the injection is released by the injector valves and the engine can start.

3.3.13. Emergency syndrome

In the case of a defective PLD-MR control unit or with an activated immobilizer, the vehicle can still
be moved with the starter. This enables a removal of the vehicle from a danger spot (e.g. railroad
embankment) in the case of an emergency.

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3.4.1. Mechanical description

3.4.2. Mechanical layout of PLD engine electronics

The complete unit of the PLD engine electronics consists of the PLD control unit (MB-number
dependent on version) and the fuel cooling, which are screwed together with four fastening
screws.

3.4.3. Complete version PLD engine electronics

Mechanical layout of the PLD control unit

mechanical construct of PLD engine electronics

9
1
In

MERCEDES -BENZ
A 000 070 08 79

pm a5 bar
x
Out
5

18 1
3
36 1
9 0

5
4
37

4
9 16

place for label

1 8

Pos. 1: casing
Pos. 2: printed circuit board
Pos. 3: base plate
Pos. 4: 16-pin socket
Pos. 5: 55-pin socket
Pos. 6: fastening screw
Pos. 7: type label with bar code
Pos. 8: fastening screw
Pos. 9: fuel cooling

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3.4.2.1. Fuel cooling

If the PLD-delivery item includes a fuel cooling, it (pos. 9) is mounted by the supplier.

Specification : The supplier/or MB is responsible for construction, configuration and

testing of the fuel cooling
Fastening screws: 4 pieces
Screw type (Pos. 10): M6 x 25 - 8.8
Design: according to MBN 10 143
Tightening torque: 8 Nm ± 15 %

3.4.2.2. PLD Control Unit

The PLD Control Unit consists of a component circuit board (pos. 2) with base plate (pos. 3) and a
casing (pos. 1). The complete circuit board is screwed to the housing with 10 screws M6 x 16. The
seal between housing and circuit board is achieved by means of a fluid silicon gasket.
The external electrical contact is maintained via a 16 pin and a 55 pin socket (pos. 4 and 5), which
are soldered and screwed to the circuit board.
The seal between the pin socket and the base plate is achieved by means of 3-lip silicon gasket
rings; between pin socket and plug connection by means of sealing elements in the pin socket
or in the plug connection.
The housing has 4 eyelets to accommodate the damping elements and screw them onto the
engine. To bring the pressure inside the housing into equilibrium with the ambient pressure, a
pressure sensitive membrane is located on the bottom of the housing.

Next to the 16 pin socket a place of 60 mm x 40 mm is provided on the base plate for the MB-
internal labelling (e.g. test number, technical control number (TÜV), etc.). The (supplier) labelling
of the PLD engine electronics takes place by means of a type label with bar code (pos. 7) on
the bottom of the housing.

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Example: type label with bar code

type label with bar code

1
2 000 150 28 79 4
ZGS 003 5
3 306351A3 6

A C D E F G

12V/24

1: Trademark Mercedes Benz

2: MB star
3: Trademark supplier
4: MB reference number
5: MB design-geometry-status (ZGS)
6: Supplier identification number with parts list index

A: Customer identification A-Z A = Daimler Chrysler

C: Supplier identification number see assignment table
D: Software status T = XX
E: Year of manufacturing 0...9 (last number of manufacturing year)
F: Week of manufacturing (three-digit) 1. digit: letter A...Z
2. digit: number 0...9
3. digit: number 0...9
in the case of capacity transgression: inversion of
digit 1 and 3

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3.4.2.2.1. PLD - version assignment table

Designation 12 V/24 V 12 V/24V
(hardware: D21) with cooling without cooling
Temic product abbreviation
Mannheim - -
Brazil - -
Temic identification no. with parts
list index
Mannheim 306351A4 306395A4
Brazil tbd tbd
part number for software release 000 150 28 79 000 446 73 40
53D MB
MB ZGS for software 001 001
release 53D

History PLD-version chart D-Version:

HW SW with fuel cooling without fuel cooling
D2.1 53D (only EVO-Bus) A 000 150 28 79 ZGS 001 A 000 446 73 40 ZGS 001
D2.1 53G A 000 150 29 79 ZGS 001 A 000 446 74 40 ZGS 001
D2.1 53G A 000 446 78 40 ZGS 001
(only 4 cyl.)

3.4.3. Technical data

Fastening: screwed to engine block onto damping elements

Ambient temperature –40 °C ... +125 °C (according to MBN 22 100)
Vibration load: max. 3g at 10 Hz - 1000 Hz with damping elements
Degree of protection: IP69k / IP67
Environment requirements resistance to all fluids and toxic gases occurring in the
engine compartment regarding function and seal
Weight: approx. 1,5 kg

3.4.4. General testing conditions

The general Mercedes Benz test regulation MBN 22 100 of September 1992 is the basis for the
test conditions. It also contains:

• Environmental tests
• Mechanical test conditions
• Electrical test conditions

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3.5. Electrical description

3.5.1 System interface diagram

The 55 pin and the 16 pin sockets are the interfaces of the system. In the following block diagram the
modules are combined in main groups. The exact pin assignment lists are on the following pages.

3.5.1.1. Interface diagram

engine plug (55 pin)

sensors

actuators

speed sensing

injector valves-
solenoid valves

starter

X016 X055

block diagram/interface diagram

PLD-

vehicle plug (16 pin)

diagnostic line

ignition lock terminal 15 and 50

starter

voltage supply
CAN
vehicle control electronics (FRE)

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3.5.1.2. Socket pin designation PLD-MR control unit (D21 version)/according to pin assignment

Socket 55 pin (engine plug)

Pin no. Designation or description Type
0 oil separator diagnosis Signal
1 camshaft sensor (-) feedback
2 crankshaft sensor (-) feedback
3 coolant temperature sensor feedback
4 fuel temperature sensor feedback
5 passive oil pressure-/booster-, fan speed feedback
sensor
6 active oil pressure sensor supply
7 boost pressure sensor supply
8 booster 2-speed sensor signal
9 injector valves bank 2 ( B-D-F-H ) feedback
10 active oil pressure sensor alternative oil feedback
combination sensor, each with speed
sensor
11 proportional valve - ground feedback
12 proportional valve bank (PV 1...4)* supply
13 optional fuel pressure / P3 supply
14 scavenging gradient sensor/fan speed supply
sensor
15 oil temperature-/scavenging gradient feedback
sensor
16 injector valve bank 1( A-C-E-G ) feedback
17 fan speed sensor signal
18 starter* Highside
control
19 crankshaft sensor (+) signal
20 camshaft sensor (+) signal
21 charge-air temperature sensor feedback
22 optional fuel pressure feedback
23 boost pressure sensor feedback
24 booster 1-speed sensor signal
25 service engine switch- start signal
26 passive oil pressure sensor signal
27 proportional valve 5 Highside
control
28 optional fuel pressure signal
29 boost pressure sensor signal
30 service engine switch (start/stop) supply
31 optional scavenging gradient (P2S-P3) signal
32 active oil pressure sensor signal
33 oil level sensor sensor
34 coolant-temperature sensor signal
35 service engine switch- stop signal
36 fuel temperature sensor signal

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Socket 55 pin (engine plug)

Pin no. Designation or description Type
37 injector- /solenoid valve H ( Bank 2 ) Highside
control
38 injector- /solenoid valve F ( Bank 2 ) Highside
control
39 oil temperature sensor signal
40 proportional valve 6 lowside
control
41 proportional valve 3* lowside
control
42 proportional valve 6 supply
43 proportional valve 4* lowside
control
44 injector- /solenoid valve D ( Bank 2 ) highside
control
45 injector- /solenoid valve B ( Bank 2 ) highside
control
46 injector- /solenoid valve G ( Bank 1 ) highside
control
47 injector- /solenoid valve E ( Bank 1 ) highside
control
48 charge-air temperature sensor signal
49 oil level sensor feedback
50 proportional valve 2 lowside
control
51 proportional valve 1 lowside
control
52 proportional valve 2 supply
53 injector- /solenoid valve C ( Bank 1 ) highside
control
54 injector- /solenoid valve A ( Bank 1 ) highside
control

*: signal also on vehicle plug

** : On = input/Off = output

Socket 16 pin (vehicle plug)

Pin no. Designation or description type
1 CAN interface high line
2 CAN interface low line
3 CAN-HF ground
4 CAN HF ground
5 battery voltage battery plus
6 battery voltage battery plus
7 NC -
8 terminal 50 (start) signal

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9 ground battery minus

10 proportional valve bank supply
(PV1...4)*
11 ground battery minus
12 starter* highside control
13 diagnosis via diagnostic line (ISO) signal
14 proportional valve 3* lowside control
15 terminal 15 ignition
16 proportional valve 4* lowside control
*: signal also on engine plug
** : On = input/Off = output

NC: not connected

3.5.1.3. Pin assignment of PLD-MR control unit; function oriented/alphabetical

Socket 55 pins (engine plug)
Pin no. Designation or description Type

sensor system/active
6 active oil pressure sensor supply
32 active oil pressure sensor signal
10 active oil pressure sensor alternative oil feedback
combination sensor, each with speed
sensor

sensor system/passive
26 passive oil pressure sensor signal
5 passive oil pressure-/booster-; fan speed feedback
sensor
sensor system/inputs
13 fuel pressure/exhaust gas back pressure supply

28 optional fuel pressure signal

22 optional fuel pressure feedback
34 coolant-temperature sensor signal
3 coolant-temperature sensor feedback
19 crankshaft sensor (+) signal
2 crankshaft sensor (-) feedback
36 fuel temperature sensor signal
4 fuel temperature sensor feedback
7 boost pressure sensor supply
29 boost pressure sensor signal
23 boost pressure sensor feedback
48 charge-air temperature sensor signal
21 charge-air temperature sensor feedback

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Socket 55 pins (engine plug)

Pin no. Designation or description Type
24 booster 2- speed sensor signal
8 booster 2-speed sensor signal
17 fan speed sensor signal
20 camshaft sensor (+) signal
1 camshaft sensor (-) feedback
0 oil separator diagnostics signal
33 oil level sensor signal
49 oil level sensor feedback
39 oil temperature sensor signal
15 oil temperature-/scavenging gradient sensor feedback
31 optional scavenging gradient sensor (P2S- signal
P3)
14 scavenging gradient sensor/fan speed supply
sensor
actuator system/control
18 starter* highside
control
30 service engine switch (start/stop) supply
25 service engine switch - start signal
35 service engine switch- stop signal
11 proportional valve - ground feedback
12 proportional valve bank (PV 1...4)* supply
52 proportional valve 5 supply
42 proportional valve 6 supply
51 proportional valve 1 lowside
control
50 proportional valve 2 lowside
control
41 proportional valve 3* lowside
control
43 proportional valve 4* lowside
control
27 proportional valve 5 highside
control
40 proportional valve 6 lowside
control
16 injector valve bank 1 ( A-C-E-G ) feedback
9 injector valve bank 2 ( B-D-F-H ) feedback
54 injector- /solenoid valve A ( Bank 1 ) highside
control
45 injector- /solenoid valve B ( Bank 2 ) highside
control
53 injector- /solenoid valve C ( Bank 1 ) highside
control
44 injector- /solenoid valve D ( Bank 2 ) highside
control

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Socket 55 pins (engine plug)

Pin no. Designation or description Type
47 injector- /solenoid valve E ( Bank 1 ) highside
control
38 injector- /solenoid valve F ( Bank 2 ) highside
control
46 injector- /solenoid valve G ( Bank 1 ) highside
control
37 injector- /solenoid valve H ( Bank 2 ) highside
control
*: signal also on vehicle plug
** : Ein = input/Aus = output

Socket 16 pin (vehicle plug)

Pin no. Designation or description Type
12 starter* highside control
5 battery voltage battery plus
6 battery voltage battery plus
1 CAN interface high line
2 CAN interface low line
3 CAN-HF ground
4 CAN-HF ground
13 diagnosis vie diagnostic line (ISO) signal
15 terminal 15 ignition
8 terminal 50 (from ignition lock) signal
9 ground battery minus
11 ground battery minus
7 NC -
10 proportional valve bank (PV1...4)* supply
14 proportional valve 3* lowside control
16 proportional valve 4* lowside control
*: signal also on engine plug
** : On = input/Off = output
NC: not connected

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3.5.1.4. Voltage supply of control unit PLD-MR

1. Voltage versions 24 V 12 V

2. Supply voltage
Nominal voltage 22 V ≤ U ≤ 30 V 11 V ≤ U ≤ 16 V
Low voltage 8 V ≤ U < 22 V 6,5 V ≤ U < 11 V
limited operating range limited operating range
(see MBN 22 100) (see MBN 22 100)
Overload switch-off U > 33 V U > 33 V
3. Polarity/overload protection
Polarity protection: continuous polarity of continuous polarity of
terminals 30 and 31 terminals 30, 31 and 15
without damage of system without damage of system
constants constants
Overload resistance 58 V 58 V
(see MBN 22 100) (see MBN 22 100)
Overload resistance 100 V 100 V
(see SAE J1455) (see SAE J1455)
4. Current consumption
Peak power consumption 32 A, cyclic, depending on 32 A, cyclic, depending on
(without solenoid drivers) engine rpm and series engine rpm and series
Stand-by voltage supply: I < 1 mA I < 1 mA
terminal 15 off and after completion backup
phase
6. Short circuit recognition thresholds
ground short 20 A 20 A
Starter to ground 2,5 A 2,5 A
solenoid valve to return line 32 A 32 A
Proportional valve supply to ground 14 A 14 A
Proportional valve to ground 2A 2A

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3.5.3. Sensor system of the PLD engine control unit (PLD-MR)

3.5.3.1. Control unit internal sensors

For the evaluation of the ambient-air pressure there is a pressure sensor located at the control unit. The
characteristic curves for the calculation of the atmospheric pressure can not be applied.

3.5.3.2. Control unit external sensors

The calculation variables (characteristic curves, data map, fault-thresholds etc.) can be applied via
the data set.

3.5.3.3. Active sensors

Sensor input requirements for active sensors:

Active sensors with an operating voltage of 5 Volt are used. These sensor inputs are capable of
pulling a current against its 5 V supply by means of a Pull-Up resistor. The sensors may use up to
a 20 mA current of the voltage supply. The sensors have a dual power supply laid out to
accommodate connection of up to four sensors each (total current load is a maximum of 80 mA).
Voltage limitation is set for currents greater than 80 mA and the short circuit current is at approx. 10
mA due to the characteristic line of the voltage limitation feedback. Therefore the sensor inputs are
short-circuit proof.

Principle block diagram of sensor inputs (active sensors)

principle block diagram of a sensor

input
supply 5V (ecu)
X55
Rv

Signal 10 kOhm AD-converter

X55

22 nF 100 nF
ground
X55

The output voltage range (0.5...4.5 V) of the applied sensors assures the diagnosis capability against
line interruption and body contact.

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The following specifications refer to the sensor input interface.

Sensor data:

Measured Boost pressure Active oil Fuel pressure scavenging

variable pressure gradient
RV in kΩ 10 3 10 10

3.5.3.4. Passive sensors

Requirements:

The passive sensors applied are temperature sensors on the basis of Negative Temperature
Coefficient (NTC) resistance and a pressure sensor (oil) on the basis of a pressure dependent
wire resistance. The voltage drop on the sensor resistor, supplied with current by means of a
Pull Up Resistor, is used in the evaluation. These inputs are short circuit proof and have
diagnostic capability as do the active inputs. The following Pull Up Resistors are integrated in the
sensor input circuit.

Principle block diagram of sensor inputs (passive sensors):

5V (ecu)
principle block diagram input circuit
passive sensor
Rv

Signal 10 kOhm AD-converter

X55

22 anF
ground
X55

3.5.3.5. Temperature sensors

The following indications are in reference to the sensor input circuit.

Temperature sensor RV in kΩ Deviation in %

Oil temperature sensor 1 1
Coolant temperature sensor 1 1
Charge-air temperature sensor 2,2 5
Fuel temperature sensor 2,2 5

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3.5.3.6. Passive oil pressure

The Pull Up Resistance of the sensor input circuit for the passive oil pressure is 390 Ω.

Principle block diagram of a sensor input: passive oil pressure

5V (ecu) principle block diagram of sensor input,

passive oil pressure

Rv

Signal 10 kOhm AD-converter

X55/26

22 nF 100 nF
feedback
X55/05

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3.5.3.7. Oil level

The oil level sensor consists of a hot wire, whose measured resistance is temperature dependent.
During the measurement the sensor is heated up for 0.6 sec with 200 mA direct current. The change in
voltage is measured on the sensor during the switch-on duration. The value of the change in voltage is
a correlation to the oil level. The measurement is repeated every 6 s.

Principle block diagram of an oil level sensor

5V (SG)
principle block diagram oil level sensor

200mA
const. µP
0,6 s on
AD-converter

probe

The oil level sensor must suffice to meet the following requirements:

heating current: 200 mA (direct current)

resistance: 22,3 Ω *

resistance after 0.6 s under current

- at oil level 100%: 23,0 Ω *
- at oil level 0 %: 28,4 Ω *

*
at room temperature

The deviation of the constant-current source in the control unit is at < 5%.

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3.5.3.8. Camshaft / crankshaft position (inductive)

For the computation and evaluation of the actual crankshaft angle and engine rpm, one inductive
sensor each is used to generate the camshaft and crankshaft signals with the following data:

Specification number: TB speed sensor 011 542 26 17

MB part number: 000 153 82 20

Internal resistance: Ri = 1280 Ω

Inductive sensor data:

L in mH R in Ω
630 ±15% 1000.....1385

The direct current resistance of the sensors must be within the specified tolerance, to maintain
interference suppression and avoid functional errors concerning the diagnostic function. A deviation of
the specified inductivity causes uncertainty in position recognition, which is passed on to the begin of
injection.

In the case of an application of other types, you should come to an agreement with the
supplier.

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3.5.3.9. Booster speed 1 / 2

For the sensing and the evaluation of the booster speed, an inductive input signal is converted
into a digital signal.

Minimum input voltage: 2,2 V

Minimum input speed: 15000 rpm
Maximum input speed: 150 000 rpm

Circuit: evaluation booster speed

circuit : evaluation booster speed

5 V (SG)

22k
100n 100k
X55/24 -
booster 1
+ (SG)
&
X55/08 22k 1n
booster 2

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3.5.3.10. Fan speed

The fan speed evaluation is realized via a digital input with external ground tipping (e.g. open collector).

Minimum speed: 125 rpm

Maximum speed: 5000 rpm
Max. Low-voltage: 0,9 V

Circuit: fan speed evaluation

5V (SG)

fan speed evaluation

1k

100k
X55/17 processing/signal form
(Signal) microprocessor
22n 2,2n

X055/10 (feedback)

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3.5.4. Digital inputs

The engine control unit PLD possesses the following digital inputs:
terminal 15, terminal 50, oil separator and engine start/stop.

3.5.4.1. Terminal 15

The engine control unit is woken up and starts through the connection of the terminal 15 voltage
(terminal 15 ON).

The switching thresholds for a secure detection of the terminal 15-voltage at plug pin 15 of the 16 pin
engine plug are:

Terminal 15 Terminal 15
ON OFF
> 2/3 UB < 1/3 UB

3.5.4.2. Terminal 50

On account of terminal 50 ON, the starting position of the ignition lock and the transponder code are
read in for the immobilizer. The injection is only released with a valid transponder code. The control
unit starts due to the terminal 50 signal, if this has not already happened via terminal 15.

Example:

- If an open circuit fault exists at terminal 15, the control unit is woken up via terminal 50 ON.

The switching thresholds for a safe detection of the terminal 50 voltage at plug pin 8 of the 16 pin
engine plug are:

Terminal 50 Terminal 50
ON OFF
> 6,6 V < 2,6 V

The switching threshold to wake up the control unit via terminal 50 is 9V.

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3.5.4.3. Service button start/stop

The service buttons are supplied by the electronic control unit with a tension of 5 V. As trigger
levels are considered: There are two digital inputs (circuit proof against ground), which enable
the functions service button start and stop if the driver´s cab is raised. An engine start via the
service button at the engine block is only possible in connection with the vehicle control
electronics (FRE) und therefor only in the vehicle. The buttons are supplied with a voltage of 5 V
by the control unit.

Button ON Button OFF

> 1,8 V < 1,5 V

Hardware description
The power supply of the pushed button is approx. 10 mA. The button inputs are also short circuit
proof against ground and insensitive to contaminating resistance parallel to the buttons. The
contaminating resistance can accept values down to 10 kΩ. If the value falls below 10 kΩ, the
PLD-MR recognizes an open switch as a closed switch (in the case of extreme high degree of
contamination/humidity etc.).

Principle block diagram service button start and stop

principle block diagram service button start/stop

X55/30

contaminating resistor contaminating resistor

Rmin = 10 kOhm Rmin = 10 kOhm

start button stop button X55/35

X55/25

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3.5.4.4. Oil separator

The control unit provides an input for the diagnosis of the oil separator. A short circuit of the oil
separator is detected. The input circuit is supplied with a voltage of 5 V by the control unit. The
switching thresholds are:

U ON U OFF
> 3,5 V <1V

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3.5.5. Proportional valve control

The PLD control unit provides 6 power stages for the proportional valve control. It serves for the
control of external setting and switching elements:

• Prop. 1: Engine retarder flap (BK)

• Prop. 2: Decompression valve
• Prop. 3: Fan 1
• Prop. 4: Fan 2
• Prop. 5: -
• Prop. 6: -

Note:
All proportional valve outputs are designed as multi-functional outputs i.e. the output
function can be determined by the configuration. The outputs of the control unit can be
pulse width modulated (PWM) or as switch-outputs (b/w) configured. As a result it is not
only possible to connect standard proportional valves, but there is for example also the option
to control an electro pneumatic converter (EPW).

Safety function:
If a switch is defective* no valve may be continuously under current – therefore a series connection of
2 switches does exist.
The nominal voltage of a power stage over the entire temperature range is: IMAX = 2 A. The outputs
are combined in two groups, in proportional valve bank 1 (PVB1) and proportional valve bank 2
(PVB2).

Proportional valve bank 1:

The proportional valves 1,2,3 and 4 are combined in one valve bank (PVB1). The valve bank is
supplied with battery voltage via a common circuit. This circuit contains a short circuit- and a level
detection. The control of the proportional valves is performed „Lowside“ (low side switch) individually
for each valve. The valve bank is switched on if at least one of the proportional valves of this bank is
configured.

On account of the compatibility with the C-control unit, the supply voltage is available at X55/12
as well as at X55/52. The difference between the D- and C-control unit is, that the pin
assignment for supply and feedback is reverse. Over X55/11 (PVB2) ground can be referred by
the electronic control unit.
The fan functions (PV3 and PV4) are available at the engine plug (55 pin) as well as at the
vehicle plug (16 pin).

Proportional valve bank 2:

The proportional valves 5 and 6 are combined in one valve bank (PVB2).

The valve bank is also supplied with battery voltage via a common circuit, which also contains a short
circuit- and a level detection. The valve bank is switched on if at least one of the proportional valves of
this bank is configured.
PV 5 is designed as a Highside switch, the accompanying technical achievement ground lies
close X55/11.
PV 6 is designed as a Lowside switch, the provided supply voltage lies close X55/42.

* through-alloy: ... by fusion developed continuous contact!

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3.5.5.1. Functional assignment of proportional valves/hardware status D2.1

Output/pin Input/pin
Output Function Current Feature
assignment assignment
alternative
PWM 120 Hz
lowside control at * USG-Bank 1:
PV1 <2A
engine X55/51 (ground) X55/12
digital output
retarder flap
alternative PWM 120 Hz
lowside control at USG-Bank 1:
PV2 <2A
decompression X55/50 (ground) X55/52
digital output
valve
fan 1 PWM 5...200 Hz
lowside control at * USG-Bank 1:
PV3 <2A
X55/41 (ground) X55/12
alternative digital output

fan 2 PWM 5...200 Hz

lowside control at * USG-Bank 1:
PV4 <2A
X55/43 (ground) X55/12
alternative digital output
alternative
highside control
PV5 <2A digital output ** ground: X55/11 at X55/27
alternative (USG-Bank 2)
alternative lowside control at
PWM 120 Hz
X55/40 via USG-Bank2:
PV6 <2A
engine ground: X55/42
digital output
retarder flap X55/11

*: Lines in the wiring harness splitted in two banks, together over a plug pin to the electronic
control unit
**: Ground, not switched

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 USG bank 1 U SG bank 2

(short circuit detection) (short circuit detection)

safety switch safety switch

X55/52 X55/12

EXTERNAL X55/42 X55/27

PV 2 PV 3 PV 4 PV 1
PV 6 PV 5

X55/50 X55/41 X55/43 X55/51

X55/40 X55/11
3.5.5.2. Principle block diagram proportional valve control /hardware status D2.1

Page 918
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3.5.5.3. Functional assignment of the proportional valves/hardware status C3..C6

Output / pin Input / pin

Output Function Current Feature
assignment assignment
alternative
PWM 120 Hz
PV1 <2A * ground : highside control at
engine
digital output X55/12 X55/51 (U SG-Bank)
retarder flap
alternative PWM 120 Hz
** ground: highside control at
PV2 <2A
decompressio X55/52; X55/50 (U SG-Bank)
digital output
n valve X55/12
fan 1 PWM 5...200 Hz
highside control at
PV3 <2A * ground:
X55/41 (U SG-Bank)
alternative digital output X55/12

fan 2 PWM 5...200 Hz

highside control at
PV4 <2A * ground:
X55/43 (U SG-Bank)
alternative digital output X55/12

*: Lines in the wiring harness splitted in two banks, together over a plug pin to the electronic
control unit

**: Ground X55/52 and X55/12 (ECU-intern bridged)

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 *: highside control

* U SG bank * USG bank * USG bank * USG bank

X55/50 X55/51 X55/41 X55/43

EXTERNAL
PV 2 PV 1 PV 3 PV 4

X55/52 X55/12

safety switch
(lowside shutoff)
3.5.5.4. Principle block diagram proportional valve control/hardware status C3..C6

Page 920
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3.5.6. Starter control through the PLD-MR

The starter control is performed via a JE-relay (starter solenoid relay mounted to the starter),
which is controlled by the starter driver of the PLD-MR control unit.

The starter driver is split into two driver circuits connected in parallel, the main path and the auxiliary
path, and is constantly monitored if an open circuit fault or a short circuit is present.

3.5.6.1. Main path (self-locking)

The main path is powered by battery voltage and consists of two semiconductor switches
connected in series, each of them has an own power stage circuit. This ensures that the starter
can not be controlled unintentionally in the case of a defective * semiconductor switch.

The main path has also a short circuit detection in series with the two “safety switches”, which
cause a signal if a short circuit exists. In this case the main- and the auxiliary path are locked.

3.5.6.2. Auxiliary path (self conducting)

The auxiliary path is powered by terminal 50 and is switched off by the processor via a semiconductor
switch if the control unit is faultless. In the case of a control unit failure the starter is controlled via the
auxiliary path with “term. 50 ON” (emergency syndrome).

Summary of starter control for main path (A) and auxiliary path (B):

A In normal state, the starter is switched off by the control unit, with terminal 50 conntected.
The control is performed via the main path (UB/term. 15).
B If a control unit failure exists, the starter can be actuated via terminal 50, in order to remove
the vechile e.g. from the railroad embarkment (control via auxiliary path).

See also chapter 3.5.6.4. safety considerations starter in dependance of terminal 15 and terminal
50 for C- and D-control unit.

Data:

Maximum valve current: Imax = 2 A

Voltage drop power stage UEnd = 2 V

* through-alloy: ... by fusion developed continuous contact!

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3.5.6.3. Principle block diagram starter control:

starter auxiliary path starter main path

terminal 50 UB
starter driver

connection sh ort circuit detection

µP transistor
control
transistor µP
control

transistor µP
control

µP level measuring
starter

to
starter relay

3.5.6.4. Starter relay

The demands on the starter relay concerning the internal resistance and inductivity are defined
as follows:
if R the relay internal resistance is at 25°C in ohm
and L the relay inductivity is at 25°C in Henry

then the following applies to the 24V operating-voltage version:

2
R  R 
≥ 45 V
or L≤ 
As  45 V 
L  As 

e.g. with it turns out to be

R = 30 Ω L < 440 mH
R = 12 Ω L < 70 mH

and for the 12V operating-voltage version:

2
R  R 
≥ 22,6 V
or L≤ 
As  22,6 V 
L  As 

e.g. with it turns out to be

R = 15 Ω L < 440 mH
R=6Ω L < 70 mH

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3.5.6.5. Safety considerations starter in dependence of terminal 15 and terminal 50 for C- and D-control unit

term. term. CAN term. term. term. fault response PLD-MR C-version response PLD-MR D-version
15 FRE 50 15 PLD 50 50
FRE Signal Starter
PLD
1 1 ON 1 1 1 no fault (normal condition) starter control via main path starter control via main path
(auxiliary path switched off) (auxiliary path switched off)
0 0 OFF 0 0 1 Short circuit to Vbat + on Starter Starter is cranking, no starter is cranking, no
injection injection
0 0 OFF 0 0 0 vehicle stands, ignition key on engine off, no start engine off, no start
OFF-position
0 0 OFF 0 1 1 term. 15 line disconnected from PLD controls starter via PLD controls starter via main
key switch; FRE CAN failure, FRE auxiliary path. No injection path.
not running No injection
or:
FRE failure and concurrent VBat
short circuit on input term. 50 of
PLD
0 0 OFF 1 0 0 FRE or CAN failure starter is not controlled. Starter is not controlled.
or remains in CAN backup Remains in CAN backup
VBat short circuit only on term. 50 when engine ON when engine ON.
of PLD
0 0 OFF 1 1 1/0 FRE or CAN failure if terminal 50 simultaneously If terminal 50 simultaneously
or with terminal 15: no starter with terminal 15: no starter
Vbat short circuit on PLD term. 15 control control
and PLD term. 50 if terminal 50 after terminal If terminal 50 after terminal
15: starter control, engine 15: starter control, engine
start and backup start and backup.
0 1 OFF x x x the same like above, FRE or CAN
failure

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term. term. CAN term. term. term. fault response PLD-MR response PLD-MR D-version
15 FRE 50 FRE 15 PLD 50 50 C-version
Signal Starter
PLD
1 1 ON 1 1 1 no fault (normal condition) starter control via main path starter control via main path
(auxiliary path switched off) (auxiliary path switched off)
1 0 ON 0 0 0 term. 15 and term. 50 on PLD starter is not controlled starter is not controlled
disconnected
or:
VBat short circuit on term. 15 of
FRE
1 0 ON 0 1 1 double fault starter is controlled via if FRE term. 15 = 1
term. 15 on PLD disconnected auxiliary path. No injection and PLD term. 50 = 1 the
term. 50 on FRE disconnected listed double fault is most
likely:
=> start engine
1 0 ON 1 0 0 term. 15 on FRE and PLD active, starter is not controlled starter is not controlled
but term. 50 not active
1 0 ON 1 1 1/0 term. 50 FRE disconnected If terminal 50 simultaneously If terminal 50 simultaneously
or with terminal 15: no starter with terminal 15: no starter
term. 15 on FRE and PLD, and control control
term. 50 on PLD shorted to VBat If terminal 50 after terminal If terminal 50 after
15: starter control, engine terminal15: starter control,
start (no CAN backup) engine start (no CAN
backup)
1 1 ON 0 1 1 term. 15 and term. 50 on FRE starter is controlled via FRE detects term. 15 and
and: auxiliary path. No injection. term. 50 but PLD detects
term. 15 on PLD disconnected term. 50 only
And term. 50 on PLD connected ð operate ignition lock
or: ð start engine
FRE term. 15 short circuit to VBat

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3.5.6.6. Principle block diagram of safety concept of JE-starter

term. 50 term. 15
starter ignition.-
ON ON

FRE

CAN

PLD

Explanation:

The PLD-MR receives the signals „term. 15“and „term. 50“ simultaneously via the engine CAN and
directly via the ignition lock. This redundancy makes it possible that e.g. in the case of an CAN-bus
failure the vehicle can nevertheless be started via terminal 50 (directly/ignition lock) and can be driven
to the next service station (workshop) with an engine speed (ca. 1300 rpm) pre-determined by the main
processor (PLD-MR). See also chapter backup 4.5. and charts above.

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3.5.7. Serial communication interfaces

3.5.7.1. CAN data bus (2-wire-interface, standard: ISO 11992)

The communication takes place via a 2-wire interface (one wire capability) according to ISO
11992. During initilization the operating mode of the physical interface is set up for two wire
operation.

The communication between PLD-MR and FRE takes place via this CAN Bus. The interface is laid
out for signal levels of 1/3 UB bzw. 2/3 UB 1/3 UB and is operated with 125 kbit/s.
CAN-H
CAN-L

22k
22k

1k8

1k8
47p

47p
16k

16k
22p

22p

UB
1k8
5k6

5k6

1k8
1k8
24k

24k

270
220

1k8
VCC

UB
16
15
14
13
12
11
10
9
1
2
3
4
5
6
7
8
VCC
CAN-RX
CAN-TX
CAN-A
CAN-B

CAN-Schnittstelle
Hardwarebeschreibung

Using the signals CAN-A and CAN-B the interface can be addressed in the following operating
conditions:

ASEL BSEL Status Remark

0 0 mute no function
0 1 one wire CAN-L limp-home operating mode
1 0 one wire CAN-H limp-home operating mode
1 1 two wire normal operation

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3.5.7.2. Diagnostic line (standard: ISO 9141)

The diagnostic-line is provided for the diagnosis and the data set update. Immediately after the terminal
15 has been switched on, the PLD-MR sends a “Free Running Protocol” via the diagnostic line, so that
the “diagnosis information” can be received with suitable diagnosis units (see chapter 4.2.1 diagnostic
line).

3.5.7.3. Classificatin ot the injector valves

Notes:

- Electrical data
- Inductivity

poss. chapter „functional description“

- Current modulation curve

- Hold phase (current controlled)

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3.6. Configuration possibilities of the PLD-MR

3.6.1. Fan type

3.6.1.1. General connection

Depending on the field of application the connections are mounted on the engine plug of the
PLD-MR or at the vehicle plug of the PLD-MR. For the corresponding parameters refer to chapter
5 parameter list (Minidiag 2).

CAUTION: The polarity of the control unit outputs of the solenoid drivers change from the
C-version to the D2.1-version. There will be a short circuit concerning the additionally
connected recovery diodes, if the corresponding polarity of the particular (external)
component has not been adjusted!

3.6.1.2. Pin assignment of the proportional valve-power stages (PV/Prop) for fan control

Note:
The circuits of fan type 0 and 1 are identical. In the case of type 0 all parameters are permanently
applied (not adjustable) in the data set and in the case of type 1 particular parameters (fan switch-
on thresholds) can be calibrated (EEPROM) via diagnosis units (e.g. Minidiag/Stardiagnose).

3.6.1.2.1. Type 0/Linning-clutch (on highway/two-stage)

- ECU/D-version: Connection possible via engine- and vehicle plug
- ECU/C-version: Connection only via engine plug
- Connection to PV3 and PV4 (see block diagrams/chart on the following page)

3.6.1.2.2. Type 1/Linning-clutch (off highway/two-stage)

- ECU/D-version: Connection possible via engine- and vehicle plug
- ECU/C-version: Connection only via engine plug
- Connection to PV3 and PV4 (see block diagram/chart on the following page)

3.6.1.2.2.1. Configuration / fan switch-on threshold (type 1):

Parameter Unit Range Resolution Remark

switch-on threshold [°C] 0...150 1.0 stage 1, EEPROM-value
charge-air temperature configurable
switch-on threshold [°C] 0...150 1.0 stage 1, EEPROM-value
coolant temperature configurable
switch-on threshold [°C] 0...150 1.0 stage 2, EEPROM-value
charge-air temperature configurable
switch-on threshold [°C] 0...150 1.0 stage 2, EEPROM-value
coolant temperature configurable
?T charge air according [°C] 0...150 1.0 stage 1 & 2, EEPROM-
to emission legislation [K] 273...423 value configurable

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Control unit/C-version:

type 0 and 1 / Linning (truck and IMO/two-stage),

PV-bank (-) feedback connection only via engine plug

Pin X55/12

PV3 (+) supply

Highside
Pin X55/41
PLD-MR (C-version) fan

PV4 (+), supply

Highside Pin X55/43

C-version
Pin X55/12 Pin X55/41 Pin X55/43
ground Highside/PV3 Highside/PV4
(positive voltage (positive voltage
controlled) controlled)
D-version
Pin X55/12 or X16/10 Pin X55/41 or X16/14 Pin X55/43 or X16/16
supply/UB Lowside/PV3 Lowside/PV4
(ground controlled) (ground controlled)

Control unit/D-version

type 0 and 1 / Linning (truck and IMO / two-stage),

PV-bank (+) supply connection possible via engine- or vehicle plug

Pin X55/12,
Pin X16/10

PV3/ Lowside
Pin X55/41,
Pin X16/14 fan
PLD-MR (D-version)

PV4/ Lowside
Pin X55/43,
Pin X16/16

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3.6.1.2.3. Type 2 / electrically controlled Viscous-fan (Actros, Atego)

- Connection possible via engine plug
- Connection to PV3, fan + speed sensor (see block diagram/chart)

Control unit /D-version

type 2 / Actros, Atege (Visko),

connection via engine plug
PV (+) supply
Pin X55/12

PV3/ Lowside
Pin X55/41
fan
PLD-MR (D-version)

PV4/ Lowside
Pin X55/43

Speed
speed sensor (+) supply Sensor
Pin X55/14

speed sensor signal

Pin X55/17

speed sensor (-) feedback

Pin X55/5

D-version
Pin X55/12 Pin X55/41 (PV3) Pin X55/5 Pin X55/14 Pin X55/17
supply/UB Lowside speed sensor / speed sensor/ speed sensor /
(ground feedback supply, UB signal
controlled)

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3.6.1.2.4. Type 3 /Hydrostatic Fan (NAW, E2000, Unimog):

- Connection possible via engine- and vehicle plug
- Connection to PV3 (see block diagram/chart)

Control unit/C-version

type 3 / NAW, E2000, Unimog (Hydrostatic fan),

connection via engine - or vehicle plug
PV (-) feedback
Pin X55/11,
Pin X16/9

PLD-MR (C-version)
fan

PV3 (+), supply

Highside Pin X55/41,
Pin X16/14

C-version
X55/11 or X16/9 X55/41 or X16/14 (PV3)
ground Highside
(positive voltage
controlled)
D-version
X55/12 or X16/10 X55/41 or X16/14 (PV3)
supply/UB Lowside
(ground controlled)

Control unit/D-version:

type 3 / NAW, E2000, Unimog (Hydrostatic fan),

connection via engine- or vehicle plug
PV (+) supply
Pin X55/12,
Pin X16/10

PLD-MR (D-version)
fan

PV3/ Lowside
Pin X55/41,
Pin X16/14

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3.6.1.2.5. Type 4/Horton-clutch (Freightliner):

- ECU/D-version: Connection possible via engine- and vehicle plug
- ECU/C-version: Connection only via engine plug

Control unit/C-version:

type 4 / Horton-clutch (Freightliner),

PV (-) feedback connection only via engine plug

Pin X55/12

PV3 (+) supply

Highside
Pin X55/41
PLD-MR (C-version) fan

PV4 (+), supply

Highside Pin X55/43

C-version
X55/12 X55/41 (PV3) X55/43 (PV4)
ground Highside Highside
(positive voltage (positive voltage
controlled) controlled)
D-version
X55/12 or X16/16 X55/41 or X16/14 X55/43 or X16/16
supply/UB Lowside/PV3 Lowside/PV4
(ground (ground
controlled) controlled)

Control unit /D-version

type 4 / Horton-clutch (Freightliner),

connection via engine- or vehicle plug
PV (+) supply

Pin X55/12,
Pin X16/10

PV3/ Lowside
Pin X55/41,
Pin X16/14 fan
PLD-MR (D-version)

PV4/ Lowside
Pin X55/43,
Pin X16/16

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3.6.1.2.6. Type 5/one Hydrostatic-fan (EVOBUS):

- Connection possible via engine- and vehicle plug
- Connection to PV3 (see block diagrams)

Control unit/C-version

type 5 / EVOBUS, Unimog,

connection via engine- or vehicle plug
PV (-) feedback

Pin X55/11,
Pin X16/9

PV3 (+) supply

Highside
Pin X55/41,
Pin X16/14 fan
PLD-MR (C-version)

C-version
X55/11 or X16/9 X55/41 or X16/14
ground Highside/PV3
(positive voltage
controlled)
D-version
X55/12 or X16/10 X55/41 or X16/14
supply/UB Lowside/PV3
(ground controlled)

Control unit/D-version:

type 5 / EVOBUS, Unimog,

connection via engine- or vehicle plug
PV (+) supply

Pin X55/12,
Pin X16/10

PV3/ Lowside
Pin X55/41,
Pin X16/14 fan
PLD-MR (D-version)

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3.6.1.2.7. Type 6/ two Hydrostatic-fans (EVOBUS):

- ECU/D-version: Connection possible via engine- and vehicle plug
- ECU/C-version: Connection only via engine plug
- Connection to PV3 and PV4 possible (see block diagrams)

Control unit /C-version:

type 6 / EVOBUS,
connection via engine plug
PV-bank (-) feedback

Pin X55/12

PV3 (+) supply

Highside
Pin X55/41 fan 1
PLD-MR (C-version)

PV4 (+) supply,

Highside Pin X55/43
fan 2

C-version
X55/12 X55/41 X55/43
ground PV3/ fan 1 PV4/ fan 2
Highside Highside
Positive voltage Positive voltage
controlled controlled
D-version
X55/12 or X16/10 X55/41 or X16/14 X55/43 or X16/16
PV3/ fan 1 PV4/ fan 2
supply/UB Lowside Lowside
(Ground (Ground
controlled) controlled)

Control unit/D-version:

type 6 / EVOBUS,
connection via engine- or vehicle plug
PV-bank (+) supply

Pin X55/12,
Pin X16/10

PV3/ Lowside
Pin X55/41, fan 1
Pin X16/14
PLD-MR (D-version)

PV4/ Lowside
Pin X55/43,
Pin X16/16 fan 2

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3.6.2. Starter control

3.6.2.1. JE-starter
Two control paths are provided for the starter, so that the starter can still be operated via a
parallel path in the case of a failure of one of the power stages (emergency syndrome). See also
chapter “functional description”.
As a the engine series are delivered with the parameters set on „JE-starter“ (control via the PLD-
MR).

Principle block diagram for control unit (JE-mode/parameter = 0):

terminal 50 from ignition lock

Pin 8
redundancy through two
terminal 30 control paths for the starter

auxiliary path main path

PLD-MR

Pin 12/ vehicle- Pin 18*/ engine -

plug plug
terminal 30
terminal terminal 30

Notes:
starter - The connection at the starter (input) KL 50 has to be
solenoid realized at the vehicle plug (pin12) of the PLD-MR control
relay
unit. Also used at the engine connector (pin18) for special
configurations.
solenoid
(8 A)
- KL 50 from the ignition lock is connected to the PLD-MR
(pin8).
starter M
- The starter solenoid must be switched with a relay
engine
(800 A)
- Set Starter type calibration parameter "JE" to " 0".

- The PLD will not activate the starter if the calibration

starter type is „KB“ but the starter is wired for type „JE“
However fuel injection will occur for cranking speeds above
300 RPM.

*: not connected!

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3.6.2.2. KB-starter

For the application of the engine as e.g. stationary machine/aggregate the parameters of the PLD-MR
control unit are set on KB-starter. This enables the direct start (without PLD-MR) from the outside.

Principle block diagram for starter control (KB-mode/parameter=1):

3.6.2.2.1. KB-starter with starter solenoid relay

Pin 8 *
terminal 30 KB-starter with starter solenoid relay

auxiliary path main path

PLD-MR

Pin 12 */ vehicle- Pin 18 */ engine-

plug plug
terminal 50 from ignition lock
terminal 30
terminal 50 terminal 30

Notes:
- The terminal 50 from ignition lock is
starter directly connected to the input of the starter
solenoid
relay
(terminal 50).

- In the case of KB-starter type the PLD-MR

relay must not be connected.
(8 A)

- A starter solenoid relay is required

starter M
- Set Starter Type calibration parameter
engine
(800 A)
"KB" to "1".

- If the calibration starter type is set to "JE"

and the starter is wired for "KB", the starter
motor will be activated by the ignition
switch, but the engine will not start.

Remark: Shut off engine with ignition lock (terminal 50) or terminal 15.

*: not connected!

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3.6.2.2.2. KB-starter without Starter Solenoid Relay

Pin 8 *
terminal 30 KB-starter without starter solenoid relay

auxiliary path main path

PLD-MR

Pin 12 */ vehicle- Pin 18 */ engine-

plug plug
terminal 50 from ignition lock
terminal 30

terminal 50 terminal 30

Note:
- The terminal 50 of the ignition lock is
directly connected to the input of the starter
(KL50).

- In the case of a KB-starter type the PLD-MR

relay
(8 A) must not be connected.

starter - The wiring must not include a starter

M solenoid relay
engine
(800 A) - Set Starter Type calibration parameter "KB"
to "1".

- If the calibration starter type is set to "JE"

and the starter is wired for "KB", the starter
motor will be activated by the ignition switch,
but the engine will not start.

Remark: Shut off engine with ignition lock (terminal 50) or terminal 15.

*: not conncted!

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3.6.3. Oil pans

Depending on the field of application and the engine type, different oil pans are used. They are
calibration-dependant and the parameters have to be set correspondingly. Turn to
DaimlerChrysler for further assistance.

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4.1. Measured values

The measured values (actual values) are momentary (current) operating values for the engine or for
the vehicle/equipment. They can be read off with a diagnosis unit (e.g. Minidiag 2).

4.1.1. Analogue measured values

Measured value/parameter Unit Coding/remark

01 nominal engine torque Nm
02 maximum momentary engine torque Nm
03 actual engine torque (PLD) Nm
04 injection delivery angle (mean of all zylinders) °crankshaft
05 measured value/parameter (intern)
07 actual governing speed rpm
07 actual engine limit speed rpm
08 governing speed nominal value (of FRE) rpm
09 redundant speed (terminal W) rpm
10 engine speed rpm
11 speed gradient limitation (of FRE) min-1/s
12 vehicle speed from (of FRE) km/h
13 coolant temperature °C
14 fuel temperature °C
15 oil level l
16 oil temperature °C
17 charge-air temperature °C
18 boost pressure mbar
19 ambient pressure mbar
20 oil pressure mbar
21 battery voltage mV
22 governor type - 0 = governor 0
1 = governor 1
..
5 = governor 5
15 = idle controller
23 engine operating mode - 0 = engine stop
1= engine start cut-off
2 = status engine start
3 = idle speed control
4 = operating speed control
5 = controlled operation
6 = CAN limp home status
24 fuel pressure mbar not used at the moment
25 scavenging gradient mbar not used at the moment

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4.1.2. Binary measured values

No. Information Coding

1 Equipment Option 00 = without variable brake
01 = with variable brake
10 = n.d.
11 = signal not available
2 warning buzzer 00 = not demanded
01 = demanded
10 = n.d.
11 = signal not available

stop lamp 00 = not demanded

01 = demanded
10 = n.d.
11 = signal not available

CAN status L line 00 = no communication

01 = communication
10 = n.d.
11 = signal not available

CAN status H line 00 = no communication

01 = communication
10 = n.d.
11 = signal not available

3 status terminal 15 (PLD) 00 = not active

01 = active
10 = n.d.
11 = signal not available

info terminal 15 (FRE) 00 = not active

01 = active
10 = n.d.
11 = signal not available

status terminal 50 (PLD) 00 = not active

01 = active
10 = n.d.
11 = signal not available

status terminal 50 (FRE) 00 = not active

01 = active
10 = n.d.
11 = signal not available

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No. Information Coding

4 start button at engine 00 = not actuated
01 = actuated
10 = n.d.
11 = signal not available

stop button at engine 00 = not actuated

01 = actuated
10 = n.d.
11 = signal not available

starter actuation 00 = not active

01 = active
10 = n.d.
11 = signal not available

starter interlock 00 = not active

01 = active
10 = n.d.
11 = signal not available

5 status PWM 1 00 = not active

01 = active
10 = n.d.
11 = signal not available

status PWM 2 00 = not active

01 = active
10 = n.d.
11 = signal not available

status PWM 3 00 = not active

01 = active
10 = n.d.
11 = signal not available

status PWM 4 00 = not active

01 = active
10 = n.d.
11 =signal not available

6 Engine Brake Level 2 00 = not demanded

01 = demanded
10 = n.d.
11 = signal not available

Engine Brake Level 1 00 = not demanded

01 = demanded
10 = n.d.
11 = signal not available

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No. Information Coding

7 torque limitation through:
engine safeguards 00 = not active
01 = active
10 = n.d.
11 = signal not available

full load 00 = not active

01 = active
10 = n.d.
11 = signal not available

full-load speed regulation 00 = not active

01 = active
10 = n.d.
11 = s.n.v.

smoke limitation 00 = not active

01 = active
10 = n.d.
11 = signal not available

8 status PWM 5 00 = not active

01 = active
10 = n.d.
11 = signal not available

status PWM 6 00 = not active

01 = active
10 = n.d.
11 = signal not available

vacant starting with HW-Version D2.1

& SW-Version 53

vacant Ab HW-Version D2.1

& SW-Version 53

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4.2. Serial diagnosis interfaces

Diagnosis interfaces are among other things for the information, fault checking and calibration.
Depending on the type of application (vehicle specific) the following interfaces are realized:

- Diagnostic line (ISO 9141)

- CAN data bus system (vehicle: SAE J1939/IES-CAN or engine: ISO 11992)
- SAE J1587/SAE J1708 (USA- & partially NAFTA market)

4.2.1. Diagnostic line

The diagnostic line is an interface via which measured values, errors and parameters (data) can
be diagnosed or modified. For the PLD-MR a data set or SW-download is possible via the
diagnostic line.

The ISO diagnosis is accomplished via the diagnostic line. The voltage level of the diagnostic line
is dependent on the operating voltage of the PLD-MR control unit, in order to achieve a correct
voltage adaptation to a RS 232 interface (± 12V) an external diagnostic line adapter is required.

Ground switching (i.e. the diagnostic line voltage level is switched to ground) allows switching between
various operating modes of the diagnostic line or erase fault memory of the control unit.

4.2.1.1. Fault memory

To delete the fault memory a ground switching of 1,9 ± 0,02 s is required, which must be provided by
an external test unit.

4.2.1.1. Operating modes

• Free running (monitor operation/default-adjustment, after terminal 15 ON)

After deleting fault memory, it is switched back to Free Running operation.
• ISO diagnosis (according to ISO standards):
In order to switch over to dialog operation it is required, that the diagnostic line is
grounded for 1,8 ± 0,01s.
• Application system (only available for DC-engineering)
With a ground switching of 1,0 ± 0,1 seconds it is switched over to Calibration mode.
• Top dead center output
In the case of a ground tipping between 4s and 15s the diagnostic line is switched over
to the output of a top dead center signal. The voltage level of the K-Line will be switched
“high” for every ignition TDC point of cylinder number 1 for a duration of 10 degrees
crankshaft rotation.

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4.2.2. CAN data bus systems

There are different types, e.g. high-speed or low-speed CAN, which differ among other things in the
electrical specification, transmission speed and the protocol.

• Low-Speed-CAN (ISO 11992)

- e.g. engine CAN (PLD-MR? FRE)
- depending on operating voltage
- 125 kBaud, 11 Bit Identifier

• High-Speed-CAN

a) IES-CAN for Europe (ISO 11898)

- vehicle CAN (application in MB-truck and Brazil)

- 5V
- 500 kBaud, at the moment 11 Bit. Identifier, 29 Bit
Identifier are possible

b) J1939 (SAE-standard)

- Vehicle CAN (application in USA/NAFTA- and partly

on EUROPEAN market)
- 5V
- 250 kBaud, 29 Bit Identifier

4.2.2.1. Engine-CAN (ISO 11992)

Is responsible for the communication between PLD-MR and the FRE (vehicle control electronics).

Special feature is the „one wire capability“!

If an error is detected during the transfer of the CAN-messages, it is attempted to set up a connection
only via one of the two CAN-wires. If this succeeds, an attempt is made to switch back to the two
wire operation after ten seconds. If the attempt fails, it is switched back to the previous one-wire
operation and always after ten seconds a further attempt to switch back is carried out. The changeover
in a possible one wire operation and the switching back into the two wire operation is carried out so
fast, that no CAN backup can occur.

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4.2.2.2. Vehicle CAN

The vehicle CAN is a communication interface via which amongst other things the measured values,
faults and parameters (data) can be read off/or modified.

1. The European vehicle CAN data bus with the DC-designation „IES-CAN“ and the standard
ISO 11898 works with 500 kBaud and is operated with 5 V.

2. The American vehicle CAN data bus according to the standard SAE J1939 works with 250
kBaud and is operated with 5 V.

Note: The High-Speed-CAN has no one wire capability!

4.2.3. SAE J1587/SAE J1708 (USA- and partly NAFTA-market)

In the USA and partly in the remaining NAFTA-states, the diagnostic interface according to the
standard SAE J1587/SAE J1708 is used (2-wire-line).

4.2.4. Configuration of diagnostic interface

Different diagnostic concepts are realized, depending on the field of application of the engines (MB-
truck- USA-trucks, off highway, etc.).

a) Overview of the diagnostic concepts as a exemplary configuration with the example

of DC and Brazil:

MB-truck/Brazil

- PLD-MR, FRE (FR/FMR for MB-Truck and UCV for Brazil, both 24 V), Low-Speed-
CAN (PLD-MR?FR/FMR or UCV), diagnostic line (single wires), High-Speed-CAN (IES-
CAN), IES-compatible components and display electronics with diagnosis-interface..
Block diagram 4.2.4.1

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b) Overview of further diagnostic concepts for:

1.) Europe (not MB-truck)

a) PLD-MR, FRE (ADM, 24V), conventional display, Low-Speed-CAN (PLD-MR?ADM),

diagnostic lines (single wires). Block diagram 4.2.4.2
b) PLD-MR, FRE (ADM2, 12/24 V), conventional display, Low-Speed-CAN (PLD-
MR?ADM2), diagnostic lines (single wires), High-Speed-CAN (SAE J1939), SAE-
compatible components. Block diagram 4.2.4.3

2.) USA- and partly remaining part of NAFTA-market

- PLD-MR, FRE (VCU, 12 V), at Freightliner e.g. ICU3 (conventional display), Low-
Speed-CAN (PLD-MR?VCU), SAE J1587/SAE J1708 (2-wire-line), High-Speed-CAN
(SAE J1939), SAE-compatible components. Block diagram 4.2.4.4

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MB-truck/Brazil

FRE = Vehicle control electronics (FR/FMR or UCV)

PLD-MR = Engine control (pump-line-nozzle)
IES-CAN = High-Speed-CAN (DC-designation)
INS = Display electronics
GM = Basic module
DS = Diagnostic connector (connected diagnostic line)
KWP = Key Word Protocol 2000 NFZ (ISO 14230)

Diagnosis :
Diagnosis of PLD-MR via CAN and Gateways and directly via diagnostic line of
PLD-MR.
Example of diagnosis via CAN and Gateways:
Diagnostic line ó INS/GM ó High-Speed-CAN ó FRE ó Low-Speed-CAN
ó PLD-MR

Configuration:
Configuration of the PLD-MR via CAN and Gateways and directly via diagnostic
line of PLD-MR (see diagnosis).
Programming:
Programming of the PLD-MR software or of the data set via diagnostic line directly
at the diagnosis-interface of the PLD-MR.

Block diagram 4.2.4.1

Minidiag 2,
diagnostic line
Stardiagnose, ...

D
INS or GM IES-CAN
(High-Speed)
S

ISO KWP 2000 KWP 2000

9141 NFZ NFZ

...
No DC-
diagnosis via
this! (as a rule
not assigned!)
FRE
(FMR/FR & UCV for
Brazil, 24 V)

CAN-Bus
ISO ISO 11992
9141 (Low Speed)

diagnostic
line
PLD- IES-

MR compatible
components

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Europe (not MB-trucks)

a)
FRE = Vehicle control electronics (ADM = adaption module)
PLD-MR = Engine control (pump-line-nozzle)
DS = Diagnostic connector (connected diagnostic line)

Diagnosis:
Diagnosis of the PLD-MR via the diagnostic line at the diagnostic-interface of the
PLD-MR.
Configuration:
Configuration of the PLD-MR via the diagnostic line at the diagnostic interface of the
PLD-MR.
Programming:
Programming of the PLD-MR software or the data set via the diagnostic line at the
diagnostic interface of the PLD-MR.

Block diagram: 4.2.4.2

Minidiag 2 or
Stardiagnose, ...
conventional display
diagnostic line

Single Line
ISO
9141

FRE
(ADM)
24 V

CAN-Bus
ISO 11992
(Low Speed)

ISO
9141

diagnostic line
PLD-
MR
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EUROPE (not MB-truck):

b)
FRE = Vehicle control electronics (ADM2 = adaption module)
PLD-MR = Engine control (pump-line-nozzle)
SAE J1939 = High-Speed-CAN (US-standard)
DS = Diagnostic connector (connected diagnostic line)

Diagnosis:
Diagnosis of the PLD-MR via diagnostic line at the diagnostic interface of the PLD-
MR.
Configuration:
Configuration of the PLD-MR via diagnostic line at the diagnostic interface of the
PLD-MR.
Programming:
Programming of the PLD-MR software or the data set via diagnostic line at the
diagnostic interface of the PLD-MR.

Block diagram: 4.2.4.3

diagnostic line conventional display

Minidiag 2,
Stardiagnose, ...

S
Single Line SAE J1939
(High-Speed)

ISO SAE SAE

9141 J1939 J1939

FRE
(ADM2)
...
12/24 V

CAN-Bus
ISO 11992
ISO (Low Speed)
9141
SAE-
compatible
diagnostic line
PLD- components

MR
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USA- and partly NAFTA-market

FRE = Vehicle control electronics (VCU = Vehicle Control Unit)

PLD-MR = Engine control (pump-line-nozzle)
SAE J1939 = High-Speed-CAN (US-standard)
SAE J1587/SAE J1708 = Diagnostic interface (2-wire-line/US-standard) is
connected to the diagnostic connector (DS)
ICU3 = Conventional display
DS = Diagnostic connector

Diagnosis
Diagnosis of the PLD-MR via a 2-wire-line, Gateway and CAN (connection
diagnostic line of the PLD-MR as a rule not assigned).

Example:
SAE J1587/SAE J1708 ó FRE ó Low-Speed-CAN ó PLD-MR

Configuration:
Configuration of the PLD-MR via a 2-wire-line, Gateway and CAN (see diagnosis).

Programming:
Programming of the PLD-MR via a 2-wire-line, Gateway and CAN (see diagnosis).

Block diagram: 4.2.4.4

SAE J1939
ServiceLink &
Minidiag 2

SAE SAE SAE SAE

Single Line J1587/J1708 J1939 J1587/J1708 J1939

SAE J1587/J1708
FRE
(VCU)
...
12 V

ICU3

CAN-Bus
ISO
ISO 11992
9141
SAE-
compatible
connection/ diagnostic line
(as a rule not assigned!) PLD- components

MR
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4.2.5. Diagnosis interface/software description

Diagnosis of PLD engine electronics:

Functions for the monitoring of the engine electronics (sensors, actuator, etc.) are integrated in the
PLD-Program, to enable the detection of errors and the introduction of the corresponding substitute
measures.
A short description of the monitoring functions is stated below:

4.2.5.1. Fault memory structure

Fault recognition is achieved in the individual basic functions (sensor signal processing, actuator control,
etc.). The entering of the fault code into the fault memory and the actuation of the fault counter is
processed in the main program.

4.2.5.2. Ground switching

See chapter 4.2.1. diagnostic line

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4.3. Diagnosis unit & application

Examples for the application of the diagnosis units:

- Configuration
- Fault tracing and instructions for remedial actions
- Actual value output (measured values)
- Software- or data set-download (PLD-MR)

The most frequently used diagnosis units are:

• Minidiag 2
• Stardiagnose (DC-engineering/workshop)
• ServiceLink (USA/NAFTA)

4.3.1. Minidiag 2

Das Diagnose- und Parametriergerät Minidiag 2 ist für den internen sowie externen Motoren-
Einsatzbereich geeignet. The Minidiag 2 diagnostic and configuration unit is suitable for engine
monitoring and vehicle configuration.

Note:

This is no operating manual of the diagnosis and configuration unit Minidiag 2. The following is
only a listing of some work instructions and information, which are relevant to the PLD-MR
control unit.

4.3.1.1. Display/delete fault memory

Display fault memory

- Perform automatic control unit detection (see operating instructions Minidiag 2 on page
15)
- Cursor on desired control unit (PLD).

OK
- The functions of the selected control unit are displayed.
- Cursor on „Diagnosis“.

OK
- Cursor on „display fault memory“.

OK

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Current faults = Currently valid faults (not yet eliminated). Current fault
codes can not be cleared.

Stored faults = Non-current faults (i.e. previously occurred). Non-current faults can
be deleted if necessary.

- Cursor on desired fault group (e.g. “current faults”).

OK
- The fault codes of the selected fault group are displayed.
- Cursor on desired fault code.

OK
- The selected fault code, the accompanying description (consisting of fault name
and explanation/remedial actions) and the status of the operating-hour recorder
are displayed.

Display next fault code

Display prior fault code

The operating-hour recorder indicates the

number of operating-hours, that have passed
since the last fault appearance. The recorder
can count up to a maximum of 255 hours and
stops upon reaching the maximum value.

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Delete fault memory

- Perform automatic control unit detection (see operating instructions Minidiag 2 on page
15)
- Cursor on desired control unit (PLD).

OK
- The functions of the selected control unit are displayed.
- Cursor on “Diagnosis”.

OK
- Cursor on „Display fault memory“

OK
- Cursor on „Delete fault memory“

OK
- Fault memory of control unit is deleted.
- Wait for next display.

Depending on the status of the fault memory, one of the following two messages are displayed:

- There are no current (not yet eliminated) faults.

The entire fault memory of the control unit is deleted.

or:
- There are still current (not yet eliminated) faults in the fault memory.

Current (not yet eliminated) faults cannot

be deleted.

- Switch off ignition for 6 seconds, upon completion of the work at the fault memory.
- After switching off the ignition, a countdown is displayed. Switch ignition on once again
after the sequence of 6 seconds.

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4.3.1.2. Testing routine

4.3.1.2.1. Voltmeter function

(only available with control unit selection „PLD“)

The voltmeter functions is provided for the display of the following voltage levels:

menu level voltage display [mV] of

00 Sensor boost pressure
01 Sensor ambient pressure
02 Sensor engine-oil pressure (passive sensor)
03 Sensor fuel pressure
04 Sensor engine-oil level
05 Sensor charge-air temperature
06 Sensor coolant temperature
07 Sensor fuel temperature
08 Sensor engine-oil temperature
09 Sensor volume air flow
10 Battery voltage
11 Sensor engine-oil pressure (active sensor)

In order to read out voltage levels:

- Perform automatic control unit detection (see operating instructions Minidiag2 on page 15)
- Cursor on desired control unit (PLD).

OK
- The functions of the selected control unit are displayed.
- Cursor on „Routines“.

OK
Select the relevant menu level via the key ? or ?.

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4.3.1.2.2. Cylinder cutoff

(only available with control unit selection „PLD“)

This function allows to switch cylinders on and off individually.

„ON (switched on) or „OFF“ (switched off) is displayed as value.

- Perform automatic control unit detection (see operating instructions Minidiag 2 on page
15)
- Cursor on desired control unit (PLD).

OK
- The functions of the selected control unit are displayed (3 routines).
- Cursor on „cylinder cutoff“

OK
In order to switch on and -off

- Select the relevant cylinders with the key ? or ? (e.g. “ZYL 3” for the 3. cylinder.)
- Actuate the „OK“ key for switching over between „ON“ and „OFF“.

4.3.1.2.3. Compression check

(only available with control unit selection „PLD“)

The function provides the actual value of the compression pressure (for the desired cylinder) as
a percentage of the nominal value.

- Perform automatic control unit detection (see operating instructions Minidiag 2 on page
15)
- Cursor on desired control unit (PLD).

OK
- The functions of the selected control unit are displayed (3 routines).

In order to read out the actual value:

- Select function „compression check“.

OK
In the case of a successful start of the function, the display starts to blink.

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Note:
In the case of a starting attempt following hereupon, no fuel is injected, the injection pumps are
switched off.

- Actuate the starter until the starting process stops automatically (approx. 15 seconds).
- "OK! AVD-Werte (value) determined" should be displayed.
- Select the relevant cylinder with the key ? or ? and read off the “Avd-Wert” (compression
test value) on the display.
- If the function has to be started once again (detect new compression test value) or the engine
has to be started after that, the voltage supply must be interrupted for at least 15 seconds
(ignition lock in position "0"/ term. 30 and term. 15 off).

4.3.1.2.4. Engine smoothness control

(only available with control unit selection „PLD“)

The function provides a correction value (in %) for the selected cylinder. Values which differ
greatly from other cylinder values are an indication for a defective cylinder.

Perform automatic control unit detection (see operating instructions Minidiag 2 on page
15)
- Cursor on desired control unit (PLD).

OK
- The functions of the selected control units are displayed (3 routines).
In order to read out values:

- Select function „Leerlaufruheregelung“ (idle governor cylinder balancing).

OK
- Select value for relevant cylinder with the key ? or ?.

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4.3.1.2.5. Time of contact

(only available with control unit selection „PLD“)

In order to read out time of contact for the cylinders:

- Perform automatic control unit detection (see operating instructions Minidiag 2 on page
15)
- Cursor on desired control unit (PLD).

OK
- The functions of the selected control unit are displayed (3 routines).

- Select function „time of contact“.

OK
- Select relevant cylinder with the key ? or ?.

The display of the time of contact is in microseconds (µs).

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4.3.1.3. Calibration

Two types of calibration are possible with the diagnosis unit Minidiag 2.

• Single Parameters
• Data set calibration

4.3.1.3.1. Single Parameters

Individual parameter values are modified.

- Perform automatic control unit detection (see operating instructions Minidiag 2 on page
15)
- Cursor on desired control unit (PLD).

OK
- The functions of the selected control unit are displayed.
- Cursor on „Parametrization“

OK
- Cursor on „read out/modify parameters of control unit“

OK
- The parameter groups of the control unit are displayed.
- Cursor on desired parameter group.

OK
- parameters of the selected parameter group are displayed.
Cursor on desired parameter.

OK

display next parameter

display prior parameter

- Displayed values of the selected parameters:

- Enter new value (In the case of an erroneous entry, the incorrect values can be deleted
with the key “clear”).

OK
3x <<

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- Switch off ignition for 6 seconds upon completion of the calibration. Only in this case, the
modified parameters are stored permanently in the control unit.
- A countdown is displayed, after the ignition is switched off. Switch the ignition on once
again, after the sequence of 6 seconds.

- The communication with the control unit is restarted:

If several parameters have to be modified: at

first modify all parameters, afterwards
switch off ignition for 6 seconds

No calibration is authorized when the

engine is running

4.3.1.3.2. Data set Calibration

A created parameter set is transmitted to a control unit. All parameter values of the control unit
are modified simultaneously according to the parameter set.
- Create parameter set with the aid of the PC-program “Minidiag Assistant” (see operating
instructions Minidiag 2 on page 35).
- Transmit parameter set with the aid of the PC-program „Minidiag Assistant“ to Minidiag 2
see operating instructions Minidiag 2 on page 49)
- Automatic control unit detection (see operating instructions Minidiag 2 on page 15).
- Cursor on the desired control unit (PLD).

OK
- The functions of the selected control unit are displayed.
- Cursor on „parametrization“.

OK
- Cursor on „select parameter set“.

OK
- Cursor on desired client.

OK

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Cursor on desired application.

OK
- The selected control unit (PLD) is now calibrated according to the parameter set
(data set).
The transmitted parameter groups are displayed.
- The selected control unit (PLD) is now calibrated according to the parameter set
(data set).

2x <<
- Upon completion of the calibration, switch off ignition for 6 seconds. Only in this case the
modified parameters are stored permanently in the control unit.
- A countdown is displayed, after the ignition is switched off. Switch the ignition on once
again, after the sequence of 6 seconds.

- The communication with the control unit is restarted.

Calibration is not authorized when the

engine is running!

4.3.1.4. Program protection

The program protection is provided for the security and for the avoidance of abuse. The
immobilizer is an example for this safety concept. The entering of the key-transponder codes, or
an activation/deactivation of the immobilizer is only possible with specific tools or programs.
Only specialist staff is authorized to modify the data and to take the required measures.

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4.3.2 Stardiagnose

The Stardiagnose is a (internal) DaimlerChrysler service- and diagnostic tool in form of a software
program (for Windows NT) with a special hardware. It is particularly useful, that in the case of a
failure guided diagnostics with the corresponding instructions (with graphic support) can be
performed for each fault code.

4.3.3. ServiceLink

ServiceLink is also a service- and diagnostic tool in the form of a software program (for Windows
9x/2000 or other 32-Bit operating systems with a parallel interface), which requires an adapter
“MagiKey” (www.mpsilink.com) for the parallel interface of the PC. ServiceLink is used by
Freightliner (USA- and partly in the remaining NAFTA-market). In contrast to the Stargdiagnose, it
is not provided with guided diagnostics.
It is a major advantage of ServiceLink, that it can contact the Server of Freightliner, in order to
download the data status for the respective control unit (of the relevant engine).

figure 4.3.3.1 adapter "MagiKey"

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4.4. Diagnosis routine

The particular diagnosis routines can be realized with a diagnosis- and configuration unit e.g.
Minidiag2.

4.4.1. Detailed testing routine

See chapter 4.3.1.2. testing routines.

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4.5. Backup

4.5.1. System backup capability

4.5.1.1. Microprocessor 1 - backup

4.5.1.1.1. Crankshaft backup

In the case of the crankshaft backup a distinction has to be made, if the system lost the camshaft signal
only after a synchronous engine operation, or if the camshaft signal has not yet been detected e.g.
during the engine start.

If there is a camshaft signal failure during engine operation, the injection control/control of the injector-
and magnetic valves operates without restrictions.

If there is already no camshaft signal during the starting procedure, the control is operated in a double
injection mode. Two valves are controlled simultaneously, due to the missing cylinder 1 recognition. The
second valve corresponds to the 360° crankshaft displaced cylinder. As a result it is ensured that one
cylinder contributes to the combustion, whereas no injection takes place at the other cylinder. It is
possible that the valve control is more inexact in the double injection mode, because there could be an
incorrect evaluation of the cylinder specific rate.

Note: Engine safeguards are activated in both cases (torque reduction)!

- Upon completion of starting procedure (starting phase – no camshaft signal)
- During the engine operation (synchronization has already taken place)

4.5.1.1.2. Camshaft backup

If there is no crankshaft signal (during starting procedure or engine operation), the system is
operated in the camshaft backup. Due to the greater distances of the reference marks (60°), the
magnetic valve control operates with more inexact adjustments than with the 10°-information of
the crankshaft system.
Note: Engine safeguards are activated in both cases (torque reduction)!

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4.5.1.1.3. CAN backup (definition)

If the data is not plausible or incorrect, or if the connection via the CAN data bus is interrupted,
the speed controlled CAN backup operation is activated.

CAN backup under the condition that:

- No communication is possible via CAN, not even in the one wire operation
(hardware error, CAN line defective/broken => PLD-MR does not recognize
FRE)

- Data/telegrams on CAN are not valid

- The CAN-module is classified as defective

- The fault is registered in the fault memory of the engine control unit as an
active fault (active fault i.e. 1. CAN-fault is present 2. this fault is permanently
stored in the fault memory after exceeding a certain period of time and 3. it is
switched over to CAN backup).

A differentiation must be made of three different CAN backup operations, which can be set in the
PLD-MR control unit via the FRE (with a still intact CAN bus and valid data).

1. CAN backup, mode 0: standard backup with increased engine speed.

2. CAN backup, mode 1: running during idle, accelerator-pedal interlock.
3. CAN backup, mode 2: disable injection and starter.

Note:
The standard CAN backup in mode 0 is activated (is read by the CAN after
terminal 15 ON) if from the beginning:

- the connection is interrupted

- the data/telegrams on the CAN are not valid

The calibration of the respective CAN backup operation is achieved exclusively in the vehicle
electronics (FRE). The following overview provides the required data:

- parameter: 00 = CAN backup, mode 1

- parameter: 01 = CAN backup, mode 2
- parameter: 10 = CAN backup, mode 0
- parameter: 11 = CAN backup, mode 0

The system performance of the respective CAN backup operation is described in the following 3
subsidiary points.

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4.5.1.1.4 CAN backup, mode 0 (standard backup)

If the CAN backup occurs during engine operation, the engine continues running with the actual engine
speed, if it is below the applied backup-nominal engine speed. If the actual engine speed is higher, the
engine speed is controlled at the backup nominal value. Depending on the EEPROM-calibration the
backup nominal engine speed is read out from the application parameter of the backup nominal value
for manual transmission or automatic transmission. The torque of the backup- (idle-) governor is limited
in dependence on the vehicle speed which was last read by the CAN. The governor is initialized with
the actual load.

If the fault occurs during engine standstill or if the engine is shut off in the CAN backup, and the engine
is started once again, the engine speed nominal value increases to the applied (STG or ATG) backup
speed via a ramp (after starter lockout, starting with actual engine speed). The applied value (constant)
is used for the limitation. In both cases the engine-related limitations (smoke, full load etc.) are
effective.

Fault regeneration:
If no CAN fault exists any longer, the CAN backup is terminated and the accelerator pedal is enabled
via a ramp (starting with the backup torque). The fault regeneration is terminated, when the alteration
of the desired torque is not limited any longer.

4.5.1.1.5. CAN backup mode 1

The engine speed is controlled at the idle speed of the engine. If the CAN backup occurs during engine
operation, then the engine speed drops to the actual idle speed and is controlled at the actual idle speed.
If the engine is started in the case of an error, then the engine runs with idle speed after the starter
lockout.
The applied constant for the CAN backup is used for the torque limitation (in addition to the other
engine limitations such as smoke, full load, etc.).

Fault regeneration: See backup mode 0

4.5.1.1.6. CAN backup mode 2

If the CAN backup is present and the backup mode 2 has been received with an intact communication
via the CAN, the injection and the starter are locked and the engine is therefore shut off or not started
at all. If terminal 15 is switched off, it is waited for the end of the backup phase, and the control unit is
switched on once again, then the control unit runs in the backup mode 0, if the conditions for a CAN
backup are still present.

Fault regeneration:
If no CAN fault exists any longer, the CAN backup is terminated and the accelerator pedal is
enabled via a ramp (starting with the backup torque), injection (via a ramp) and starter are
released again. The engine continues running or can be started in a regular way.

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4.5.1.1.7. CAN data-area check

During the initialization phase of the engine control unit, the data area of the CAN send and receive
buffer is checked. In the case of an error the data is neither read from the CAN nor sent.
The engine can be run in the CAN backup, mode 0. The internal fault “CAN data area defective” is
stored in the fault memory of the engine control unit. Corrective action: replace the engine control unit.

4.5.1.1.8. Nominal engine speed CAN backup

In the CAN backup, the idle governor is used as backup governor. The backup nominal value is
calculated in dependence on the backup mode.
Depending on the calibration, it is switched over to a backup nominal value for the application of the
engine in a truck or in a bus. Both can be applied independently from each other (values in the data
set), in the following, the selected value is designated as backup nominal engine speed. Concerning
vehicles with an automatic transmission, another (lower) nominal value has to be set if necessary.

4.5.1.1.8.1. Nominal engine speed, CAN backup mode 0

If a CAN backup in mode 0 occurs during engine operation, the nominal governor speed is set to the
actual engine speed, if it is smaller than the backup nominal engine speed. If this is not the case, the
nominal governor speed is set to the backup nominal value. If the fault occurs, when the engine is not
running or the engine is shut off and is restarted in the backup operation, then the nominal governor
speed (starting with the engine speed after the starter lockout) is increased to the backup nominal
engine speed via a ramp. The nominal governor speed is limited: the lower limit is the actual idle speed
and the upper limit is the actual engine limit speed.

4.5.1.1.8.2. Nominal engine speed, CAN backup mode 1

During the active CAN backup in mode 1 the engine has to be run with idle speed. The nominal
governor speed is therefore set to the actual idle speed.

4.5.1.2. Microprocessor 2 - backup

If there is a failure of the main processor (microprocessor 1) in the PLD control unit, the backup
processor (microprocessor 2) takes over the magnetic valve control. Microprocessor 2 controls
the engine speed in a range between 800...1300 rpm. The backup speed is taught in by the main
processor. This operating mode can only be terminated by turning the control unit off.

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4.5.2. Backup functions

4.5.2.1. Ambient pressure sensor

If an error of the ambient pressure sensor is registered as active in the fault memory, a replacement
value for the ambient pressure is calculated according to the following algorithm.

If the boost pressure sensor is electrically not classified as defective and if it provides plausible signals,
the boost pressure is used as ambient pressure, as long as the engine is run with a load and engine
speed which is below the applied thresholds. If the current engine-operating point is above the applied
thresholds, the boost pressure that has been adopted last is maintained, until the engine runs below the
load-/engine speed threshold again. The applied torque- and engine speed thresholds are also used for
the plausibility check of the boost pressure sensor.

If the boost pressure sensor is electrically defective or does not provide plausible signals, the
applied replacement value is used as ambient pressure. In the case of an error “signal not
available” is sent in the cyclic telegram on the CAN.

4.5.2.2. Boost pressure control

This function is valid for the engine operation as well as for the engine-trailing throttle state. If the
boost pressure sensor is defective, if it delivers a signal which is not plausible, a defective booster path
was detected, or one of the faults (“booster set-value deviation” {valence 1}, “booster pressure
deviation” or "booster braking power MIN") is active, than the boost pressure control is switched off.
The booster can be controlled in a pre-defined manner, via an applicable constant. Because a
controlled booster braking operation is possible no more, the status of the variable engine brake is set
on not available and the braking torque characteristic line is calculated no longer.

4.5.3. Sensor – replacement values

4.5.3.1. Plausibility limits and sensor replacement values

Plausibility limits of the sensor voltages:

Below the minimum sensor voltage, the error shorted to ground is detected. Above the maximum
authorized sensor voltage, the error over voltage is detected. In the case of exceeding or falling below
the plausibility limits, an error is stored in the fault memory.

Sensor – replacement values:

The sensor replacement values are also registered engine-specifically in the data map.

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4.5.4. Diagnosis of sensors and backup functions

4.5.4.1. Temperature and pressure sensors

Error recognition: values outside of measuring range:

After the reading of the sensor voltages, the voltage values are tested to assure they are within the
valid range.
If a voltage value is outside of this range, a sporadic error is assumed and the last valid value is used
for further calculations. An error is not stored, until the respective sensor value remains in an
unauthorized value for a certain period of time.

Measures in case of error:

Application of replacement values.

4.5.4.2. Crankshaft sensor

Error recognition: crankshaft time-out

Under normal circumstances, an interrupt is transmitted every 10 degrees crankshaft via the digital
crankshaft signal. If this interrupt does not appear over a certain period of time the error “crankshaft
time-out” (no crankshaft signal) is stored.

Measures in case of error:

„Crankshaft time-out“ set in the fault memory and a transition to camshaft backup status takes place.
I.e. backup by means of camshaft signal.

Error recognition: crankshaft sensor polarity:

If the connection lines of the crankshaft sensor indicate wrong polarity, the error “crankshaft sensor
polarity” is stored. Corrective measures through customer service, engine must operate in idle.

Note: Polarity can only occur after sensor replacement. The error can only be detected by a
routine, which is started during the diagnosis by the customer service.

Response (of control unit) in case of error:

None

for workshop: reverse polarity

Error recognition: short circuit to ground and open circuit fault

Measures in case of error:

None

Response of PLD-MR: camshaft backup!

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4.5.4.3. Camshaft sensor (cylinder 1 recognition)

Error recognition: camshaft time-out

Under normal circumstances, an interrupt of the digital camshaft signal is transmitted every 60 degrees
crankshaft and 55 degrees crankshaft before cylinder 1 Top Dead Center (12 + 1 markings). If this
interrupt does not appear over a certain period of time, the error “camshaft time-out” (no camshaft
signal) is stored.
Measures in case of error:
Transition to crankshaft backup status. I.e. backup by means of crankshaft signal.

Error recognition: camshaft sensor polarity

If the connection lines of the camshaft sensor indicate wrong polarity, the error „camshaft sensor
polarity“ is stored. Corrective measures through customer service; engine must operate in idle.

Measures in case of error:

None

(see above)

Error recognition: short circuit to ground and open circuit fault

Measures in case of error:

None

(if the camshaft sensor is open or shorted, the PLD runs the engine in Limp Home Mode using
the crankshaft sensor)

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4.5.5. Diagnosis of actuators

4.5.5.1. PLD-MR injector-/magnetic valves (MV)

Error recognition: short circuit

Is only stored as an error, if it has been recognized as such for several times in succession.

Response in case of error:

Switch off the magnetic valve affected by the short circuit error. The valve remains deactivated until
the control unit is restarted via terminal 15 or the error is deleted in the fault memory. As a result the
respective cylinder is switched off.

Error recognition: no magnetic valve contact

The magnetic valves are only completely open, when the valve anchor has made magnetic contact. It is
therefore essential to determine the time between the electrical switch-on point and the point of
magnetic contact on the valve anchor. The MV-starting point must be offset by this period of time to
adjust the correct begin of injection. To this purpose, the point in time of the magnetic contact of the
valve anchor is detected by the system hardware and a contact signal is released. If this signal lies
outside of a defined time reference, an error in point of magnetic contact is recognized.

Measures in case of error:

If an error in point of magnetic contact is recognized, the last valid point of contact is used.

Error recognition: interference of solenoid valve control

After solenoid valve activation, the valve current must exceed a given current threshold after a
specified period of time (=f(UB)). If this current threshold is not yet surpassed after 1...1,5 ms, a
control error is recognized.

Measures in case of error:

The solenoid valve affected by the control error, remains electrically switched on, but it is possible that
it does not open (current too low). Renewed solenoid valve control is attempted in the next working
cycle.

Measures taken by the customer service: control of electrics

4.5.5.2. PLD proportional valves

Error recognition: short circuit to ground + lead

If there are several consecutive short circuits in the positive lead during control of a proportional valve,
the error „ground short (+lead)“ is stored.

Measures in case of error:

Switch off the proportional valve affected by the short circuit error. The valve remains closed until the
control unit is restarted via terminal 15 or the error is deleted in the fault memory.

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4.5.5.3. Starter control

Error recognition: short circuit to ground

If there are several consecutive short circuits (3 times) during the control of the starter, the error
„ground short starter control“ is stored.

Measures in case of error:

No further starter control until the next restart via terminal 15 or through the deletion of the error in the
fault memory.

Error recognition: open circuit fault

If there is no starter control, the voltage level of the starter solenoid driver indicates if a open circuit
fault exists.

Measures in case of error

None

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4.6. Fault codes & remedial actions

4.6.1. Fault codes

The fault codes can be read off with a diagnosis unit (e.g. Minidiag 2).

•The display differentiates between current and non-current faults.

•Current fault codes cannot be cleared.

The fault codes listed apply to the PLD-MR.

The fault codes stored in the control unit describe the priority (valence = „w“), path („pp“) and type
(„aa“) of the fault which has developed.

Example of a fault code: 10605

1 = fault priority (w)
06 = fault path (pp)
05 = fault type (aa)

In the 5-digit fault code, the first digit (0,1 or 2) indicates the fault priority. Proceed as follows,
depending on the fault priority:

4.6.1.1. Fault priority 0

If necessary, these faults can be rectified during the next maintenance service.

4.6.1.2. Fault priority 1

The fault must be rectified as soon as possible.
It can be expected that the running characteristics of the engine will be affected.
The driving and the braking characteristics of the vehicle may have changed if driving mode is active.
If working speed governor mode is active, the operating characteristics of the equipment may have
changed.

4.6.1.3. Fault priority 2

The fault must be rectified immediately.
The running characteristics of the engine will be affected (emergency running programme).
The driving and braking characteristics of the vehicle will have changed if driving mode is active.
If working speed governor mode is active, the operating characteristics of the equipment will
have changed.

Have priority 2 malfunctions rectified immediately in a DaimlerChrysler Service Station or

specialist workshop.

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4.6.2. Fault paths

partial code Fault path Remark / Application
(pp)
00 not assigned
01 CAN interface
02 not assigned
03 crankshaft sensor
04 camshaft sensor
05 engine only if no clear assignment is possible
06 not assigned
07 mixture formation system/ lambda air monitoring, gas monitoring CNG
control
08 knock sensor CNG ecu
09 lambda sensor (LSU) CNG ecu
10 engine-oil temperature sensor
11 fuel temperature sensor CNG ecu: gas temperature
12 charge-air temperature sensor
13 ambient pressure sensor
14 charge-air pressure sensor
15 coolant temperature sensor
16 engine-oil pressure sensor
17 fuel pressure sensor fuel monitoring (also in the case of CNG)
18 booster path / boost pressure control air routing, Wastegate, VTG etc.
19 fuel circulation fuel pump, fuel filter etc.
20 engine-oil circulation oil pump etc.
21 coolant circulation water pump etc.
22 terminal 15 detection
23 terminal 30 detection
24 scavenging gradient sensor (P2S-P3)
25 engine-oil level sensor
26 speed sensor booster 1 boost pressure control
27 speed sensor booster 2 boost pressure control
28-39 not assigned
40 control unit internal fault CAUTION: measure: exchange control unit!!
41 not assigned
42-47 in-gas valves cylinder 1-6 electric circuit, CNG- ECU

48 control MV bank 1 electric circuit

49 control MV bank 2 electric circuit
50 control MV cylinder 1 electric circuit
51 control MV cylinder 2 electric circuit
52 control MV cylinder 3 electric circuit
53 control MV cylinder 4 electric circuit
54 control MV cylinder 5 electric circuit
55 control MV cylinder 6 electric circuit
56 control MV cylinder 7 electric circuit
57 control MV cylinder 8 electric circuit
58-63 ignition output stage cylinder 1-6 electric circuit, CNG- ECU
64 not assigned
65 oil separator
66-68 not assigned
69 gas shut-off valve CNG: electric circuit
70 proportional valve 1 electric circuit
71 proportional valve 3 electric circuit
72 proportional valve 4 electric circuit
73 proportional valve 2 electric circuit
74 proportional valve 5 electric circuit

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partial code Fault path Remark / Application

(pp)
75 ECU voltage supply terminal 30 / battery
76 proportional valve 6 electric circuit
77 proportional valve bank 1 electric circuit
78 proportional valve bank 2 electric circuit
79 not assigned
80 starter/starter control
81 butterfly valve angle sensor B CNG: electric circuit
82 butterfly valve angle sensor A CNG: electric circuit
83 throttle valve-engine CNG: electric circuit
84 Lambda sensor (heater circuit) CNG: electric circuit
85-89 not assigned
90 cylinder 1 mechanical/hydraulic fault, e.g. LRR, EZA
91 cylinder 2 mechanical/hydraulic fault, e.g. LRR, EZA
92 cylinder 3 mechanical/hydraulic fault, e.g. LRR, EZA
93 cylinder 4 mechanical/hydraulic fault, e.g. LRR, EZA
94 cylinder 5 mechanical/hydraulic fault, e.g. LRR, EZA
95 cylinder 6 mechanical/hydraulic fault, e.g. LRR, EZA
96 cylinder 7 mechanical/hydraulic fault, e.g. LRR, EZA
97 cylinder 8 mechanical/hydraulic fault, e.g. LRR, EZA
98 not assigned
99 immobilizer
Chart: fault paths (pp)

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4.6.3. Fault types

partial code Fault type Remark / Application
(aa)
00 communication line 1 defective communication interface (e.g. CAN)
01 communication line 2 defective communication interface (e.g. CAN)
02 data not plausible communication interface (e.g. CAN)
03 not assigned
04 no communication communication interface (e.g. CAN)
05 shortened to battery voltage (+lead) plus-lead shorted to battery voltage (e.g. terminal
30)
06 ground short (-lead) minus-lead shorted to ground
07 shortened to battery voltage (-lead) minus-lead shorted to battery voltage (e.g. terminal
30)
08 ground short (+lead) plus-lead shorted to ground
09 open circuit fault general open circuit
10 signal level too low crankshaft/camshaft
11 signal assignment not plausible crankshaft/camshaft
12 signal timeout generally speed sensor
13 signal polarity wrong crankshaft/camshaft
14 not assigned
15 measuring range exceeded analogue sensor – voltage signal
16 remains under measuring range analogue sensor – voltage signal
17 measuring value not plausible analogue sensor
18 booster path defective
19 signal inconsistent
20 pressure too high
21 pressure too low
22 temperature too high
23 temperature too low
24 auxiliary controller / microcontroller 2 internal fault
defective
25 fluid level too high
26 fluid level too low
27 control disturbed injector valves
28 injector valve-solenoid valve shorted injector valves
29 not assigned
30 engine speed too high
31 engine speed too low
32 not assigned
33 starter relay hangs starter
34 Highside transistor high-resistance internal fault, PV-bank1
35 Highside transistor high-resistance internal fault, PV-bank 2
36 Highside transistor high-resistance internal fault, PV5
37 cylinder number not plausible internal fault
38 starter driver high-resistance internal fault
39 starter driver high-resistance internal fault
40 level-detection starter defective internal fault, starter
41 transistor defective internal fault, proportional valves
42 nominal range exceeded e.g. battery voltage
43 remains under nominal range e.g. battery voltage
44 limit value achieved engine-smoothness control
45 limit value achieved individual cylinder adaptation
46 EZA- Timeout individual cylinder adaptation
47 fuel map (characteristic data map) internal fault
defective
48 cylinder number <> engine type not internal fault
plausible
49 calibration fault

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partial code Fault type Remark / Application

(aa)
50 hardware detection wrong internal fault
51 EEPROM- read error 1 internal fault
52 EEPROM- read error 2 internal fault
53 EEPROM- read error 3 internal fault
54 CAN data area defective internal fault
55 AD converter monitoring internal fault
56-59 not assigned
60 key number limited to 8 WSP (immobilizer)
61 counter overflow WSP (immobilizer)
62 not assigned
63 no signal from redundant source e.g. WSP : TPC via CAN TPC (TransPonder Code)
64 no signal from signal source e.g. WSP : TPC via terminal 50
65 valid but incorrect signal code e.g. WSP: key wrong
66-72 not assigned
73 limit value achieved loader ganging governor
74 set value deviation too high integrator monitoring (e.g. booster)
75 system deviation too high monitoring system deviation (e.g. booster)
76 limit value not achieved e.g. boost pressure in booster trailing-throttle
77 control current not within tolerance e.g. CNG, throttle valve setting-forces too high
78 general actuator fault e.g. CNG, mechanical throttle valve failure
79 not assigned
80 knocking combustion CNG: problem gas quality
81 combustion with misfiring CNG
82-85 not assigned
86 starter does not engage starter
87-99 not assigned
Chart: fault types (aa)

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4.6.4. Fault codes and fault requirements, high priority

Fault No. Fault Remedial action
2 40 53 internal fault - check all affected connectors, plug connections and electric components for
EEPROM: Checksum- fault 3 damage, loose contact, corrosion etc., and repair if necessary.
(block production or - if fault code still present, renew and calibrate control unit.
- perform functional check
immobilizer)
2 48 05 control solenoid valve:
shortened to battery voltage
Highside
bank 1
2 48 06 control solenoid valve:
ground short Lowside bank 1
2 49 05 control solenoid valve:
shortened to battery voltage
Highside
bank 2
2 49 06 control solenoid valve:
ground short Lowside bank2
2 50 28 short circuit injector- important note:
/solenoid valve cylinder 1 - upon removing mechanical or electrical faults at the injector valves, the
2 51 28 short circuit injector- engine-smoothness control has to be set to zero.
/solenoid valve cylinder 2 - The engine smoothness control can be set to zero in the menu „controls“ in
2 52 28 short circuit injector- the menu level “check engine smoothness control”.
/solenoid valve cylinder 3 - switch off ignition for at least 10s after each testing stage, start engine and
2 53 28 short circuit injector- read out actual fault.
/solenoid valve cylinder 4
2 54 28 short circuit injector- - general visual check (damage, loose contact, corrosion etc.), remove fault if
/solenoid valve cylinder 5 necessary.
2 55 28 short circuit injector-
/solenoid valve cylinder 6 - check electrical screw connections of the affected injector valve for short
circuit.
2 56 28 short circuit injector-
- disconnect electrical screw connections of the affected injector valve.
/solenoid valve cylinder 7
2 57 28 short circuit injector-
example for fault code 25028
/solenoid valve cylinder 8
- Fault code 25028 not actual: injector valve of the affected cylinder
- fault code 25028 remains actual: check electrical supply lines of the
respective injector valve(s) for short circuit, repair or replace if necessary.
check electrical supply line of the affected injector valve if shorted to battery
voltage and ground short, repair or replace if necessary.

- if fault code 25028 remains present: replace and program ECU engine
control (e.g. PLD-MR)
-perform functional check
2 99 65 immobilizer note:
wrong key -several attempts were made to start the vehicle with a non-trained key.

- wait for the end of the timeout with the ignition switched on, train
transponder key after that via the select menu “train transponder key” (FDOC
authorization required).
- the duration of the timeout depends on the number of the previous starting
trials.

Chart: fault codes and fault requirements, high priority

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4.6.5. Fault codes and fault requirements, mean priority

Fault No. Fault Corrective action
1 01 00 CAN connection: - check wire A6 X1 16/1 - A3 X4 18/1 for open circuit fault, repair or replace
CAN-High defective if necessary.
- switch on ignition
- delete fault memory in ECU engine control (e.g. PLD-MR)
- delete fault memory in SG FRE
- perform functional check
1 01 01 CAN connection: - check wire A6 X1 16/2 - A3 X4 18/1 for open circuit fault, repair of replace
CAN-Low defective if necessary
- switch on ignition
- delete fault memory in ECU engine control (e.g. PLD-MR)
- delete fault memory in SG FRE
- perform functional check
1 01 02 CAN connection: - work off actual faults of SG FRE apart from CAN data bus fault codes
CAN data not plausible 10201, 00202 and 10203.
- perform functional check
1 01 04 CAN connection: - check CAN connection to SG FRE
no connection to CAN - check cables, connectors, plug connectors and electrical components for
damage, correct connection, loose contact and corrosion, repair if
necessary.
- remove engine CAN bus fault in the SG FRE
- perform functional check
- communication with the ECU engine control (e.g. PLD-MR) restored: check
calibration of ECU engine control (e.g. PLD-MR) for one wire capability.
1 01 49 CAN connection: - check parameters 10 and 13 and correct if necessary.
parameter fault CAN - perform functional check
1 03 08 crankshaft position sensor: - check wire N3/2 – N3/19 and position sensor for ground short, replace if
crankshaft sensor ground necessary
short - nominal value 1.2 kOhm
1 03 09 crankshaft position sensor: - check wire N3/2 – N3/19 and position sensor for open circuit fault, replace
crankshaft sensor open if necessary
circuit fault - nominal value 1.2 kOhm
1 03 10 crankshaft position sensor: - pull out position sensor while engine is stopped and perform visual check.
crankshaft level too low - remove metal pieces/shavings if necessary.
- replace position sensor in the case of mechanical damage (clear stress
marks)
- replace clamping sleeve of the position sensor if necessary.
- press-in speed (position) sensor during engine standstill until mechanical
limit stop.
- perform functional check
1 03 11 crankshaft position sensor: - pull out position sensor during engine standstill and perform visual check.
crankshaft/camshaft signal - replace position sensor in the case of mechanical damage (clear stress
marks).
assignment not plausible
- check crankshaft- and camshaft position sensor for tight fitting, replace
clamping sleeve if necessary.
- press in both speed (position) sensor during engine standstill until
mechanical limit stop.
- check wires at plug connection N3 for damage, correct connection and
corrosion, repair if necessary.
- check crankshaft- and camshaft position sensor at plug N3 for
interchanging.
1 03 12 crankshaft position sensor: - press in speed (position) sensor during engine standstill until mechanical
crankshaft timeout - no limit stop.
crankshaft signal - fault code 10309 actual: work off this fault code.
- fault code 10312 actual: check crankshaft position sensor, replace if
necessary.
- nominal value 1.2 kOhm
1 03 13 crankshaft position sensor: - connect the position sensor correctly with the pin N3 of the control unit MR
crankshaft sensor wrong - perform functional check
polarity
1 04 08 camshaft position sensor: - check wire N3/1 – N3/20 and position sensor for ground short, replace if
camshaft sensor ground necessary.
short - nominal value: 1.2 kOhm

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Fault No. Fault Corrective action

1 04 09 camshaft position sensor: - check wire N3/1 – N3/20 for open circuit
camshaft sensor open , replace if necessary
circuit fault - nominal value: 1.2 kOhm
1 04 12 camshaft position sensor: - if fault codes 10408 and 10409 are current, remove them first
camshaft time-out (no - pull out position sensor B16 during engine standstill and perform visual
camshaft signal) check
- remove metal pieces/shavings if necessary.
- replace position sensor in the case of mechanical damage (clear stress
marks).
- press in speed (position) sensor during engine standstill until mechanical
limit stop.

-perform functional check.

1 04 13 camshaft position sensor: - position sensor B16 correctly with pin N3 of the ECU engine control (e.g.
camshaft sensor wrong PLD-MR)
polarity - perform functional check

1 05 30 engine: - inform about authorized engine speed

engine speed too high delete fault memory
1 11 15 fuel temperature sensor - check wire B10, repair or replace if necessary.
measuring range exceeded - nominal value: 2.4 kOhm (corresponds to 21°C)
- check wire N3/36 – B10/1 if shortened to battery voltage and if open
circuit fault, repair if necessary.

- check wire N3/4 – B10/2 for open circuit fault, repair if necessary.
- perform functional check
1 11 16 fuel temperature sensor - check sensor B10, repair or replace if necessary.
remains under measuring - nominal value: 2.4 kOhm (corresponds to 21°C)
range - check wire N3/36 – B10/1 for short circuit to ground, repair if necessary.
- perform functional check
1 12 15 boost temperature sensor - check temperature sensor B9, replace if necessary.
measuring range exceeded - nominal value: 2.4 kOhm (corresponds to 21°C)
- check wire N4/48 – B9/1 if connected to battery voltage and if open circuit
fault, repair if necessary.
- check wire N3/21 – B9/2 for open circuit fault, repair if necessary.
- perform functional check.
1 12 16 boost temperature sensor - check temperature sensor B9, replace if necessary.
remains under measuring - nominal value: 2.4 kOhm (corresponds to 21°C)
range - check wire N3/48 – B9/1 for short circuit to ground, repair if necessary.
- perform functional check.
1 14 15 boost pressure sensor - check boost pressure, replace if necessary.
measuring range exceeded - check wire N3/29 – B13/2 for open circuit fault and if shorted to battery
voltage, repair if necessary.
- check wire N3/23 – B13/1 for open circuit fault, repair if necessary.
- perform functional check.
1 14 16 boost pressure sensor - unplug the connector from combination sensor. fault codes 01215 and
remains under measuring 11415 actual: replace combination sensor.
range - check wire N3/7 – B13/3 for short circuit to ground, repair if necessary.
- check wire N3/29 – B13/2 for short circuit to ground, repair if necessary.
- perform functional check.
1 14 17 boost pressure sensor - check wire N3/7 – B13/3 for open circuit fault, repair if necessary.
measured value not - check boost pressure sensor, replace if necessary.
plausible - perform functional check.

- if fault code 01315 or 01316 also actual: replace and calibrate ECU engine
control (e.g. PLD-MR).
1 15 15 coolant temperature sensor - check sensor B65, repair or replace if necessary.
measuring range exceeded - nominal value: 2.4 kOhm (corresponds to 21°C)
- check wire N3/34 – B65/1 for open circuit fault or if shortened to battery
voltage, repair if necessary.
- check wire N3/3 – B65/2 for open circuit fault, repair or replace if
necessary.
- perform functional check.
1 15 16 coolant temperature sensor - check sensor B65, repair or replace if necessary.
remains under measuring - nominal value: 2.4 kOhm (corresponds to 21°C)

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Fault No. Fault Corrective action

range - check wire N3/34 – B65/1 for open circuit fault, repair or replace if
necessary.
- perform functional check.
1 16 15 oil pressure sensor - check oil pressure sensor, replace if necessary.
measuring range exceeded - check wire N3/26 – B12/K1 for open circuit fault or if shortened to battery
voltage, repair if necessary.
- check wire N3/5 – B12/K2 for open circuit fault, repair if necessary.
- perform functional check.

1 16 16 oil pressure sensor - check oil pressure sensor, replace if necessary.

remains under measuring - check wire N3/26 – B12/K1 for short circuit to ground, repair if necessary.
range -.perform functional check.
1 16 17 oil pressure sensor - check oil level, correct if necessary.
signal not plausible - check wire N3 55/6 – B110/3 for open circuit fault, repair or replace if
necessary.
- check oil pressure sensor, replace if necessary.
- perform functional check.
1 17 15 combination input (FPS, P-
DK):
measuring range exceeded
1 17 16 combination input (FPS, P-
DK):
remains under measuring
range
1 17 17 combination input (FPS, P-
DK):
signal not plausible
1 18 18 booster path: - check tubes and connections between turbocharger, boost air cooler and
booster path defective the boost air tubes for leakage.
- check boost air cooler.
- perform functional check.
1 18 20 booster path: - if fault codes 11415 or11417 are also present, process them first.
boost pressure too high - boost pressure system (boost air tubes, boost air cooler) visual check..
- perform functional check.
1 18 73 max. output of booster
speed balancing governor
1 18 74 booster path / boost
pressure control:
set value deviation too high
(with power reduction)
1 18 75 booster path / boost
pressure control:
boost pressure deviation too
high
1 18 76 booster path / boost
pressure control:
braking power too low
1 19 17 fuel circulation:
measured value not
plausible
1 22 19 terminal 15 detection: - check fuse F30, replace if necessary.
inconsistency MR<->FR - check wires and plug connectors between S1/1 and A3 X2 18/3 or A6 X1
16/15 for open circuit fault, repair or replace if necessary.
- perform functional check.
1 23 19 terminal 50 detection: - check wires and plug connectors between S1/2 and A3 X1 18/18 for open
inconsistency MR<->FR circuit fault, repair if necessary.
- check wires and plug connectors between S1/2 and A6 X1 16/8 for open
circuit fault, repair if necessary.
- perform functional check.
1 24 15 D) scavenging gradient sensor
(P2S-P3):
measuring range exceeded

1 24 16 D) scavenging gradient sensor

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Fault No. Fault Corrective action

(P2S-P3):
remains under measuring
range
1 26 12 no speed booster 1
1 27 12 no speed booster 2
1 40 34 D) internal fault:
HS-transistor PVB1
high-resistance
1 40 35 D) internal fault:
HS-transistor PVB2 high-
resistance
1 40 36 D) internal fault:
HS-transistor PV5
high-resistance
1 40 38 internal fault:
starter driver high-
resistance (main path)
1 40 39 internal fault: - check all affected plugs, plug connectors and electrical components for
starter driver low-resistance damage, loose contact, corrosion etc. and repair if necessary.
(main path or auxiliary path) -if fault code is still present, replace and program control unit.
- perform functional check.
1 40 41 C) internal fault: - check all affected plugs, plug connectors and electrical components for
PV- Highside- transistor damage, loose contact, corrosion etc. and repair if necessary.
defective - if fault code is still present, replace and program control unit..
- perform functional check.
1 40 49 internal fault: - check all affected plugs, plug connectors and electrical components for
parametrization fault damage, loose contact, corrosion etc. and repair if necessary.
- if fault code is still present, replace and program control unit.
- perform functional check.
1 40 52 internal fault: - check all affected plugs, plug connectors and electrical components for
EEPROM: CKS- fault 2 damage, loose contact, corrosion etc. and repair if necessary.
(groups vehicle parameters) - if fault code is still present, replace and program control unit.
- perform functional check.
1 40 54 internal fault: - check all affected plugs, plug connectors and electrical components for
CAN-data area defective damage, loose contact, corrosion etc. and repair if necessary.
- if fault code is still present, replace and program control unit.
- perform functional check.
1 50 26 contact recognition important note:
injector-/solenoid valve: - Upon removing mechanical or electrical faults at the injector valves, the
no contact cylinder 1 engine-smoothness control has to be set to zero.
- the engine-smoothness control can be set to zero in the menu „controls“ at
the menu level „check of engine-smoothness control“.

- if fault code 07543 actual, process this fault code first.

- if fuel filter installed: check fuel filter and clean or replace it if necessary.
- bleed fuel line, after work at fuel system,.
- fault code 15026 remains actual: carry out subsequent checks.

- corresponding fault code actual at another cylinder of the same bank:

check electrical supply lines of the affected injector valve(s) for short
circuit, repair or replace if necessary.

- corresponding fault code actual at another cylinder of the same bank:

exchange injector valve of the affected cylinder with the injector valve of a
cylinder which is not affected. Have the engine run.
- fault code moves on (with the injector valve) to the other cylinder. Replace
exchanged injector valve.
1 50 27 control failure important note:
injector-/solenoid valve: - upon removing mechanical or electrical faults at the injector valves, the
control cylinder 1 disturbed engine-smoothness control has to be set to zero.
- the engine-smoothness control can be set to zero in the menu „controls“ at
the menu level „check engine-smoothness control“.

- if fault code 07543 actual, process this fault code first.

- check screw terminals at the affected injector valve for tight fitting.

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Fault No. Fault Corrective action

- check the supply line of the affected injector valve for interruption.
- check connectors X1 and N3 of the ECU engine control (e.g. PLD-MR) for
correct contacting.

- fault code 15027 remains present: exchange injector valve of the affected
cylinder with the injector valve of a cylinder which is not affected. Have the
engine run.
- fault code moves on (with the injector valve) to the other cylinder. Replace
exchanged injector valve.
1 51 26 contact recognition refer to example of fault code 15026...
injector-/solenoid valve:
no contact cylinder 2
1 51 27 control failure refer to example of fault code 15027...
injector-/solenoid valve:
control cylinder 2 disturbed
1 52 26 contact recognition refer to example of fault code 15026...
injector-/solenoid valve:
no contact cylinder 3
1 52 27 control failure refer to example of fault code 15027...
injector-/solenoid valve:
control cylinder 3 disturbed
1 53 26 contact recognition refer to example of fault code 15026...
injector-/solenoid valve:
no contact cylinder 4
1 53 27 control failure refer to example of fault code 15027...
injector-/solenoid valve:
control cylinder 4 disturbed
1 54 26 contact recognition refer to example of fault code 15026...
injector-/solenoid valve:
no contact cylinder 5
1 54 27 control failure refer to example of fault code 15027...
injector-/solenoid valve:
control cylinder 5 disturbed
1 55 26 contact recognition refer to example of fault code 15026...
injector-/solenoid valve:
no contact cylinder 6
1 55 27 control failure refer to example of fault code 15027...
injector-/solenoid valve:
control cylinder 6 disturbed
1 56 26 contact recognition refer to example of fault code 15026...
injector-/solenoid valve:
no contact cylinder 7
1 56 27 control failure refer to example of fault code 15027...
injector-/solenoid valve
control cylinder 7 disturbed
1 57 26 contact recognition refer to example of fault code 15026...
injector-/solenoid valve:
no contact cylinder 8
1 57 27 control failure refer to example of fault code 15027...
injector-/solenoid valve:
control cylinder 8 disturbed
1 70 06 note: ECU engine control (e.g. PLD-MR) wrong calibration.

proportional valve 1: - check parametrization.

short circuit to ground (-lead) - parameter 06 has to be set to NOT ACTIVE
- if not, then the data set of ECU engine control (e.g. PLD-MR) is wrong
- replace and program ECU engine control (e.g. PLD-MR).
- perform functional check.
1 70 07 D) proportional valve 1:
shortened to battery voltage
(-lead)
1 70 09 proportional valve 1: note: ECU engine control (e.g. PLD-MR) wrong calibration.
open circuit fault
- check parametrization.
- parameter 06 has to be set to NOT ACTIVE

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Fault No. Fault Corrective action

- if not, then the data set of ECU engine control (e.g. PLD-MR) is wrong
- replace and program ECU engine control (e.g. PLD-MR).
- perform functional check.
1 71 06 proportional valve 3: note: ECU engine control (e.g. PLD-MR) wrong calibration / short circuit to
short circuit to ground (-lead) ground

- check calibration, correct if necessary. Parameter 008 has to be set to NOT

ACTIVE.

- if the calibration is OK, check wire N3/41 – Y70/1 for short circuit to
ground, repair or replace if necessary.

- if still no fault can be detected, replace and program ECU engine control
(e.g. PLD-MR).
- perform functional check.

1 71 07 D) proportional valve 3:
shortened to battery voltage
(-lead)
1 71 09 proportional valve 3: note: ECU engine control (e.g. PLD-MR) wrong calibration/ open circuit fault
open circuit fault
- check calibration, correct if necessary. Parameter 008 has to be set to NOT
ACTIVE.

note:
- if a Linnig-fan is installed, the following calibration applies:
parameters 8 and 9 have to be set to ACTIVE.
parameter 14 has to be set to “Type 0”.

- fault code 17109 still actual: check wires N3/41 – Y70/1 and N3/12 –
Y70/2 for open circuit fault, repair or replace if necessary.

- if no fault can be detected, replace and program ECU engine control (e.g.
PLD-MR).
- perform functional check.
1 71 12 fan speed currently not fan speed detection installed.
no signal (timeout)
- check calibration, correct if necessary. Parameter 14 has to be set to
„Type 0“.
1 72 06 proportional valve 4: note: ECU engine control (e.g. PLD-MR) wrong calibration / short circuit to
short circuit to ground (-lead) ground

- check calibration, correct if necessary. Parameter 009 has to be set to NOT

ACTIVE.

- if the calibration is OK, check wire N3/43 – Y70/3 for short circuit to
ground, repair or replace if necessary.

- if still no fault can be detected, replace and program ECU engine control
(e.g. PLD-MR).
- perform functional check.
1 72 07 D) proportional valve 4:
shortened to battery voltage
(-lead)
1 72 09 proportional valve 4: note: ECU engine control (e.g. PLD-MR) wrong calibration / open circuit fault
open circuit fault
- check calibration, correct if necessary. Parameter 009 has to be set to NOT
ACTIVE.

note:
- if a Linnig-fan is installed, the following calibration applies:
parameters 8 and 9 have to be set to ACTIVE.
parameter 14 has to be set to “Type 0”.

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Fault No. Fault Corrective action

- fault code17209 remains actual: check wires N3/43 – Y71/3 und N3/12 –
Y71/4 for open circuit fault, repair or replace if necessary.

- if no fault can be detected, replace and program ECU engine control (e.g.
PLD-MR)
- perform functional check.
1 73 06 note: ECU engine control (e.g. PLD-MR) wrong calibration

proportional valve 2: - check calibration, correct if necessary. Parameter 007 has to be set to NOT
short circuit to ground (-lead) ACTIVE.
- if not, then the data set of the control unit MR is wrong.
- replace and program ECU engine control (e.g. PLD-MR).
- perform functional check.
1 73 07 D) proportional valve 2:
shortened to battery voltage
(-lead)
1 73 09 proportional valve 2:
open circuit fault
1 74 05 D) proportional valve 5:
shortened to battery voltage
(+lead)

1 74 08 D) proportional valve 5:
short circuit to ground
(+lead)
1 76 09 D) proportional valve 6:
open circuit fault
1 77 05D) proportional valve bank 1:
shortened to battery voltage
(+lead)
1 77 08 D) proportional valve bank 1:
short circuit to ground
(+lead)
1 78 05 D) proportional valve bank 2:
shortened to battery voltage
(+lead)
1 78 08 D) proportional valve bank 2:
short circuit to ground
(+lead)
1 80 05 starter control : - check wire N3/18 – terminal 50 input (terminal 86) of starter relay if
starter relay external current shortened to battery voltage, repair or replace if necessary.
supply - check starter relay, replace if necessary.
- restore electrical connection(s)
1 80 08 starter control: - check wire N3/18 – terminal 50 input (terminal 86) of the starter relay for
short circuit to ground short circuit to ground, repair or replace if necessary.
- check starter relay, replace if necessary.
1 80 09 starter control: - disconnect battery
open circuit fault - check wire N3/18 – terminal 50 input (terminal 86) of the starter relay for
open circuit fault, repair or replace if necessary.
- check starter relay, replace if necessary.
1 80 33 starter control: - check starter relay, replace if necessary.
starter relay fixed in closed
position

1 80 86 starter control: - check starter electrically and mechanically

starter does not engage - perform functional check.
1 99 60 immobilizer: - a maximum of eight key- transponder codes can be stored in the ECU
key number limited to 8 engine control (e.g. PLD-MR).
- if this number of keys has already been lost, train the new keys via the
select menu „train transponder key”. This requires a FDOC-authorization.
1 99 61 immobilizer: note:
counter overflow - ECU engine control (e.g. PLD-MR) is unserviceable, because manipulations
for the decoding of the transponder codes (immobilizer) have been made at
the vehicle.

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Fault No. Fault Corrective action

- replace and program ECU engine control (e.g. PLD-MR)
- perform functional check.
1 99 62 immobilizer: note:
X5 has been withdrawn - a ECU engine control (e.g. PLD-MR) for applications without immobilizer
has been installed in a vehicle with immobilizer. The ECU engine control
(e.g. PLD-MR) has activated the immobilizer, i.e. it became unserviceable for
the prior application. The SG can only be used for an operation with an
immobilizer.

- train transponder key via the select menu „train transponder key“. This
requires FDOC-authorization.
- in the case of power shortage or excessive fuel consumption a new ECU
engine control (e.g. PLD-MR) (adjusted to the respective engine) has to be
installed.
1 99 63 - fault code 19964 also actual: use spare transponder key in order to start
immobilizer: - engine starts with spare key: try to train the defective transponder key via
no TPC via CAN the select menu „train transponder key“.
if the trial fails, order and train a new transponder code (FDOC
authorization required).

- engine does not start with spare key. Check voltage supply and wiring of
the readout-electronics, repair if necessary. If no fault is detected, replace
readout-electronics of the immobilizer.

- fault code 19964 not actual: check calibration of the SG FRE for
immobilizer.
- in the SG FRE no parameters are set for the immobilizer: calibrate the SG
FRE for immobilizer.
- SG FRE is calibrated for immobilizer: check fault memory for actual fault
code 12319.

- fault code 12319 actual: check wire of terminal 50 between driving switch
and SG FRE for open circuit fault, repair or replace if necessary.
- fault code 12319 not actual: work off stored CAN-bus faults.
1 99 64 immobilizer: note.
no TPC via terminal 50 - the readout-electronics read the transponder code and sends it permanently
to the control units FRE and MR via the wire terminal 50.

- if fault code 19963 actual, process this fault code first.

- check wire of terminal 50 between driving switch and ECU engine control
(e.g. PLD-MR) for open circuit fault, repair or replace if necessary.

Chart: fault codes and fault requirements, mean priority.

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4.6.6. Fault codes and fault requirements, minor priority

Fault No. Fault Remedial action
0 10 15 oil temperature sensor - check oil temperature sensor B11, replace if necessary.
measuring range exceeded nominal value: 2.4 kOhm (corresponds to 21 °C)
- check wire N3/39 – B11/1 for open circuit fault and if shortened to battery
voltage, repair if necessary.
- check wire N3/15 – B11/2 for open circuit fault, repair if necessary.
- if fault code is still present: replace and program ECU engine control (e.g.
PLD-MR).
- perform functional check.
0 10 16 oil temperature sensor -check oil temperature sensor B11 and replace if necessary.
remains under measuring nominal value: 2.4 kOhm (corresponds to 21 °C)
range - check wire N3/39 – B11/1 for ground short, repair if necessary.
- if fault code still present: replace and program ECU engine control (e.g. PLD-
MR).
- perform functional check.
0 13 15 ambient pressure sensor - if fault codes 11415 or 11416 are present, remove them first
measuring range exceeded - fault code 01315 remains present: read out actual values 014 and 015 and
compare with each other.
- actual value inside tolerance band (+/- 10%) while engine stops: replace
and program ECU engine control (e.g. PLD-MR).
0 13 16 ambient pressure sensor - if fault codes 11415 or 11416 are present, remove them first
remains under measuring - fault code 01316 remains present: read out actual values 014 and 015 and
range compare with each other.
- actual value inside tolerance band (+/- 10%) while engine stops: replace
and program ECU engine control (e.g. PLD-MR).
0 18 74 booster path (control) set
value deviation too high
0 20 20 engine oil circulation
pressure too low
0 20 26 engine oil circulation
fluid level too high / too low
0 21 22 coolant circulation
temperature too high
0 25 09 oil level sensor - check oil level sensor B14, replace if necessary.
open circuit fault - check wire N3/33 – B14/1 for open circuit fault, repair or replace if
necessary.
- check wire N3/49 – B14/2 for open circuit fault, repair or replace if
necessary
- perform functional check
0 25 15 oil level sensor - check oil level, correct if necessary.
measuring range exceeded - check wire N3/33 – B14/1 if shortened to battery voltage, repair of replace
if necessary.
- check oil level sensor B14 resistance, replace if necessary
- nominal value: 20-25 Ohm
- perform functional check.
0 25 16 oil level sensor - check oil level, correct if necessary.
remains under measuring - check wire N3/33 – B14/1 for ground short, repair or replace if necessary.
range - check oil level sensor B14 resistance, replace if necessary.
nominal value: 20-25 Ohm
- perform functional check.
0 25 17 oil level sensor - check oil level during engine standstill, correct if necessary.
measured value not plausible - check calibration of oil pan type, correct if necessary.
- calibration of oil level sensor, correct if necessary.
- check cable, plug, plug connections and electrical components for damage,
correct connection, loose contact and corrosion, repair if necessary.
- check oil level sensor B14 resistance, replace if necessary.
nominal resistance: 22 Ohm when oil pan filled.
- perform functional check.
0 40 24 internal fault: - check all affected connectors, plug connections and electrical components
auxiliary controller defective for damage, loose contact, corrosion etc. and repair if necessary.
- if fault code is still present, renew and program control unit
- perform functional check.
0 40 37 internal fault: - check all affected connectors, plug connections and electrical components
cylinder number implausible for damage, loose contact, corrosion etc. and repair if necessary.
- if fault code is still present, renew and program control unit.

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Fault No. Fault Remedial action

- perform functional check.
0 40 38 internal fault: - if fault code 07543 is present, remove this fault code first.
high resistance starter driver - check all affected connectors, plug connections and electrical components
for damage, loose contact, corrosion etc. and repair if necessary.
(redundant-/auxiliary path)
- if fault code is still present, renew and program control unit.
- perform functional check.
0 40 40 internal fault: - check all affected connectors, plug connections and electrical components
level detection starter for damage, loose contact, corrosion etc. and repair if necessary.
defective - if fault code is still present, renew and program control unit.
- perform functional check.
0 40 47 internal fault: - check all affected connectors, plug connections and electrical components
characteristic data map for damage, loose contact, corrosion etc. and repair if necessary.
defective - if fault code is still present, renew and program control unit.
- perform functional check.
0 40 48 internal fault: - check all affected connectors, plug connections and electrical components
cylinder number implausible for damage, loose contact, corrosion etc. and repair if necessary.
- if fault code is still present, renew and program control unit.
- perform functional check.
0 40 50 internal fault: - check all affected connectors, plug connections and electrical components
incorrect hardware detection for damage, loose contact, corrosion etc. and repair if necessary.
- if fault code is still present, renew and program control unit.
- perform functional check.
0 40 51 internal fault: - check all affected connectors, plug connections and electrical components
EEPROM: Checksum failure for damage, loose contact, corrosion etc. and repair if necessary.
1 (memory fault) - if fault code is still present, renew and program control unit.
- perform functional check.
0 40 56 internal fault:
backup control defective
0 65 06 D) oil separator:
short circuit to ground
diagnostic line
0 65 64 D) oil separator:
oil separator defective
0 75 42 battery voltage: possible sources of fault
nominal range exceeded - generator or governor defective.

0 75 43 battery voltage: possible sources of fault:

remains below nominal - battery discharged or defective.
range -generator or governor defective.
- fuse F30 at the basic module is defective.
- wires of voltage supply are defective.
0 90 44 engine-smoothness control: important note:
LRR-limitation cylinder 1 - upon removing mechanical or electrical faults at the injector valves, the
engine-smoothness control has to be set to zero.
- the engine smoothness control can be set to zero in the menu „controls“ at
the menu level „check of the engine-smoothness control“.

note:
- injection quantity adjustment for the engine-smoothness control for cylinder
1 not within the authorized tolerance (± 6 %).

- check engine-smoothness control via the select menu „controls“.

- perform compression check via the select menu „controls“.
- check tightening torque of the pressure-pipe tube at the injection nozzle.
Check pressure-pipe tube for cracks.
- exchange the injector valve of the affected cylinder with the injector valve of
a cylinder which is not affected.
- exchange injection nozzle of the affected cylinder with an injection nozzle of
a cylinder which is not affected.
0 90 45 individualual cylinder important note:
adaption: - upon removing mechanical or electrical faults at the injector valves, the
EZA-limitation cylinder 1 engine smoothness control has to be set to zero
- the engine smoothness control can be set to zero in the menu „controls“ at
the menu level „check of the engine-smoothness control“.

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Fault No. Fault Remedial action

- perform compression check via the select menu „controls“.
- compression of the affected cylinder < 75 % of the nominal value? Remove
mechanical faults (valves, piston ring etc.).

- compression is OK: exchange the injector valve of the affected cylinder with
the injector valve of a cylinder which is not affected. Have the engine run.
Perform individual cylinder adaptation.
- the other cylinder is now affected by the deviation: replace the exchanged
injector valve.

- deviation does not change due to the exchange of the injector valves: check
injection nozzle of the affected cylinder and replace if necessary. Check high
pressure side tube to injector valve for leakage. Eliminate leakage problem of
the affected cylinder.
0 91 44 engine-smoothness control: refer to fault code of example 09044...
LRR-limitation cylinder 2
0 91 45 individual cylinder refer to example of fault code 09045...
adaptation:
EZA-limitation cylinder 2
0 92 44 engine-smoothness control: refer to example of fault code 09044...
LRR-limitation cylinder 3
0 92 45 individual cylinder refer to example of fault code 09045...
adaptation:
EZA-limitation cylinder 3
0 93 44 engine-smoothness control: refer to example of fault code 09044...
LRR-limitation cylinder 4
0 93 45 individual cylinder adaption: refer to example of fault code 09045...
EZA-limitation cylinder 4
0 94 44 engine-smoothness control: refer to example of fault code 09044...
LRR-limitation cylinder 5
0 94 45 individual cylinder refer to example of fault code 09045...
adaptation:
EZA-limitation cylinder 5
0 95 44 engine-smoothness control: refer to example of fault code 09044...
LRR-limitation cylinder 6
0 95 45 individual cylinder adaption: refer to example of fault code 09045...
EZA-limitation cylinder 6
0 96 44 engine-smoothness control: refer to example of fault code 09044...
LRR-limitation cylinder 7
0 96 45 individual cylinder refer to example of fault code 09045...
adaptation:
EZA-limitation cylinder 7
0 97 44 engine-smoothness control: refer to example of fault code 09044...
LRR-limitation cylinder 8
0 97 45 individual cylinder refer to example of fault code 09045...
adaptation:
EZA-limitation cylinder 8
0 98 46 individual cylinder adaption:
timeout

Chart: fault codes and fault requirements, minor priority

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4.6.7. Source of fault/pin assignment

PLD-MR control unit (D-model)

Socket 55 pin (engine plug)

Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
0 oil separator diagnosis OAB_S (1)6564 25 oil separator defective open circuit fault oil separator
signal / input control unit (1)6506 26 MS oil separator diagnosis short circuit to ground oil separator
1 camshaft sensor (-)/ NW_B (1)0412 108 camshaft signal time-out sensors defective or loose,
input control unit disturbed sensor signals
(1)0409 107 camshaft signal LB wire defective (open load), sensor
defective
(1)0413 106 camshaft sensor wrong connection leads wrong polarity
polarity
2 crankshaft sensor (-)/ KW_B (1)0312 102 crankshaft signal time-out sensors defective or loose,
input control unit interference sensor signals
(1)0309 105 crankshaft sensor LB wire defective (open load), sensor
defective
(1)0313 103 crankshaft sensor wrong connection leads wrong polarity,
polarity
(1)0311 101 crankshaft/camshaft sensors (crankshaft and/or
assignment not plausible camshaft) defective marking
bores incorrect or dirty, disturbed
sensor signals
3 coolant temperature TMOT_B (1)1515 110 T-Mot sensor MAX wire defective (open load), sensor
sensor defective
feedback / input control (1)1516 111 T-Mot sensor MIN wire defective (short circuit to
unit ground), sensor defective
4 fuel temperature sensor TFUEL_ (1)1115 140 T-Fuel Sensor MAX wire defective (open load), sensor
feedback/input control B defective
unit (1)1116 141 T-Fuel Sensor MIN wire defective (short circuit to
ground), sensor defective

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Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
5 passive oil pressure POEL_M (1)1615 135 P-OEL sensor MAX wire defective (open load), sensor
sensor / booster speed defective
sensor (1)1616 136 P-OEL sensor MIN wire defective (short circuit to
feedback/ input control ground), sensor defective
unit (1)2612 200 no speed booster 1 wire defective, sensor defective
(1)2712 201 no speed booster 2 wire defective, sensor defective
6 active oil pressure POELAK (1)1615 135 P-OEL sensor MAX wire defective (open load), sensor
sensor T_P defective
supply/output control (1)1616 136 P-OEL sensor MIN wire defective (short circuit to
unit ground), sensor defective
(1)1617 134 P-OEL not plausible sensor defective, open load
7 boost pressure sensor P2_P (1)1415 146 P-LLUFT sensor MAX wire defective (open load), sensor
supply/input control unit defective
(1)1416 147 P-LLUFT sensor MIN wire defective (short circuit to
ground), sensor defective
(1)1417 148 P-LLUFT not plausible sensor defective, open load
8 turbocharger 2- NTL2_S (1)2712 201 no speed booster 2 wire defective, sensor defective
speed sensor
signal / input control unit

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Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
9 feedback MVB2 OM904: OM904:
injector valves bank 2 (1)5227, (1)5427 172,174 control interference wire defective (open load), control
( B-D-F-H )/ output unit defective, injector valve
control unit defective
(2)5228, (2)5428 227,229 short circuit solenoid valve shorted wire
(2)4906 D 234 defective (short circuit to ground)

OM906:
OM906:
173,174,175 control interference wire defective (open load), control
(1)5327, (1)5427, (1)5527
unit defective, injector valve
defective
228,229,230 short circuit solenoid valve shorted
(2)5328, (2)5428, (2)5528 234 wire defective (short circuit to
(2)4906 D
ground)
OM501:
OM501: 173,174,175, wire defective (open load), control
control interference
(1)5327, (1)5427, (1)5527 unit defective, injector valve
defective
228,229,230 solenoid valve shorted
234 short circuit
(2)5328, (2)5428, (2)5528 wire defective (short circuit to
(2)4906 D ground)
OM502:
OM502: 171,173,174,175 wire defective (open load), control
control disturbed
(1)5127, (1)5327, (1)5427, (1)5527 unit defective, injector valve
defective
226,228,229,230 solenoid valve shorted
234 short circuit
(2)5128, (2)5328, (2)5428, (2)5528 wire defective (short circuit to
(2)4906 D ground)
10 active oil pressure POELAK (1)1615 135 P-OEL sensor MAX wire defective (open load), sensor
sensor T_M defective
feedback/input control (1)1616 136 P-OEL sensor MIN wire defective (short circuit to
unit ground), sensor defective
(1)1617 134 P-OEL not plausible wire defective (open load) sensor
defective
11 proportional valve PV_M (0)6564 D 25 oil separator defective wire defective (open load)
ground/ output control
unit

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Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
12 proportional valve bank PVB_P (1)7705 D 113 shortened to battery voltage wire defective (shorted to battery
1 (PV 1, 3, 4) (+lead) voltage), solenoid valve defective
supply/output control (1)7708 D 114 short circuit to ground (+lead)
wire defective (short circuit to
unit open circuit fault PV3 ground), solenoid valve defective
(1)7109 162 open circuit fault PV4 wire defective (open load)
(1)7209 166 open circuit fault PV1 wire defective (open load)
(1)7009 183 wire defective (open load)
13 PDK_P (1)1715 167 sensor combination input wire defective (open load), sensor
combination input fuel MAX defective
pressure/accelerator (1)1716 168 sensor combination input MIN wire defective (open load), sensor
pedal sensor combination input not defective
supply/input control unit (1)1717 169 plausible sensor defective, open load
14 fan speed sensor / P23_P (1)7112 163 no fan speed wire defective (open load), sensor
scavenging gradient defective
sensor (1)2415 D 205 scavenging gradient sensor wire defective (open load), sensor
supply / output control MAX defective
unit (1)2416 D 206 scavenging gradient sensor wire defective (short circuit to
MIN ground), sensor defective
15 oil temperature- /oil TOEL_B (0)1015 10 oil temperature sensor MAX wire defective (open load), sensor
combination sensor / defective
scavenging gradient (0)1016 11 oil temperature sensor MIN wire defective (short circuit to
sensor ground), sensor defective
feedback / input control (1)1615 135 P-OEL sensor MAX wire defective (open load), sensor
unit defective
(1)1616 136 P-OEL sensor MIN wire defective (open load), sensor
defective
(1)1617 134 P-OEL not plausible wire defective (open load), sensor
defective
(1)2415 D 205 scavenging gradient sensor wire defective (open load), sensor
MAX defective
(1)2416 D 206 scavenging gradient sensor wire defective (short circuit to
MIN ground), sensor defective

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Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
16 feedback MVB1 OM904: OM904:
injector valves bank 1 (1)5027, (1)5127 170,171 control interference wire defective (open load), control
( A-C-E-G )/output control unit defective, injector valve
unit defective
(2)5028, (2)5128 225,226 short circuit solenoid valve shorted
(2)4806 D 233 wire defective (short circuit to
ground)
OM906:
OM906:
170,171,172 control interference wire defective (open load), control
(1)5027, (1)5127, (1)5227
unit defective, injector valve
defective
225,226,227 short circuit solenoid valve shorted
(2)5028, (2)5128, (2)5228 233 wire defective (short circuit to
(2)4806 D
ground)
OM501:
OM501: 170,171,172 wire defective (open load), control
control interference
(1)5027, (1)5127, (1)5227 unit defective, injector valve
defective
225,226,227 solenoid valve shorted
233 short circuit
(2)5028, (2)5128, (2)5228 wire defective (short circuit to
(2)4806 D ground)
OM502:
OM502: 170,172,176,177 wire defective (open load), control
control interference
(1)5027, (1)5227, (1)5627, (1)5727 unit defective, injector valve
defective
225,227,231,232 solenoid valve shorted
233 short circuit
(2)5028, (2)5228, (2)5628, (2)5728 wire defective (short circuit to
(2)4806 D ground)
17 fan speed sensor NLUE_S (1)7112 163 no fan speed wire defective, sensor defective
signal / input control unit
18 starter control ANLA (1)8005 119 shortened to battery voltage wire defective (shortened to
Highside / output control starter battery voltage),
unit (1)8008 120 short circuit starter wire defective (ground short)
(1)8009 121 interruption starter wire defective (open load)

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Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
19 crankshaft sensor KW_A (1)0308 104 crankshaft signal MS wire defective (short circuit to
(+)/ input control unit ground), sensor defective,
(1)0312 102 crankshaft signal time-out sensor defective, sensor loose,
interference sensor signals,
(1)0309 105 crankshaft signal LB wire defective (open load), sensor
defective
(1)0313 103 crankshaft sensor wrong connection leads wrong polarity
polarity
(1)0311 101 crankshaft/camshaft sensors (crankshaft and/or
assignment not plausible camshaft) defective, marking
bores incorrect or dirty, sensor
signals interference
20 camshaft sensor (+) NW_A (1)0408 109 camshaft signal MS wire defective (short circuit to
/ input control unit ground), sensor defective
(1)0412 108 camshaft signal timeout sensor defective, sensor loose,
disturbed sensor signals,
(1)0409 107 camshaft signal LB wire defective (open load), sensor
defective
(1)0413 106 camshaft signal wrong connection leads wrong polarity
polarity

21 charge-air temperature T2_B (1)1215 142 boost air temperature wire defective (open load), sensor
sensor sensor MAX defective
feedback/ input control (1)1216 143 wire defective (short circuit to
unit boost air temperature sensor ground), sensor defective
MIN
22 combination input (fuel PDK_M (1)1715 167 sensor combination input wire defective (open load), sensor
pressure/accelerator MAX defective
pedal) (1)1716 168 sensor combination input MIN wire defective (short circuit to
feedback / input control sensor combination input not ground), sensor defective
unit (1)1717 169 plausible sensor defective, open load
23 boost pressure sensor P2_M (1)1415 146 P-LLUFT sensor MAX wire defective (open load), sensor
feedback/ input control defective
unit (1)1416 147 P-LLUFT sensor MIN wire defective (short circuit to
ground), sensor defective
(1)1417 148 P-LLUFT not plausible wire defective (open load), sensor
defective

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Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
24 turbocharger 1 – NTL1_S (1)2612 200 no speed booster 1 wire defective, sensor defective
speed sensor
signal /input control unit

25 service engine switch- MSST_S CAUTION! - status can be checked via the Free-
start/ input control unit Running
26 passive oil pressure POEL_S (1)1615 135 P-OEL sensor MAX wire defective (open load), sensor
sensor defective
signal/input control unit (1)1616 136 P-OEL sensor MIN wire defective (short circuit),
sensor defective
27 proportional valve 5 PV5 (1)7405 D 188 shortened to battery voltage wire defective (shortened to
Highside control/ output (+lead) battery voltage)
control unit (1)7408 D 189 short circuit to ground wire defective (short circuit to
(+lead) ground), solenoid valve defective
28 combination input (fuel PDK_S (1)1715 167 sensor combination input wire defective (open load), sensor
pressure/accelerator MAX defective
pedal) (1)1716 168 sensor combination input MIN wire defective (short circuit to
signal/input control unit sensor combination input not ground), sensor defective
(1)1717 169 plausible sensor defective, open load
29 boost pressure sensor P2_S (1)1415 146 P-LLUFT sensor MAX wire defective (open load), sensor
signal/input control unit defective
(1)1416 147 P-LLUFT sensor MIN wire defective (short circuit to
ground), sensor defective
(1)1417 148 P-LLUFT not plausible wire defective (open load), sensor
defective
30 service engine switch MSS_P CAUTION! - - status can be checked via Free-
supply/input control unit Running

31 scavenging gradient P23_P (1)2415 D 205 scavenging gradient sensor wire defective (open load), sensor
sensor (P2S-P3) MAX defective
supply/ input control unit (1)2416 D 206 scavenging gradient sensor wire defective (short circuit to
MIN ground), sensor defective

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Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
32 active oil pressure POELAK (1)1615 135 P-OEL sensor MAX wire defective (open load), sensor
sensor T_S defective
signal/input control unit (1)1616 136 P-OEL sensor MIN wire defective (short circuit to
ground), sensor defective
(1)1617 134 P-OEL not plausible wire defective (open load), sensor
defective
33 oil level sensor HOEL_S (0)2516 30 oil level sensor MIN wire defective (short circuit to
input /input control unit ground), sensor defective
(0)2515 31 oil level sensor MAX wire defective (open load), sensor
defective
(0)2509 32 oil level open load wire defective (open load), sensor
defective
(0)2517 34 oil level not plausible sensor defective
34 coolant temperature TMOT_A (1)1515 110 T-MOT sensor MAX wire defective (open load), sensor
sensor defective
signal/input control unit (1)1516 111 T-MOT sensor MIN wire defective (short circuit to
ground), sensor defective
35 service engine switch MSSP_S CAUTION! - status can be checked via Free-
stop/input control unit Running
36 fuel temperature sensor TFUEL_ (1)1115 140 T-FUEL Sensor MAX wire defective (open load), sensor
signal/input control unit A defective
(1)1116 141 T-FUEL Sensor MIN wire defective (short circuit to
ground), sensor defective
37 injector- /solenoid valve MVH engine engine
H (bank 2) / output 502: 502:
control unit (2)5528 230 short circuit wire defective (ground short),
(1)5527 175 control interference wire defective (open load),
injector valve defective, control
unit defective
(1)5526 155 no magnetic valve contact injector valve defective, control
unit defective
(2)4905 D 236 short circuit wire defective (shortened to
battery voltage)

128
Page 997
 PLD-MR Documentation

Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
38 injector-/ solenoid valve MVF engine engine
F (bank 2)/ output control 501,502: 501,502:
unit (2)5528, (2)5328 230,228 short circuit wire defective (ground short),
(1)5527, (1)5327 175,173 control interference wire defective (open load),
injector valve defective , control
unit defective
(1)5526, (1)5326 155,153 no magnetic valve contact injector valve defective, control
unit defective
(2)4905 D 236 short circuit wire defective (shortened to
battery voltage)
39 oil temperature sensor TOEL_A (0)1015 10 oil temperature sensor MAX wire defective (open load), sensor
signal/input control unit defective
(0)1016 11 oil temperature sensor MIN wire defective (short circuit to
ground), sensor defective
40 proportional valve 6 PV6 (1)7609 D 159 open circuit fault PV6 wire defective (open load),
lowside control / solenoid valve defective
output control unit
41 proportional valve 3 PV3 (1)7106 160 short circuit to ground PV3 wire defective (short circuit to
lowside control/ ground), solenoid valve defective
output control unit (1)7107 D 161 shortened to battery voltage wire defective (shortened to
PV3 battery voltage), solenoid valve
defective
(1)7109 162 open circuit fault PV3 wire defective (open load),
solenoid valve defective
42 proportional valve bank PV6_P (1)7805 D 115 shorted to battery voltage wire defective (shortened to
2 (PV 6) (+lead) battery voltage)
supply /output control (1)7808 D 116 short circuit to ground wire defective (short circuit to
unit (+lead) ground), solenoid valve defective
(1)7609 D 159 open circuit fault PV6 wire defective (open load),
solenoid valve defective

129
Page 998
 PLD-MR Documentation

Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
43 proportional valve 4 PV4 (1)7206 164 short circuit to ground PV4 wire defective (ground short),
lowside control/ solenoid valve defective
output control unit (1)7207 D 165 shortened to battery voltage wire defective (shortened to
PV4 battery voltage), solenoid valve
defective
(1)7209 166 open circuit fault PV4 wire defective (open load),
solenoid valve defective
44 injector- / solenoid valve MVD engine engine
D (bank 2)/ output 904,906,501,502: 904,906,501,502
control unit (2)5328, (2)5528, (2)5428, (2)5128 : short circuit wire defective (ground short),
(1)5327, (1)5527, (1)5427, (1)5127 228,230,229,226 control interference wire defective (open load),
173,175,174,171 injector valve defective, control
unit defective
(1)5326, (1)5526, (1)5426, (1)5126 no magnetic valve contact injector valve defective, control
153,155,154,151 unit defective
(2)4905 D short circuit wire defective (shortened to
236 battery voltage)
45 injector- /solenoid valve MVB engine engine
B (bank 2)/output control 904,906,501,502: 904,906,501,502
unit (2)5228, (2)5428, (2)5328, (2)5128 : short circuit wire defective (ground short)
(1)5227, (1)5427, (1)5327, (1)5127 227,229,228,226 control interference wire defective (open load),
172,174,173,171 injector valve defective, control
unit defective
(1)5226, (1)5426, (1)5326, (1)5126 no magnetic valve contact injector valve defective, control
152,154,153,151 unit defective
short circuit wire defective (shortened to
(2)4905 D
236 battery voltage)
46 injector- /solenoid valve MVG engine engine
G (bank 1)/output control 502: 502:
unit (2)5228 227 short circuit wire defective (ground short),
(1)5227 172 control interference wire defective (open load),
injector valve defective, control
unit defective
(1)5226 152 no magnetic valve contact injector valve defective, control
unit defective
(2)4805 D 235 short circuit wire defective (shortened to
battery voltage)

130
Page 999
 PLD-MR Documentation

Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
47 injector- /solenoid valve MVE engine engine
E (bank 1) /output control 906,501,502: 906,501,502:
unit (2)5128, (2)5228, (2)5728 226,227,232 short circuit wire defective (ground short),
(1)5127, (1)5227, (1)5727 171,172,177 control interference wire defective (open load),
injector valve defective, control
unit defective
(1)5126, (1)5226, (1)5726 151,152,157 no magnetic valve contact injector valve defective, control
unit defective
(2)4805 D 235 short circuit wire defective (shortened to
battery voltage)
48 charge-air temperature T2_A (1)1215 142 T-LLUFT sensor MAX wire defective (open load), sensor
sensor defective
signal/input control unit (1)1216 143 T-LLUFT sensor MIN wire defective (short circuit to
ground), sensor defective
49 oil level sensor HOEL_M (0)2516 30 oil level sensor MIN sensor defective, short circuit to
feedback/ input control ground
unit (0)2515 31 oil level sensor MAX sensor defective, wire defective
open load
(0)2509 32 oil level open load sensor defective
(0)2517 34 oil level not plausible sensor defective
50 proportional valve 2 PV2 (1)7306 185 short circuit to ground PV2 wire defective (short circuit to
lowside control/ ground), solenoid valve defective
output control unit (1)7307 D 186 shortened to battery voltage wire defective (shortened to
PV2 battery voltage), solenoid valve
(1)7309 187 defective
open circuit fault PV2 wire defective (open load),
solenoid valve defective
51 proportional valve 1 PV1 (1)7006 181 short circuit to ground PV1 wire defective (short circuit to
lowside control/ ground), solenoid valve defective
output control unit (1)7007 D 182 shortened to battery voltage wire defective (shortened to
PV1 battery voltage), solenoid valve
defective
(1)7009 183 open circuit fault PV1 wire defective (open load),
solenoid valve defective

131
Page 1000
 PLD-MR Documentation

Pin- Assignment or Abbrev Fault Code (Minidiag 2) Fault code (FRT) Description Cause
No. Designation iation
52 proportional valve – PVB_P (1)7705 D 113 shortened to battery voltage wire defective (shortened to
bank 1 (here PV2) (+lead) battery voltage)
supply /output control (1)7708 D 114 short circuit to ground wire defective (short circuit to
unit (+lead) ground),solenoid valve defective
(1)7309 187 open circuit fault PV2 wire defective (open load),
solenoid valve defective
53 injector- /solenoid valve MVC engine engine
C (bank 1)/output control 904,906,501,502: 904,906,501,502
unit (2)5128, (2)5228, (2)5128, (2)5628 : short circuit wire defective (ground short),
(1)5127, (1)5227, (1)5127, (1)5627 226,227,226,231 control interference wire defective (open load),
171,172,171,176 injector valve defective, control
unit defective
(1)5126, (1)5226, (1)5126, (1)5626 no magnetic valve contact injector valve defective, control
151,152,151,156 unit defective
(2)4805 D short circuit wire defective (shortened to
235 battery voltage)
54 injector- /solenoid valve MVA engine engine
A (bank1)/output control 904,906,501,502 904,906,501,502
unit (2)5028, (2)5028, (2)5028, (2)5028 : short circuit wire defective (short circuit to
(1)5027, (1)5027, (1)5027, (1)5027 225,225,225,225 control interference ground), wire defective (open
170,170,170,170 load), injector valve defective,
control unit defective
(1)5026, (1)5026, (1)5026, (1)5026 no magnetic valve contact injector valve defective, control
(2)4805 D 150,150,150,150 short circuit unit defective
235 wire defective (shortened to
battery voltage)
Chart: socket 55 pin (engine plug)

132
Page 1001
 PLD-MR Documentation

Socket 16 pin (vehicle plug)

Pin- Designation or Abbrev Fault code Fault code Description Cause
No. description iation (Minidiag 2) (FRT)
1 CAN interface CAN-H (1)0104, (1)0100 192, 194 CAN-HIGH- line defective wire defective (open load)
(high line) wire defective (short circuit to
ground)
wire defective (shortened to
battery voltage)
2 CAN interface CAN-L (1)0104, (1)0101 192, 193 CAN-LOW-line defective wire defective (open load)
(low line) wire defective (short circuit to
ground)
wire defective (shortened to
battery voltage)
3 CAN - HF Ground HF-GND - - - -
4 CAN - HF Ground HF-GND - - - -
5 battery voltage term. 30 (0)7542 45 overvoltage generator or battery defective
(battery plus, UB) (0)7543 46 undervoltage generator or battery defective
6 battery voltage term. 30 (0)7542 45 overvoltage generator or battery defective
(battery plus, UB) (0)7543 46 undervoltage generator or battery defective
7 NC - - - - -
8 start control signal term. 50 (1)2319 145 terminal 50 inconsistent wire defective (open load)

(1)9964 196 no transponder code wire defective (open load),

received via terminal 50 transponder electronics defective
9 ground KL31 - - - -
(battery minus)
10 proportional valve bank PVB_P (1)7705 D 113 shortened to battery voltage wire defective (shortened to
1 (PV 1, 3, 4) (+lead) battery voltage), solenoid valve
supply* (1)7708 D defective
114 short circuit to ground (+lead) wire defective (short circuit to
(1)7109 open circuit fault PV3 ground), solenoid valve defective
(1)7209 162 open circuit fault PV4 wire defective (open load)
(1)7009 166 open circuit fault PV1 wire defective (open load)
183 wire defective (open load)
11 ground KL31 - - - -
(battery minus)

133
Page 1002
 PLD-MR Documentation

Pin- Designation or Abbrev Fault code Fault code Description Cause

No. description iation (Minidiag 2) (FRT)
12 starter control ANLA (1)8005 119 shortened to battery voltage wire defective (shortened to
Highside* starter battery voltage),
(1)8008 120 short circuit starter wire defective (ground short)
(1)8009 121 interruption starter wire defective (open load)
13 Diagnose K – Leitung ( DIAG-K - - - -
ISO )
14 proportional valve 3 PV3 (1)7106 160 short circuit to ground PV3 wire defective (short circuit to
lowside control* ground),
(1)7107 D 161 shortened to battery voltage solenoid valve defective
PV3 wire defective (shortened to
(1)7109 162 open circuit fault PV3 battery voltage), solenoid valve
defective
wire defective (open load),
solenoid valve defective
15 battery voltage term. 15 (1)2219 144 terminal 15 inconsistent wire defective (open load),
switched fuse defective
(ignition)
16 proportional valve 4 PV4 (1)7206 164 short circuit to ground PV4 wire defective (short circuit to
lowside control* ground),
(1)7207 D 165 shortened to battery voltage solenoid valve defective
PV4 wire defective (shortened to
(1)7209 166 battery voltage), solenoid valve
open circuit fault PV4 defective
wire defective (open load),
solenoid valve defective
Chart: socket 16 pin (vehicle plug)
*: signal also on engine plug

134
Page 1003
 PLD-MR Documentation

4.7. Special measurements

4.7.1. General information

Measurements should normally only be carried out with Minidiag 2/Stardiagnose. Important
safety features have to be observed, if a measurement is carried out without a DaimlerChrysler
measuring- or diagnosis unit.

The warranty claim expires, if the safety precautions are not appied!

CAUTION: An external current supply of the actuator outputs is not permissible (only via
the PLD-MR)!

4.7.2. Actuators

4.7.2.1. Solenoid valves: measuring of the current modulation curve of the injector
valve control /type 1
If there are clamp-on probes at the two-channel oscilloscope, the current of an injector valve can
be measured.

CAUTION! Connecting the positive terminal of the battery with the injector valve is not
permissible!

Connection/measuring type 1:

clamp-on probe
CH1 CH2
GND
PLD-MR

injector valve

135
Page 1004
 PLD-MR Documentation

Diagram/measuring type 1

The diagram (current level) shows the

injection at a cylinder. The injection
depends on the engine operating point.

switch-off
impulse/
meas. type 1!

Note:
For this measurement the respective injector valve has to be connected with the engine harness,
in order to ensure the current supply through the PLD-MR.

136
Page 1005
 PLD-MR Documentation

4.7.2.2. Solenoid valves: measuring of the current modulation curve of the injector
valve control/type 2
With a two-channel oscilloscope the current of an injector valve can be measured, by inverting
the voltage level of a measuring channel (CH2) and adding the two channels (CH1 + CH2). During
engine standstill (ignition OFF) each of the two terminals of the injector valve is connected with
one channel (CH1 and CH2). The ground (GND) of the oscilloscope-wire has to be connected
with battery ground.

CAUTION! Connecting the positive terminal of the battery with the injector valve is not
permissible!

In the case of a correct wiring, the current modulation curve can be measured when the engine
is running.

Connection/measuring type 2:

GND/not connected!

CH1 CH2

GND
PLD-MR

to vehicle
GND/not connected!

adjustment of the oscilloscope: +

- INVERT CH2
- ADD ( add CH1 + CH2) 12/ 24 V
- Amplitude/DIV (CH1 & CH2
equal) - KL31

injector valve battery

to vehicle

137
Page 1006
 PLD-MR Documentation

Diagram/measuring type 2

The diagram (current level) shows the

injection at a cylinder. The injection
depends on the engine operating point.

negative switch-
off impulse/
meas. type 2

Note:
For this measurement the respective injector valve has to be connected with the engine harness,
in order to ensure the current supply through the PLD-MR.

138
Page 1007
 PLD-MR Documentation

4.7.2.3. Proportional valves

4.7.3. Sensors

139
Page 1008
 PLD-MR Documentation

5.0. Parameters

The parameters of the PLD-MR control unit are classified in different groups. Each parameter
group corresponds to one area of influence. Parameters with * are dependent on data set!

Parameter group Parameter Range Range Basic Unit

min. max. value
01 data set code 01/01: data set code

02 certification code 02/01: certification code

06 vehicle parameter set 1 06/01: proportional valve 1 0 3 0 noDim

control:
0,1 = off
2 = boost pressure control
3 = engine retarder flap

06/02: proportional valve 2 0 3 0 noDim

control:
0, 1 = off
2 = not assigned
3 = decompression valve

06/03: proportional valve 3 0 3 0 noDim

control:
0,1 = off
2 = fan step 1
3 = not assigned

06/04: proportional valve 4 0 3 0 noDim

control:
0,1 = off
2 = fan step 2
3 = turbocharger with VGT

06/05: engine CAN 0 1 1 noDim

1 = engine control for CAN-
operation
0 = engine control not for CAN-
operation
06/06: oil temperature sensor 0 1 1 noDim
0 = engine without oil temperature
sensor
1 = engine with oil temperature
sensor
06/07: oil level sensor 0 3 1 noDim
0 = type 0
1 = type 2: OM 501, 502
3 = type 3: OM904 b. Vario

140
Page 1009
 PLD-MR Documentation

Parameter group Parameter Range Range Basic Unit

Min Max value
06 vehicle parameter set 1 06/08: CAN-one wire operation 0 1 1 noDim
CAN configuration:
0 = no one wire operation
1 = one wire operation
06/09: JE-KB 0 1 0 noDim
starter configuration:
0 = engine controls the starter (JE-
mode)
1 =engine does not control the
starter (KB-mode)
06/10: WSP 0 1 1 noDim
only software 49 or earlier
immobilizer configuration:
0 = no WSP
1 = WSP
06/11: application: 0 1 0 noDim
configuration for EVO-bus
0 = engine for MB-commercial
vehicle
1 = engine for EVO-bus
06/12: DUMMY 0 0 0
23 scale factor engine start 23/01: scale factor engine start 0 3,5 1
28 vehicle parameter set 2 28/01: oil pan selection 0 7 0
* type 0 production oil pan V6 and
V8
* type 1 Frigo oil pan V6 and V8
* type 7 V8 engines with low dome
For OM906:
* type 0: LKN and SKN/R
* type 1: hLA-EVO-BUS
* type 2: E2000-NAW
* type 3: Frigo
* type 4: FLC-Freightliner
* For 904 bei “Vario” (name of
lorry) type 0
28/02: fan type selection 0 6 0
Typ 0 = Linnig (name of fan
manufacturer / 2-stage)
Typ 1 = Linnig (name of fan
manufacturer / 2-stage) off
highway
Typ 2 = ACTROS/ATEGO
Typ 3 = NAW, E2000
Typ 4 = Horton (Freightliner)
Typ 5 = EVOBUS
Typ 6 = EVOBUS
Configuration proportional valve 3,
or 4 (vehicle parameter set 1) for
fan control required.

141
Page 1010
 PLD-MR Documentation

Parameter group Parameter Range Range Basic Unit

Min Max value
28 vehicle parameter set 2 28/03: fuel temperature sensor 0 1 1
1 = active
0 = not active
Defines, if the torque temperature
compensation is performed.

28/04: configuration oil pressure 0 1 0

sensor
0 = akt. absolute-pressure sensor
1 = akt. relative-pressure sensor
Adjustment has no effect, if an
passive oil pressure sensor is used

36 fan step 1, threshold 36/01: fan step 1 50 130 0 °C

coolant temperature switch-on threshold
coolant temperature.

37 fan step 1, threshold 37/01: fan step 1 20 80 0 °C

charge air switch-on threshold
charge air temperature.

38 fan step 1, threshold 38/01: fan step 2 50 130 0 °C

cooltant temperature switch-on threshold
coolant temperture.

39 fan step 1, threshold 39/01: fan step 2 20 80 0 °C

charge air switch-on threshold
charge air temperatue.
parameter list (Minidiag 2)

142
Page 1011
Maintenance Manual Revision 1 Combo 5000

Section 3 Axle

Section 3.1 Operation and Maintenance

Page 1012
 432.88.003 STEERING AXLE
OPERATION AND MAINTENANCE MANUAL

x Transmission ratio 25,9 : 1

CONSTRUCTION
The axle 432.88 is composed of a central reduction unit with bevel gear. Service and parking brakes are oil
bath multidisc brakes and lie nearby the bevel gear.

AXLE BODY
Axle central body is in spheroidal cast iron, side arms in high resistance steel.

EPICYCLOIDAL GEAR REDUCTION UNITS

The torque is transmitted to the wheels through a dismountable epicycloidal gearing with four planetary
gears, a floating crown wheel and a sun gear.
Wheel hubs are 12 studs ones; bolts locking torque: 450 ÷ 650 Nm.

SERVICE BRAKES
Service brakes are multidisc wet brakes; they are operated by an external hydraulic cylinder functioning
with mineral oil.
Max. operating peak pressure = 120 bars, chamber capacity 53 cm3 each brake.
Mind that a lower max. service brake operating pressure can be chosen and set in your system. 120 bars is
the very max. instantaneous pressure allowed for the brakes.
Connection M14x1,5.

PARKING BRAKES
Parking and emergency brakes are negative brakes in the absence of pressure. They are operated through
the same external cylinder as service brakes, (other chamber though).
Min. opening pressure = 25 bars; Max. opening pressure = 35 bars; chamber capacity 15 cm3 each brake.
Connection M14x1,5.

STEERING CYLINDER
Ø 100 x 55 mm.
Max. operating pressure 120 bars. Stroke ~ 108 mm.
Connections ½” GAS.
Steering operations should be carried out as often as possible with the machine moving, even at very low
speed.

DIFFERENTIAL LOCK
This axle is equipped with a 100% differential lock, hydraulically operated.
Operating pressure: 25 bars to max. 35 bars; chamber capacity 22 cm3.
Connection M14x1,5.
Differential lock must be used only on low adherence surfaces and for a limited length of time, for
overcoming difficult situations on slippery grounds. Conceive your control system so that the operator
cannot forget it engaged when driving on high friction surfaces.
Axle max. input torque is lower when differential lock engaged.

LUBRICATION
The unit is lubricated through oil splash both in the central body and in wheel hubs. The axle has an oil
filling (and level) plug and oil drain plug for central body and for each single wheel hub. Hydraulic motor’s
mounting flange’s bell has its own, separate oil level.

2. INITIAL START UP
The axle leaves OMSI’s workshop without lubrication oil.
Do not operate or drive the axles, even for short distances without oil!

LUBRICANTS AND OILS

x Axle lubrication oil: SAE 85W90 LS API GL 5
x Grease for greasing nipples: lithium soap grease, NLG 2-3 (DIN51825)
x Grease for double joints: lithium soap grease, class 2, penetration 265/295,
operating temp. -30° ÷ 100° C, MoS2 free

Page 1013
 432.88.003 STEERING AXLE
OPERATION AND MAINTENANCE MANUAL

x Oil for brake operation: hydraulic mineral, (DIN51524-51525), NBR compatible

x Oil for brake steering cylinder: hydraulic mineral, (DIN51524-51525), NBR compatible
x Differential lock: hydraulic mineral, (DIN51524-51525), NBR compatible

Oil capacity
x Central body ~14,5 lt.
x Wheel hub ~3,5 lt. each
x (total) ~ 21,5 lt
x Hydraulic motor flange ~ 0,6 lt
(in case the motor is mounted with a liquid seal)
Mind that above written quantities are only indicative; oil level must be checked through
dedicated oil level plug, performing this operation on level ground.

Greasing points
This axle has 10 greasing nipples. One each steering pivot (4 total); one for each steering rod (4 total).

MAINTENANCE

OIL CHANGE
Oil must be changed after the first 100 hours of actual work; then, at least, every 600-700 working hours.
Oil changes should be performed when oil is still warm; mind not to get harmed! Let oil reach a reasonable
temperature before emptying the axle. After long operation time oil can reach very high temperatures.

GREASING
Push grease into each grease nipple:
- every 250 operating hours OR 1 month
- every 1.000 km OR 1 month

OIL LEVEL INSPECTION

Oil level inspection must be done every day, before and after every long journey or particularly hard work,
in order to check if there have been oil leakages. Inspections must be done with the machine lying on level
ground. When oil level is lower than the inferior part of the oil level hole, top up. Use only the recommended
type of oil. Mixing oils will drastically affect the lubrication and life of components.

INSPECTIONS AND SUGGESTIONS

Periodically check screw tightening, and -if necessary – retighten according to screw type standard.

NOTE:
Most of the above written information is written on axle’s dimensional drawing too. Make reference to the
notes therein to have a direct reference to axle parts.

Page 1014
 2479 Switch
diff. lock
156.5 2166
-� Oil filling
Ciylinder 0.100x55
Stroke 108 mm
P.mox 120 bar
Oil level

I
3,:_5 283
Oil chorqinq
227 610.5 2,:_5.5 2,:_5.5 610.5 227
46
+o Oil drain 185
1\2 G'

"
� �
" �
� � � B.

�
�

/��-
i Oil level
Ol drain

I_ -
� § Oil chorqinq / Oil filling
Connector oN diff. lock
n°12 Lug Bolf M22x1.5
-_i M 1& X 1,5 (min 25 bar - max 30 bar)
splined shaf t
" Cl

306 __ 1100 (Below the middle)

Spherical wascher DIN11,361 C
-- 306 Mineral oif (Capacity 22 cm 3 J
Oil drain
3
Wheel nut class 10 DIN71,61 8 shaf l

Max torque 4.50-650 Nm

Arresling brake device PRELIMINARY DRAWING

M 14 x 1.5 (min25-,.10bar) Le dimension/ ed i dati sono indicafivi e possono essere
70 H7
Mineroj oli (Copacify � modiflcafi dal costruffore senza preavviso
53 cm max each brake) The dimensions and do/a shonen could be changed by
manufacturer wi hout previous communication.
t
0 �MU
Service brake de vice
��
11 14 x 1.5 /70-100 bar! <> PESO TOTALE
fciml Gesamfgewichf
� Mineral oil ICopaciy doN
t

-+- _-_ 15 cm max each brake)

3
l1 \ _127
304.5
;gfgI 7;?a?'
PORTA TA STA TICA MAX
Max. statische Belas/barkeii
180 Max. static load 280 KN
Portee stalique maxi
PORTA TA O/NA/1/CA MAX 5 Km/h 220 KN
Max. dynamaische Belastbarkeil
Dynamic cpacity, max. 25 Km/h 180 KN
Portee dynamique maxi
RAPPORT/ DI RIDUZ/ON� �:.:ege ���
1�=: JiC::/1�,!;-!,,ieb
Unlerse_tzung�verhalfmsse Transmission Bevel d-ive Planelary dive 1 Overall
LE
a
Reduchon ra/10 Renvoi Couple conique E{JICycle To/at
Rapports de reduction Iv,.. �, fa,.. 4-.Pl'i.; fph.'i,fJQP =!,... ?'5,;JP.
COPP/A CONTINUA ALLE RUOTE
�i Ausgangsdrehmoment /Kon/lnuier/ich!
Conlinuos torque at wheels ,:_ooo doNm
·,
·, /! Coup_le confinu aux roues
COPP/A ISTANTANEA ALLE RUOTE
..........,..........,,._[ Ausgangsdrehmomenf (Kurzzeifing)
6500 doNm

i1i
Peak torque at wheels
_j_

�gi:
Coup_le insfanlane aux roues
COPP/A MAX IN ENTRA TA CON BLOCC. DIFFER.
r e

� 'f,;;er7g;g�:h:5t�i1:;�jJ:i7�:;tsper I
140 doNm
Mounting flange Couple maxi en enlree ovec bloc. differentiel
Rexroth A6VM215 FRENO /1UL Tl DISCO
" 11ehrscheibenbremse
W50x2x24 Multi disc brake 8.75"x6.,:_'
Frein mulfi-disg_ue
i COPP/A FRENANTE TOTALE
ti C: Gesamlbremsdrehmoment 135000 Nm (Parking)
(Multi servo)
L( .0
c::
CJ
:,::
2lJ 0) .;:: Tala/ braking torque
Couple de freinage total 85000 Nm/120bor
'- llJ § � LUBRIFICANTI HYP0/0 SAE 90 L5
� t§ Schmiersfoffe

III
� {§ SAE 85W90 LS
Lubrificanfs
Lubrifiants AP/ GL5

Denominazione:
Page 1017
1015
-EJ-(f)-1 I
FRONT-REAR STEERIKI AXLE "32.N.003

I
Scalof:s Dat�4_05_ 16 Disegnala:
I
ff.G. Cod.:
11470018'
/);so
Maintenance Manual Revision 1 Combo 5000

Section 3.2 Brake Wear Check and Adjustment

Page 1016
SETTING OF THE 12700 ACTUATOR CYLINDER AND OF THE BRAKE

1. ROTATE IN ANTICLOCKWISE DIRECTION THE SCREW N°19 , UP TO WHEN IT PROTRUDES 15mm

(BRAKES UNLOCKING).

2. INSERT AN ALLEN KEY (EXAGONAL KEY) IN THE SCREW N°19 , ROTATE THE SCREW N°13 IN

CLOCKWISE SENSE AND TIGHTEN AT INDICATIVELY 8-10 Nm. THEN ROTATE IN OPPOSITE SENSE,

INDICATIVELY 2.5 – 3 TURNS (EQUOA FOR BOTH THE ACTUATORS)

3. ROTATE THE SCREW N°19 IN CLOCKWISE SENSE, UP TO WHEN IT WILL PROTRUDE 5 – 6 mm FROM

THE PLANE (LOCKING OF THE NEGATIVE BRAKE). FROM THIS OPERATION, THE NEGATIVE

BRAKE UNLOCKING MUST BE DONE HYDRAULICALLY ( 25-35 BAR).

4. REMOUNT THE ALUMINIUM COVER WITH O-RING SEAL (N°17) AND TIGHTEN.

Page 1017
 Operating and Maintenance Instructions for
Spring-Reservoir Combination Brake Cylinders for
Full Disc Brakes

1.Operating characteristics of the spring-reservoir combination brake cylinder

The spring-reservoir combination brake cylinder is used as an actuating unit for wet full disc brakes designed
using the ball ramp principle. Due to its design, it can be used for actuation of the service, parking and
emergency brake. Mainly, this cylinder comprises two parts screwed together, the super structure I
accommodating the actual spring-reservoir insert and the substructure II with the actuating wedge.

The spring-reservoir combination brake cylinder is located with its throat 4 in a prepared borehole in the
transmission or axle casing and is joined to it by means of three screws mounted in the recessed screw boreholes
6 of the substructure II. To seal the transmission casing towards the outside, the throat 4 is fitted with a groove
to accommodate an O-ring 5.

The two brake circuits are supplied with operating medium via the M14x1.5 pressure connections 1 and 2.

It is possible to bleed the two brake circuits separately using the bleeding valves 3 on the opposite side.

In the normal operating status, i.e. with the brake released, operating medium is located in the pressure chamber
6 under a hydraulic pressure of appr. 25 to 35 bar. This pressure presses the bank of cup springs 8 together via
piston 7. At the same time, the pressure chamber above the ring piston 9 in the substructure II remains
unpressurized, so that this piston presses the guide piston 10 into its home position via the conical compression
springs 11. This brings the actuating key 12 of the brake to its released position.

When actuating the service brake via pressure connection 2, the ring piston 9 moves downwards, pressing the
actuating wedge 12 out of the housing, so actuating the brake. During this process, pressure connection 1
remains under pressure. When actuating the parking / emergency brake, in contrast, pressure connection 1 is
bled, so that the operating medium is pressed through the cup springs out of the pressure chamber 6. The spring
force is transmitted by piston 7 via the self-locking adjusting screw 13 to the guide piston 10, so also actuating
the actuating wedge 12 again. As a result of this structure, a pressure drop, either due to failure of the hydraulic
pump or due to a pipe fracture, generally actuates the brake.

2.Mounting and connection of the spring-reservoir combination brake cylinder

To mount the cylinder, separate the superstructure I by releasing the three hexagonal socket screws 14, paying
attention to ensure that the three screws are released as evenly as possible in order to avoid the tilting of the
substructure, as the tension of the bank of springs must first be released when undoing the three screws.

Then insert the throat 4 of the substructure II into the relevant hole in the casing and fasten to the casing using
three hexagon socket screws via the screw holes 6, observing the screwing instructions of the axle/transmission
manufacturer. In order to eliminate a possibility of injury of the O-ring 5 when inserting, ensure that the hole in
the casing is fitted with a slip chamfer. The centering ring 15 made of mineral oil-resistant foam ensures that the
actuating wedge 12 lies flush with the longitudinal axis of the spring-reservoir combination brake cylinder also
when mounted in the horizontal position. Before inserting, it is only necessary to ensure that the flanks of the
actuating wedge 12 lie parallel to the pressure rollers 16 of the full disc brake.

Before mounting the superstructure I, screw the self-locking adjusting screw 13 back using a hexagonal socket
key size 6 far enough to ensure that its rounded end is flush with the end face of the piston 7. To apply the
hexagonal socket key, first the screw cap 17 must be removed. Then screw the superstructure using three

Page 1018
hexagon socket screws 14 and the relevant lock washers to substructure II and tighten at a torque of 46 Nm +/-5
Nm. When the superstructure I is being positioned, pay particular attention to ensure that the O-ring 18 is
correctly seated in its groove in substructure II (if necessary, this ring can be pressed into the groove using a
small amount of multi-purpose grease) and that the two surfaces of the joint are clean.

Following this actual assembly work, the two hydraulic pipes for the brake circuits can be connected at pressure
connections 1 and 2 M14x1.5 to DIN 74234 flange F. Connection via end face and sealing ring is also optionally
possible. Information on the relevant tightening torques is provided in the instructions of the axle/transmission
manufacturer.

3.Basic setting of the spring-reservoir combination cylinder

After mounting the actuating cylinder in accordance with point 2, pressure is applied to the spring via pressure
connection 1 and at the same time bleeding takes place via the bleeding screw 3. In this status, the basic setting
of the brake takes place.

For this purpose, the self-locking adjusting screw 13 is turned inwards clockwise using a hexagonal socket key
size 6 as far as a prescribed tightening torque. This engages the brake far enough to prevent the drive shaft from
being turned over. Set the relevant brake lifting clearance by turning back the adjusting screw 13 by a prescribed
angular value.

The specifications for tightening torque and the turnback angle are dependent on various factors, for example the
number of lining discs, the ball ramp angle of the brake and rotational speed etc. These two specifications are
therefore determined in agreement with the axle/transmission manufacturer and must be taken from the
manufacturer's documentation.

Once the setting has been correctly completed, replace the screw cap 17 and tighten by hand, ensuring that the
O-ring 23 is located correctly in the screw cap 17. While at a standstill, then actuate both the service and the
parking brake alternately several times in order to permit alignment of the individual components. Subsequently,
bleed the two pressure chambers again using the bleeding valves 3.

Once the brake housing is filled with oil correctly in accordance with the specifications of the axle or
transmission manufacturer, check the efficiency of the service and parking brake on the basis of brake tests on
the roller dynamometer or by vehicle testing.

4.Readjusting the brakes at the spring-reservoir combination brake cylinder

After a certain running-in period which depends on the level of strain, running-in of the lining discs is
completed and repeated correction of the setting is necessary. Here, proceed as for the basic setting described
under point 3.

As the stroke, i.e. the degree of brake wear, cannot be ascertained optically at this actuating device, the stroke of
the spring-loaded cylinder must be checked at regular intervals. This can be checked using a suitable measuring
device by removing screw cap 17. This is done by measuring the movement of the adjusting screw 13 when
releasing and actuating the parking brake using a suitable measuring device (such as a dial gauge or depth
gauge). If this measurement exceeds a value of 6 or 7 mm, readjustment must be performed in any event in
accordance with point 3. Every time a readjustment is performed, also carry out a visual inspection of the wear
status of the lining discs using a suitable inspection hole provided by the design of the axle or transmission
casing so permits.

5.Maintenance and repair work at the spring-reservoir combination brake cylinder

Due to its completely encapsulated design, this braking system is largely maintenance-free. Maintenance work is
restricted to regular checking of the actuating stroke of the service and parking brake in accordance with point 4,
and checking the actuating cylinder for external leaks and loose screw connections.

Page 1019
Should it no longer be possible to release the brake despite actuating the parking brake valve, or in case of
failure of the pressure supply, a mounted emergency release mechanism 19 permits the bank of springs to be
mechanically clamped together until the brake is released. This permits a vehicle which has broken down to be
towed off.

To do this, proceed as follows:

The vehicle must be secured using suitable means against rolling away. At the same time, steps must be taken to
ensure that the two pressure connections 1 and 2 are not pressurized. Before unscrewing the screw cap 17, make
available a suitable collecting vessel in order to collect surplus oil which may emerge out of the cylinder
housing. After removing screw cap 17, use a size 13 key (older model size 14!) to unscrew the emergency
release mechanism 19 in the anti-clockwise direction until you feel a defined stop. This signifies that the bank of
springs is completely clamped together and the brake is released. In this status, it is possible to carry out any
necessary repairs or to tow the vehicle to the next service station, taking care to observe the relevant safety
regulations.

Caution:

In this status, it is no longer possible to activate the parking brake function using the hand brake. For this reason,
when towing and parking the vehicle, ensure that sufficient precautionary measures are taken.

To release the spring-reservoir brake, the emergency release mechanism 19 is screwed in the clockwise direction
into the housing until a distance of 5 mm is reached between the lid of the housing and the upper edge of the
emergency release mechanism. It is possible to feel when this status is reached when the actuating torque
required to release the emergency release mechanism suddenly drops. In this position, the emergency release
mechanism is once again in its normal status. Close the housing again using screw cap 17.

Caution:

The thread of the emergency release mechanism 19 is configured as a self-locking thread, and is thus
safeguarded from adjustment as a result of vibrations. By frequent activation of the emergency release
mechanism, however, it can happen that the locking torque can drop to the extent that additional safeguarding of
the thread is necessary using a standard commercially available fluid screw locking agent. This is done by
applying a small amount of screw locking agent to the upper turns of the thread before completely releasing the
emergency release mechanism 19.

No other repair work should be performed on either the superstructure I or the substructure II, as special tools
and fixtures are required for this purpose. In the event of failure of any component of the spring-reservoir
combination brake cylinder, the relevant component must be exchanged completely and the damaged part sent in
for testing.

Caution:

Never attempt to open the housing of the spring-reservoir cylinder with violence, as the sudden release of the
pre-tensioned springs can cause serious personal injury!

Caution:

Ensure that a maximum actuating pressure of no more than 35 bar can occur at the pressure connection 1.
For pressure connection 2, the maximum actuating pressure is limited to 120 bar. Pay attention that pressure is
only applied at pressure connection 2 when the substructure II is correctly fixed at the axle and transmission
casing, and the actuating wedge 12 is seated between the pressure rollers 16 of the full disc brake.

Page 1020
Caution:

Simultaneous application of hydraulic pressure at both pressure connections 1 and 2 is not permitted. In
individual cases, the axle and transmission manufacturer may authorize simultaneous actuation at a standstill in
agreement with the company KNOTT if the pressure level is limited at pressure connection 2.

After all repair and maintenance work, check the fluid level in the two actuating circuits and top up the oil level
with the specified operating oils. After completion of all work, check the brake setting again as described under
point 3 / point 4 and carry out a braking performance check.

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Section 4 Hydraulics

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4.1 Hydraulic Circuits

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4.2 Hydrostatic Transmission Hydraulics System Operation, Testing and Adjusting

Figure 1 Hydrostatic Transmission

4.2.1 System Operation

The primary function of the Jacon Hydrostatic Transmission (HST) is to accept rotary power
from a MERC OM906LA Diesel Engine, and transmit that energy to the wheels via the drive
motors and axles. The HST regulates the Combo Units speed, torque, power and direction of
travel with an infinite variation of speed between the two maximums.
The Operating Principle of the HST is simple: the transmission pump “A4VG250” connected
to the MERC OM906LA Diesel Engine generates flow to the Axle Drive motors
“A6VM215” Variable Displacement Hydraulic motors which are connected to the wheel
ends via the axle differential. The Transmission Pump and Drive Motors are of the Variable
Displacement type allowing speed, torque, power and direction to be regulated.
In the Forward Tramming direction the Oil Flows out of the “A Port” (High Pressure Leg) of
the Transmission Pump into the Front and Rear Variable Displacement Hydraulic Motors
resulting in rotation of the wheel ends through the axle differential. The Oil then exits the
motors (Low Pressure Leg) and returns into the Transmission Pump into the “B Port” When
Reverse Tramming direction is selected the above simply is reversed. Both directions are
shown overleaf in Figure 2.

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Tramming
Forward

Transmission Pump

Rear Drive Motor

Front Drive Motor

Tramming
Reverse

Transmission Pump Traction Valve

Rear Drive Motor

Front Drive Motor

Figure 2 Hydrostatic Drive Oil Flow

Forward or Reverse Tramming is selected by energising either of the two solenoid coils mounted
directly on the transmission pump. Speed and Torque are controlled by an electronically controlled
Transmission pump and by having electronically proportional variable displacement Hydraulic
motors. This controller brings the Transmission pump on and off stroke as the MERC OM906LA
engine Revs increase or Decrease. The Hydraulic Drive motors also will swash to maximum
displacement when the drive pressure reaches a preset value indicating more load on the system ie-
Driving up Hill, this allows for increased driving torque at the cost of driving speed. When drive
pressures are lower ie- Driving on flat ground, the drive motors will swash to minimum displacement
allowing for higher driving speeds.

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4.2.2 System Testing

The transmission is factory set by Jacon prior to delivery however the system should be tested to
ensure that settings are maintained throughout the operational life of the unit. To test the
Transmission unit the following checks should be carried out.

a) Transmission Pump Pressure Cut Off Setting “PCO”

The Pressure Cut Off setting “PCO” is the point where the Transmission pump will cease
delivering oil to the Drive motors. However it will maintain pressure. On the Combo 6000
Mk2 units the “PCO” is factory set at 400Bar. To Test the “PCO” follow the procedure
below:-

1) Fit a Pressure Gauge to the A Leg test Point as Shown Below in Figure 3

Boost Test
Point Panel

A Leg Test
Figure 3 Test Point Panel Point Panel
2) Start the Unit and Release the Park Brake
3) With your Foot firmly applying the service brakes select forward tram.
4) Increase the engine RPM to Maximum “2200RPM”
5) Hold at Maximum RPM and read the pressure gauge. Should read 400Bar + - 10Bar
6) Reduce engine RPM and Reapply Park brake
WARNING

Ensure all Personnel are clear of the unit when carrying out any tests on the Combo
5000

b) Transmission Boost Pressure

1) Connect a Pressure Gauge to the Boost Pressure test Point on the Test Point Panel as
shown in Figure 3 above.
2) Start the unit and leave in Neutral
3) Check the Pressure Gauge Should read between 22-27Bar
WARNING

If the Boost Pressure is lower than 15Bar shut the unit down immediately and
check/replace the boost filter. If the pressure is still low then contact Jacon.

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4.2.3 Pressure Adjustments

The pressure adjustments are all carried out prior to delivery of the Combo 5000, however in
some cases it may be necessary to re-adjust pressures from time to time. The following
describes the method of adjusting pressures related to the Transmission Circuit of the Combo
5000.

Figure 4 Pressure Adjustment Points JSA-A4VG250

Transmission Pump

1) Pressure Cut Off “PCO” Adjustment

The Pressure Cut Off “PCO” is the point at which the Transmission Pump will cease
delivering oil to the drive motors “Swash back to Neutral” whilst still maintaining
pressure. The PCO is factory set at 400Bar. To test and adjust the “PCO” Setting follow
the procedure below.
1)
Fit a Pressure Gauge to the A Leg test Point as Shown Below in Figure 3
2)
Start the Unit and Release the Park Brake
3)
With your Foot firmly applying the service brakes select forward tram.
4)
Increase the engine RPM to Maximum “2200RPM”
5)
Hold at Maximum RPM and read the pressure gauge. Should read 400Bar + -
10Bar
6) If the PCO is above 400Bar then wind the PCO adjustment out “Counter
clockwise” until 400Bar is achieved. See Figure 4
7) If the PCO is below 400Bar then wind the PCO adjustment in “Clockwise” until
400Bar is achieved. See Figure 4
8) Lock the adjustment lock nut.
WARNING

Ensure all Personnel are clear of the unit when carrying out any tests on the Combo
5000

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2) Boost Pressure Adjustment

The Transmission Boost pressure is critical to the control, lubrication and cooling of the
Transmission System. This should be checked regularly to ensure unit performs as
expected. The Transmission Boost Pressure is factory set at 22-27 Bar at low idle. To
adjust the Transmission Boost pressure follow the procedure below.

1) Connect a Pressure Gauge to the Boost Pressure test Point on the Test Point Panel as
shown in Figure 3 above.
2) Start the unit and leave in Neutral
3) Check the Pressure Gauge Should read between 22-27 Bar
4) If the Pressure is below 22Bar then adjust the Boost Pressure Adjustment in
“Clockwise” until 22-27Bar is achieved. See Figure 4
5) If the Pressure is above 27Bar then adjust the Boost Pressure Adjustment out
“Counter Clockwise” until 22-27Bar is achieved. See Figure 4

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4.3 Steering Hydraulics System Operation, Testing and Adjusting

4.3.1 System Operation

Load Sense
Shuttle Tree

Oil Coolers
Orbital
Steering Units

Steering Return Filters

Cylinders

Hydraulic
Pump
Steering Selector
Solenoids

Steering
Manifold
Steering
Activation Valve

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Figure 1 Hydraulic Circuit

The Combo 5000 Steering System is supplied oil from an 100cc Variable Displacement
Piston Pump, this pump has a standby pressure of 25 Bar allowing load sensing pressure and
stroke control. The Outlet of the pump runs directly M4-12 Boom Control Valve. This valve
has an auxiliary P Port allowing the continuation of the pump supply to the steering
activation valve. Activation is triggered whenever the engine is running. Note! The steering
will de-activate whenever the remote control is activated. Once activated the Outlet Oil
travels into the P Port of the corresponding Orbital Steering unit. The orbital steering unit is
directly mounted to the base of the steering column. When the steering wheel is rotated, oil is
supplied out of either the R or L leg of the unit. This results in the Standby Pressure dropping
from 25 Bar, and a signal being sent via the load sense shuttle tree to the hydraulic pump
which attempts to maintain the 25 Bar by producing flow. This oil then enters the steering
selector manifold and depending on which of the steering selector solenoids are activated will
exit the valve resulting in steering activation at the steering cylinders, these cylinders are
mounted directly on the axles. The return oil from the low pressure side of the steering
cylinders is routed through the circuit via an oil cooler. The steering enable solenoid also
supplies oil to the stabiliser leg circuit.
4.3.2 Testing

The steering system is factory set by Jacon prior to delivery however the system should be
tested to ensure that settings are maintained throughout the operational life of the unit. To test
the steering system the following checks should be carried out.
a) Standby Setting
The “Standby Setting” is the preset control pressure on the 100cc Variable
displacement piston pump. To test this pressure simply
To test this follow the procedure below:-
1) Connect pressure gauge to the Steering System Pressure Test Point
2) Start the unit
3) Read and Record the Pressure Gauge should be 25Bar
Steering System
Pressure Test
Point

Figure 2 Test Point Panel

b) Load Sense Relief Pressure

1) Connect pressure gauge to the Steering System Pressure Test Point

2) Start the unit
3) Read and Record the Pressure Gauge should be 25Bar (Standby Pressure)
4) Enable the Front Dash
5) Release the Park Brake

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Maintenance Manual Revision 1 Combo 5000

6) Steer in the left direction full lock and hold.

7) Read and Record the Pressure Gauge should be 175Bar (Load Sense Relief Front
Cabin Orbital Steering Motor)
8) Apply the Park Brake
9) Enable the Rear Dash
10) Release Park Brake
11) Steer in left direction to full lock and hold
12) Read and Record the Pressure Gauge should be 175Bar (Load Sense Relief Rear
Cabin Orbital Steering Motor)
WARNING

Ensure all Personnel are clear of the unit when carrying out any tests on the Combo
5000

4.3.3 Pressure Adjustments

The pressure adjustments are all carried out prior to delivery of the Combo 5000, however in
some cases it may be necessary to re-adjust pressures from time to time. The following
describes the method of adjusting pressures related to the Steering Circuit of the Combo
5000.
Pressure
Compensator
Adjustment “DR”

Standby
Pressure
Adjustment “FR”

Figure 3 100cc Variable Displacement Piston Pump

1) Standby Pressure Adjustment also called “Load Sense” or “FR”
The “Standby Setting” is the preset control pressure on the 100cc Variable
displacement piston pump. To test this pressure simply
To test this follow the procedure below:-
1) Connect pressure gauge to the Steering System Pressure Test Point
2) Start the unit
3) Read and Record the Pressure Gauge should be 25Bar
4) If the Standby Pressure is above 25 Bar then loosen the pressure adjustment lock
nut and wind the adjustment out “Counter Clockwise” until 25 Bar is achieved.
5) If the Standby Pressure is below 25 Bar then loosen the pressure adjustment lock
nut and wind the adjustment in “Clockwise” until 25 Bar is achieved
6) Relock Lock nut and retest pressure setting

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Steering System
Pressure Test
Point

Figure 2 Test Point Panel

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4.3.4 Steering Selection

The Steering Selection System has 3 Solenoid Valves related to the activation, selection and
operation of the system. They are indicated below in Figure 4

SV2

SV1

SV3

Figure 4 Steering Solenoid Valves

Function SV1 SV2 SV3

4 Wheel Steering ON OFF OFF

Activated
Front Wheel Steering ON ON OFF
Activated
Rear Wheel Steering ON OFF ON
Activated

NOTE

All Solenoid Coils on the Combo 5000 are 24VDC ensure correct voltage Solenoid
Coils are used

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4.4 Braking Hydraulics System Operation, Testing and Adjusting

4.4.1 System Operation
Front Brake Pedal
Valve Service Brake
Park Brake Accumulators
Solenoid
Valve Service Brake
Pressure Switch

Service
Boost Brakes
Park Brake Manifold Service
Brake Shuttle
Valves

Accumulator
Unloading Valve

Rear Brake
Pedal Valve

Hydraulic
Pump

24VDC
Pump

Figure 1 Hydraulic Circuit

The Combo 5000 Brake Systems are supplied oil from a 56cc Fixed Displacement Gear
Pump, this pump supplies the service brake accumulators, also the Transmission Boost pump
is used to supply oil to the park brake circuit.
Service Brake System
The Gear pump delivers oil to the Tailend Manifold this assembly houses the accumulator
unloader valve the unloader valve controls the system pressure for the swing ram and service
brakes. Immediately on entry to the Tailend Manifold the oil enters the accumulator unloader
valve. This valve diverts the oil via a check valve to the service brake accumulators and
swingram accumulator. These accumulators charge up with oil to the pre-set unloader valve
pressure of 100Bar. Once the pre-set unloader valve pressure is achieved the accumulator
unloader valve closes and diverts oil back to tank via an Hydraulic oil cooler and return filter.
The Accumulators maintain charge, to be used whenever the brake pedal is pushed in either
the front or rear cabin. When either pedal is depressed oil is released from the accumulators
to the front and rear service brakes via the service brake shuttle valves. The service brake
shuttle valves are used to isolate the front and rear brake pedals. The brake pedals are pre-set

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Maintenance Manual Revision 1 Combo 5000

at 60 Bar meaning when the brake pedal is pushed to its maximum position 60 Bar will be
supplied to the service brake cylinders.
Each brake pedal valve is fitted with a pressure switch, when the brake pedal is applied the
pressure switch is closed and brake lights + residual brake pressure will illuminate.
The accumulators will provide enough storage for multiple applications of the brake pedal,
however each time the pedal is pushed the storage pressure in the accumulators will be
reduced slightly. Once the storage level has dropped by approximately 20 Bar the unloader
valve will open allowing oil to charge the service brake accumulators again. The minimum
brake applications required as per MDG15 are:-
• Engine Running = 4 Applications
• Engine Stopped = 6 Applications

Park Brake System

The Park brake system supply pressure is obtained from the Transmission Boost Pump
circuit. This supply is delivered to the Boost Filter Manifold where there is a Park Brake
Release Solenoid valve used to switch supply of Boost pressure 25 Bar to the Park Brake
Cylinders on each axle. When activated this Boost Pressure System oil travels through the
Boost manifold exiting at the “BR” port then travels onto the park brake cylinders which are
mounted internally in the drive axles. The boost manifold also has a pressure switch fitted
into the circuit after the Park Brake Release Solenoid, this pressure switch serves to switch
the park brake LED on and off and inform the PLC the Park Brake is released. When the park
brake is activated again the spring applied park brakes in the axles force the hydraulic oil
back to the hydraulic oil tank.

NOTE

Also fitted in the park brake circuit is a 24V Emergency Steering pump this is also
used to allow for park brake release when activated in the case of towing.

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4.4.2 Testing

Service Brake System

The service brake system is factory set by Jacon prior to delivery however the system should
be checked regularly to ensure settings are maintained throughout the operational life of the
unit. To test the service brake system the following checks should be carried out.
a) Unloader Valve Setting
The unloader valve setting is the pre-set pressure used to charge the Service Brake &
Swing Ram Accumulators. To test this pressure simply charge the service brake
accumulators. This unloader valve is set at 100 Bar.

To test this follow the procedure below:-

1) Connect pressure gauge to the Brake Supply Pressure Test Point

2) Start the unit
3) Read and Record the pressure gauge should start at 0 Bar and slowly build up as
the accumulators charge to 100 Bar and then hold.

Service Brake
System
Pressure Test

Park Brake
Pressure Test
Point
Figure 2 test Point Panel
b) Brake Pedal Operating Pressure (Front and Rear Cabin)
The brake pedal valves operating pressure is the pressure applied to the Service Brake
Cylinders. To test this pressure simply charge the service brake accumulators. These
valves are set at 80 Bar. To test this follow the procedure below:-

1) For this test we can use the pressure gauges located in the cabin. (As shown below
in Figure 3)
2) Start the unit from the front cabin
3) Press the brake pedal as hard as possible, read and record the Front and Rear
Pressure Service Brake Pressure Gauges “Should read 80 Bar”
4) Move to the Rear Cabin and carry out the same test. Since the gauges are in the
front cabin an assistant will be required to either press the brake pedal or read and
record the pressure. Again should read 80 Bar.

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Rear Brake
Pressure Gauge

Front Brake
Pressure Gauge

Figure 3 Front Cabin Pressure Gauges

NOTE

The Service Brake Accumulators should be checked every 1000 Hours of Operation
Pre-Charge is to be set at 50 Bar

Park Brake System

The park brake system is factory set by Jacon prior to delivery however the system should be
checked regularly to ensure settings are maintained throughout the operational life of the unit.
To test the park brake system the following check should be carried out.

c) Park Brake Pressure Setting

The Park Brake Pressure is the pre-set pressure used to operate the park brake system.
This system utilises the Transmission boost pressure set at 25 Bar. The pressure only
requires checking for operation and recorded as there are no pressure adjustments
required for this.

To test this follow the procedure below:-

1) Fit Pressure gauge to the Park Brake Pressure on the Test point panel “As shown
in Figure 2)
2) Start the Unit
3) Release the Park Brake
4) Rear and Record the park brake pressure on the pressure gauge should be 25 Bar.

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4.4.3 Pressure Adjustments

The pressure adjustments are all carried out prior to delivery of the Combo 5000, however in
some cases it may be necessary to re-adjust pressures from time to time. The following
describes the method of adjusting pressures related to the Braking Circuits of the Combo
5000.
Unloader Valve
Adjustment

Figure 4 Unloader Valve

1) Unloader Valve Adjustment
The unloader valve setting is the pre-set pressure used to charge the Service Brake
Accumulators. To test this pressure simply charge the service brake accumulators.
This unloader valve is set at 100 Bar.

To test this follow the procedure below:-

1) Connect pressure gauge to the Brake Supply Pressure Test Point

2) Start the unit
3) Read the Pressure Gauge should rise and level out at 100 bar
4) If the Pressure is under 100 Bar loosen lock nut and screw adjustment in
Clockwise then pump the brake pedal to cause the unloader valve to load up
again. Adjust until 100 Bar is achieved at loading high point. Relock lock nut. See
Figure 4
5) If the Pressure is over 100 Bar loosen lock nut and screw adjustment out. Counter
- Clockwise then pump the brake pedal to cause the unloader valve to load up
again. Adjust until 100 Bar is achieved at loading high point. Relock lock nut. See
Figure 4

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2) Brake Pedal Operating Pressure Adjustment

1) For this test we can use the pressure gauges located in the cabin. (As shown in
Figure 3)
2) Start the unit from the front cabin
3) Press the brake pedal as hard as possible, read and record the Front and Rear
Pressure Service Brake Pressure Gauges “Should read 80 Bar”
4) Move to the Rear Cabin and carry out the same test. Since the gauges are in the
front cabin an assistant will be required to either press the brake pedal or read and
record the pressure. Again should read 80 Bar.
5) If the pressure is under 80 Bar in either Cabin adjust the brake pedal mechanical
stopper “See Figure 5” in “Clockwise” until 80 Bar is achieved.
6) If the pressure is above 80 Bar in either Cabin adjust the brake pedal mechanical
stopper “See Figure 5” out “Counter-Clockwise” until 80 Bar is achieved.
Brake Pedal
Mechanical
Stopper

Figure 5 Brake Pedal

4.4.4 Accumulator Pre-Charging Procedure

The accumulator in any hydraulic circuit should be placed as near as practical to the
source of shock or potential energy requirement.
Normally an accumulator should be installed in a vertical position with the oil
connection facing down. In some cases it is not practical to install in this position,
therefore it may be installed horizontally, however reduced life may occur. Bladder
type accumulators have an increased risk of the bladder bag floating (in the
horizontal position), which traps usable fluid inside. The bladder can be pinched by
the poppet valve closing, which may rupture the bladder. Horizontal position
requires more care when draining the fluid from the accumulator.
When installing the accumulator using “U” bolt type clamps, care should be
exercised so as not to distort the accumulator with excessive tightening force.
Welding hangers to the accumulator is not recommended.
The hydraulic fluid used must be kept free of foreign matter to prevent damaging the
accumulator wall. For maximum seal life, the fluid should be filtered to 10 micron or
less.

Page 1045
Maintenance Manual Revision 1 Combo 5000

Pre-Charging Procedure

General Information

The condition of the accumulator is primarily determined by periodic checking

of the pre- charge pressure.

Hydraulic Accumulators are pressure vessels and only qualified personnel should
perform maintenance.

Drain all fluid completely from the Accumulator before performing any
maintenance.

The most accurate pre-charge readings can only be taken when fluid pressure is 0 Bar.

Always observe the maximum working pressure and operating temperature ranges.

WARNING

• Do Not weld or braze directly on the accumulator shell

• Do not use Oxygen for pre-charging the accumulator

Page 1046
Maintenance Manual Revision 1 Combo 5000

Pre-Charging Bladder Accumulators

1) Isolate the accumulator from the system and make sure the hydraulic fluid pressure is 0 Bar
2) Remove the Gas Valve protection guard and valve cap from the accumulator
3) To charge the accumulator, use a charging hose and gauge assembly.
4) Before using the charging assembly “Figure 8” make sure that valve A is completely open
“Counter Clockwise”, that bleed valve B is completely closed “Clockwise” and that the hose
connection C has the hose connected.

Figure 7 Charging Assembly Figure 8 Gas Bottle

5) Connect the charging unit to the gas fill valve on the accumulator by means of the
knurled cap D.
6) Attach the charging hose to the Nitrogen bottle via the gas valve adaptor. “Figure 8”
7) Turn Valve A clockwise until it stops (DO NOT OVER TORQUE)
8) SLOWLY open the valve on the Nitrogen bottle “Figure 8” and allow the gas to flow
to the accumulator. The Gauge should begin to register pressure.
9) Once the desired gas pre-charge pressure has been reached, close the valve on the
Nitrogen bottle “Figure 8”
10) Open valve A fully “Counter Clockwise”, then bleed the trapped pressure in the gas
line to Zero by means of the bleed valve B. Open valve B “Turn Counter Clockwise”
until gauge reads 0 Bar.
11) Close the bleed valve B again and wait a few minutes for the pressure to stabilise.
12) Screw valve A “Clockwise” until pressure can be read on the gauge. This should be
slightly higher than the desired pressure.
13) Adjust pressure by means of the bleed valve B, when the desired pressure is attained,
confirm that valve B is completely closed “Clockwise”. Open valve A completely
“Counter Clockwise”. Now remove the charging unit by means of the knurled cap D.
Then remove the charging unit.
14) Remove gas valve adaptor and the charging hose from the Nitrogen bottle.
15) Replace the gas valve cap and protective guard on the accumulator.
16) The accumulator is now ready to use

NOTE
Allow accumulator to rest approximately 10-15 minutes after gas pre-charging. This
will allow gas temperature to adjust and equalize. Recheck gas pressure and adjust
if necessary. Check accumulator gas valve for leaks with soapy water. Always wear
safety glasses.

Page 1047
Maintenance Manual Revision 1 Combo 5000

Checking Pre-Charge Pressure

The condition of the accumulator pre-charge is primarily determined by periodic checking of

the pre-charge pressure. Only qualified personnel should perform any maintenance on
accumulators. Nitrogen gas pre-charge pressure should be checked at least once during the
first 250 Hours of operation to ensure that no leak has developed. The pre-charge pressure
should be recorded at installation. If there is no loss of gas pre-charge, it can be then checked
every 1000 Hours. Also check the accumulator pre-charge if the system is acting sluggishly.

Pre-Charge Checking Procedure for Bladder Accumulators

1) Ensure all hydraulic pressure is discharged from the accumulator system.

2) To check or adjust the pre-charge pressure the hydraulic pressure must be reduced
to 0 Bar. Pre-Charge pressure should be checked periodically. Charging and
checking should be done with an accumulator gauge assembly kit.
3) Remove the gas valve protection guard and valve cap as per the pre-charge
procedure instructions
4) Attach the gauge assembly to the accumulator gas valve
5) Ensure that charging hose is plugged or capped.
6) Make sure the bleed valve B “Figure 8” is closed, depress gas valve core by
turning valve A “Clockwise”. Gas pressure can now be read on gauge.
7) To reduce pressure, open bleed valve B “Figure 8” carefully, allowing gas to
escape until desired pressure is obtained.
8) Close valve A “Counter clockwise” fully and open bleed valve B
9) Remove gauge Assembly
10) Replace gas valve protection guard and valve cap

Page 1048
 Maintenance Manual Revision 1 Combo 5000

4.5 Mixer Bowl System Operation, Testing and Adjusting

4.5.1 System Operation

Mixer Bowl
Drive Motor

Boost Filter

Hydraulic Pump

Figure 1 Hydraulic Circuit

The Combo 5000 Mixer Bowl Circuit is supplied oil from a 68cc Closed Loop Transmission
Pump.
Mixer Bowl Circuit
The Mixer Bowl Circuit is supplied Hydraulic Oil from an 68cc Closed Loop Transmission
Pump. This pump delivers oil out of the A & B Leg of the transmission pump to the Mixer
Bowl Hydraulic Drive Motor via quick connect couplings at the front of the unit which are
used to discharge the bowl if a failure occurs in the hydraulic supply. The flow from the
Pump is controlled by a pump mounted proportional 3 position directional control valve.
When this proportional valve is activated it controls the swash plate of the Transmission
Pump and will deliver Oil out of either the A or B Leg of the Transmission Pump causing the
Mixer Bowl to spin in either the Mix or Discharge Direction. The larger the electrical current
supplied to this directional control valve the faster the bowl will rotate

Page 1049
Maintenance Manual Revision 1 Combo 5000

4.5.2 Testing

a) Mixer Bowl Circuit

The Mixer Bowl operating pressure is the pressure applied to the Mixer Bowl Drive
Hydraulic Motor. There are two relevant pressures on this circuit being the Boost
pressure setting and the Pressure Cut off pressure “PCO” To test this follow the
procedure below:-

Boost Pressure

1) Connect a pressure gauge to the Mixer Bowl Boost Test Point on the Test point
panel
2) Start the Unit.
3) Read the Pressure Gauge, should read 25 Bar.

“PCO” Pressure

1) Connect a pressure gauge to the Mixer Bowl System Test point on the Test point
panel.
2) Disconnect 1 of the umbilical hoses at the front of the machine. Ensure it is not
the case drain hose that is disconnected.
3) Start the unit
4) Activate the Mixer Bowl Control Valve in either direction and read the pressure
gauge should Read 250 Bar.

System Pressure

Boost Pressure

Figure 2 Test Point Panel

Page 1050
Maintenance Manual Revision 1 Combo 5000

4.5.3 Pressure Adjustments

The pressure adjustments are all carried out prior to delivery of the Combo 5000, however in
some cases it may be necessary to re-adjust pressures from time to time. The following
describes the method of adjusting pressures related to the Mixer Bowl Circuits of the Combo
5000.
Mixer Bowl Circuit
The Mixer Bowl operating pressure is the pressure applied to the Mixer Bowl Drive
Hydraulic Motor. There are two relevant pressures on this circuit being the Boost pressure
setting and the Pressure Cut off pressure “PCO” To test this follow the procedure below:-

Boost Pressure
1) Connect a pressure gauge to the Mixer Bowl Boost Test Point on the Test point
panel
2) Start the Unit.
3) Read the Pressure Gauge, should read 25 Bar.

“PCO” Pressure

1) Connect a pressure gauge to the Mixer Bowl System Test point on the Test point
panel.
2) Disconnect 1 of the umbilical hoses at the front of the machine. Ensure it is not
the case drain hose that is disconnected.
3) Start the unit
4) Activate the Mixer Bowl Control Valve in either direction and read the pressure
gauge should Read 250 Bar.

Page 1051
Maintenance Manual Revision 1 Combo 5000

Section 5 Electrical

Page 1052
Maintenance Manual Revision 1 Combo 5000

5.1 Electrical Enclosure Circuits

Page 1053
 1 2 3 4 5 6 7 8

JACN6_TMX5BP-B (Rear Dash)

A A

GND

D1
AA R23
Diode
Node 7
24V
B B

Channel 16

Channel 15

Channel 14
Channel 13

Channel 12

Channel 11

Channel 10

Channel 9

Channel 8

Channel 7

Channel 6
Channel 5

Channel 4

Channel 3

Channel 2

Channel 1
Buzzer

CAN-H
CAN-L
GND

GND

GND

GND

GND

GND
GND

GND

GND

GND
GND
Vcc

Vcc

Vcc
Vcc
Vcc

Vcc

Vcc

Vcc

Vcc
Vcc
Vcc

Vcc

Vcc

Vcc
JACH5_TMX5BP CB37 CB38

X3_6
X3_5
X3_4
X3_3
X3_2
X3_1

X2_18
X2_17
X2_16
X2_15
X2_14
X2_13
X2_12
X2_11
X2_10
X2_9
X2_8
X2_7
X2_6
X2_5
X2_4
X2_3
X2_2
X2_1

X1_18
X1_17
X1_16
X1_15
X1_14
X1_13
X1_12
X1_11
X1_10
X1_9
X1_8
X1_7
X1_6
X1_5
X1_4
X1_3
X1_2
X1_1
B+ (10A) IGN (5A) R1
GND BLUE 6mm U - GND (30A) GND
120 OHM
CB14 RED 6mm S - PWR (30A)
(0.5W)
CAN_H WHITE 4mm W - CAN_H GND GND
CAN_L VIOLET 4mm Y - CAN_L
CB13 RED 4mm T - IGN
IGN_SW GREEN 4mm X - IGN SW
ESTOP_O YELLOW4mm Z - ESTOP Out
ESTOP_O BROWN 4mm V - ESTOP In

HD34 24-9 PN

Cannot open file

C:\Users\dai\Pictur
es\M12 Female
Bowl Dis Bowl Mix Panel Mount
Connector.PNG
. .
C C
. M12 Male
. . 1- IGN (BROWN)
. . TO R/CAB SCREEN-->>
2-
GND 3- GND (BLUE)
Bowl Speed Up Bowl Speed Down 4-
NC 5- B+ (GRAY)
. Hi RANGE SW
.
.
DIFF Sw Head Lights
Ex Brake
M12 Female
. . . . .
. . . 1-
TO R/CAB SCREEN-->>
2-
Park Brake SW Ignition SW REV SW FWD SW FRONT STEER SW REAR STEER SW GND 3- CAN_GND (BLUE)
WIPER SW WASHER SW 4- CAN_H (BLACK)
5- CAN_L (GRAY)

Cannot open file

C:\Users\dai\Pict
ures\M12 Male
Panel Mount
Connector.PNG

D D

Title
Rear Dash
Size Number Revision
1
A3 JSE-JACN6-TMX5BP-B
Date: 06/05/2017 Sheet5 of 16
File: \\..\JSE-JACN6-TMX5BP-B (Rear Dash).SchDoc
Drawn By: C Dunbar
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1054 8
 1 2 3 4 5 6 7 8

JACN1_TMX5BP-B (Front Dash)

A A

GND

D1
AA R22
Diode
Node 1
24V
B B

Channel 16

Channel 15

Channel 14
Channel 13

Channel 12

Channel 11

Channel 10

Channel 9

Channel 8

Channel 7

Channel 6
Channel 5

Channel 4

Channel 3

Channel 2

Channel 1
Buzzer

CAN-H
CAN-L
GND

GND

GND

GND

GND

GND
GND

GND

GND

GND
GND
Vcc

Vcc

Vcc
Vcc
Vcc

Vcc

Vcc

Vcc

Vcc
Vcc
Vcc

Vcc

Vcc

Vcc
JACH3_TMX5BP CB25 CB26

X3_6
X3_5
X3_4
X3_3
X3_2
X3_1

X2_18
X2_17
X2_16
X2_15
X2_14
X2_13
X2_12
X2_11
X2_10
X2_9
X2_8
X2_7
X2_6
X2_5
X2_4
X2_3
X2_2
X2_1

X1_18
X1_17
X1_16
X1_15
X1_14
X1_13
X1_12
X1_11
X1_10
X1_9
X1_8
X1_7
X1_6
X1_5
X1_4
X1_3
X1_2
X1_1
B+ (10A) IGN (5A) R1
GND BLUE 6mm U - GND (30A) GND
120 OHM
CB15 RED 6mm S - PWR (30A)
(0.5W)
CAN_H WHITE 4mm W - CAN_H GND GND
CAN_L VIOLET 4mm Y - CAN_L
CB13 RED 4mm T - IGN
IGN_SW GREEN 4mm X - IGN SW
ESTOP_O YELLOW4mm Z - ESTOP Out
ESTOP_O BROWN 4mm V - ESTOP In

HD34 24-9 SN

Cannot open file

C:\Users\dai\Pictur
es\M12 Female
Bowl Dis Bowl Mix Panel Mount
Connector.PNG
. .
C C
. M12 Male
. . 1- IGN (BROWN)
. . TO F/CAB SCREEN-->>
2-
GND 3- GND (BLUE)
Bowl Speed Up Bowl Speed Down 4-
NC 5- B+ (GRAY)
. Hi RANGE SW
.
.
DIFF Sw Head Lights
Ex Brake
M12 Female
. . . . .
. . . 1-
TO F/CAB SCREEN-->>
2-
Park Brake SW Ignition SW REV SW FWD SW FRONT STEER SW REAR STEER SW GND 3- CAN_GND (BLUE)
WIPER SW WASHER SW 4- CAN_H (BLACK)
5- CAN_L (GRAY)

Cannot open file

C:\Users\dai\Pict
ures\M12 Male
Panel Mount
Connector.PNG

D D

Title
Front Dash
Size Number Revision
1
A3 JSE-JACN1-TMX5BP-B
Date: 06/05/2017 Sheet1 of 16
File: \\..\JSE-JACN1-TMX5BP-B (Front Dash).SchDoc
Drawn By: C Dunbar
\\Engineer-004\d\VPS1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1055 8
 1 2 3 4 5 6 7 8

JACN7_TMX5BP-B (AUTEC REMOTE)

A 24 PIN CORD REMOTE PLUG A

1 - +24V
AA Node 8 GND 2 - -0V
3 - Lance Extend
4 - Pump On
5 - Pump Rev
6 - Hydroscaler
7 - Boom Up
8 - Boom Down
9 - Boom Left
10 - Boom Right

Channel 16

Channel 15

Channel 14
Channel 13

Channel 12

Channel 11

Channel 10
11 - Boom Extend

Channel 9

Channel 8

Channel 7

Channel 6
Channel 5

Channel 4

Channel 3

Channel 2

Channel 1
CAN-H
CAN-L
12 - Boom Retract

GND

GND

GND

GND

GND
GND

GND

GND

GND
GND
13 - Nozzle Left

Vcc

Vcc

Vcc
Vcc
Vcc

Vcc

Vcc

Vcc

Vcc
Vcc
Vcc

Vcc

Vcc

Vcc
14 - Nozzle Right
15 - Lance Tilt Back
16 - Lance Tilt FWD

X3_6
X3_5
X3_4
X3_3
X3_2
X3_1

X2_18
X2_17
X2_16
X2_15
X2_14
X2_13
X2_12
X2_11
X2_10
X2_9
X2_8
X2_7
X2_6
X2_5
X2_4
X2_3
X2_2
X2_1

X1_18
X1_17
X1_16
X1_15
X1_14
X1_13
X1_12
X1_11
X1_10
X1_9
X1_8
X1_7
X1_6
X1_5
X1_4
X1_3
X1_2
X1_1
17 - Nozzle Back
RADIO TERMINALS CORDED TERMINALS 18 - Nozzle FWD
19 - Chemical
GNDGND 20 - Oscillator
1 1 21 - ESTOP
2 2 22 - Fire Detonate
3 3 23 - Lance Retract
4 4 24 -
5 5
DT04-08PA-L012 6 6
B 7 7 B
Blue 4mm GND 1 - Ground GND 8 8
Green 4mm RE_IGN 2 - Remote IGN 9 9
White 4mm CAN_H 3 - CAN High 10 10
Voilet 4mm CAN_L 4 - CAN Low 11 11
Yellow 4mm STOP+ 5 - ESTOP+ ESTOP Supply to Engine ECU 12 12
Brown 4mm FIRE 6 - FIRE 13 13
White 4mmCAN_H_IN 7 - CAN High In 14 14
Voilet 4mmCAN_L_IN 8 - CAN Low In 15 15
16 16
17 17
Power Warning Light 18 18
19 19
20 20

C W
GND Start W Start
Lamp
Diode
Enable Warning Light
D1
Diode

GND D2
Lamp
C GND
GND C
PWR
PWR
STOP
R_SIN
F_PWR

GND
GND
W_STP
RELAY
W_PWR

ON Board ON Board

D D

Title
AUTEC REMOTE
Size Number Revision 1
A3 JACN7_TMX5BP-B
Date: 06/05/2017 Sheet16 of 16
File: \\..\JACN7_TMX5BP-B (AUTEC Remote).SchDoc
Drawn By: C. Dunbar
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1056 8
 1 2 3 4 5 6 7 8

COLOUR PRINT

3mm ORANGE CB31

JACH12_TMX5BP
01 - Scaler Press Sw +
JACN2_TMX5BP-B
3mm WHITE N2X10_04 02 - Scaler Press Sw
3mm ORANGE CB31 03 - NSF Stab Prox +
3mm BLUE 04 - NSF Stab Prox GND GND
3mm WHITE N3X10_02 05 - NSF Stab Prox In
3mm ORANGE CB31 06 - OSF Stab Prox +
3mm BLUE 07 - OSF Stab Prox GND GND
3mm WHITE N3X10_04 08 - OSF Stab Prox In
A 3mm ORANGE CB31 09 - Brake Lt Sw + A
3mm WHITE N3X10_06 10 - Brake Lt Sw

Down
ON

ON

ON

ON
ON

ON

ON
UP
Auto

ON
3mm ORANGE CB31 11 - Brake Press Sw +
3mm WHITE N3X10_08 12 - Brake Press Sw
3mm ORANGE CB31 13 - Cab Horn Sw +
3mm WHITE N3X10_12 14 - Cab Horn Sw . . . . . . . .
3mm WHITE N3X11_12 15 - NSF ESTOP Out

Water Pump
4mm Ylw NS_ESTOPI 16 - NSF ESTOP In

HYDROSCALER

Pre Spray
4mm BRN Cb_ESTOPO 17 - Cab ESTOP Out

Boom Lts

Chemical

Throttle
Autofill

Throttle
4mm Ylw Cb_ESTOPI

Remote
18 - Cab ESTOP In
3mm ORANGE CB31 19 - F Seat Belt +

X10_01
X10_02
X10_03
X10_04
X10_05
X10_06
X10_07
X10_08
X10_09
X10_10
X10_11
X10_12
X10_13
X10_14
X10_15
X10_16
X10_17
X10_18

X11_01
X11_02
X11_03
X11_04
X11_05
X11_06
X11_07
X11_08
X11_09
X11_10
X11_11
X11_12
X11_13
X11_14
X11_15
X11_16
X11_17
X11_18
3mm WHITEN3X11_02 20 - F Seat Belt SW
3mm WHITE N2X20_01
3mm WHITE N2X20_02
21 - Boom Extend
22 - Boom Retract
Node 2
3mm WHITE N2X20_03 CR2016 *

IN_0

IN_1

IN_2

IN_3

IN_4

IN_5

IN_6

IN_7

IN_8

IN_9

IN_10

IN_11

A_IN01

A_IN02

A_IN03

A_IN04
VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs
GND

GND
GND
GND

GND

GND
GND
GND
23 - Nozzle FWD
3mm WHITE N2X20_05 24 - Nozzle Back
3mm WHITE N2X20_09 25 - Nozzle Right PIN 1
VBB
3mm WHITE N2X20_11 26 - Nozzle Left PIN 2
I/O NODE JSE-CR2016 GND GND
PIN 3
3mm WHITE N2X20_13 27 - Boom Up CAN_L
PIN 4
3mm WHITE N2X20_14 28 - Boom Down CAN_H
PIN 5
29 - Boom Right Node 2 CAN_L CB27

OUT_15
OUT_14

OUT_13

OUT_12

OUT_11

OUT_10
3mm WHITE N2X21_01 PIN 6

OUT_9
OUT_8

OUT_7
OUT_6

OUT_5

OUT_4

OUT_3

OUT_2
OUT_1
OUT_0
CAN_H

VBBo

VBBo
3mm WHITE N2X21_02 30 - Boom Left (15A)

GND

GND

GND

GND

GND

GND

GND

GND

GND

GND
CB28
HD34 24-31 ST GND
(15A)

X21_14
X21_13
X21_12
X21_11
X21_10
X21_09

X21_06
X21_05
X21_04
X21_03
X21_02
X21_01

X20_14
X20_13
X20_12
X20_11
X20_10
X20_09

X20_06
X20_05
X20_04
X20_03
X20_02
X20_01

X21_08
X21_07

X20_08
X20_07
CB29
B B
(20A)
CB30

GND GND (20A)

CB31
GND
(5A)
CB32
GND JACH2_TMX5BP
(5A)
X10_01
X10_02
X10_03
X10_04
X10_05
X10_06
X10_07
X10_08
X10_09
X10_10
X10_11
X10_12
X10_13
X10_14
X10_15
X10_16
X10_17
X10_18

X11_01
X11_02
X11_03
X11_04
X11_05
X11_06
X11_07
X11_08
X11_09
X11_10
X11_11
X11_12
X11_13
X11_14
X11_15
X11_16
X11_17
X11_18
D1 D2 U - GND (30A) GND BLUE 6mm
R13 R14 S - PWR (30A) CB15 RED 6mm

Diode
H/Light L H/Light H
Diode
Node 3 W - CAN_H
Y - CAN_L
CAN_H WHITE 4mm
CAN_L VIOLET 4mm
COLOUR PRINT JACH13_TMX5BP CR2016 * T - IGN + CB13 RED 4mm
GND

GND
GND
GND

GND

GND
GND
GND
IN_0

IN_1

IN_2

IN_3

IN_4

IN_5

IN_6

IN_7

IN_8

IN_9

IN_10

IN_11

A_IN01

A_IN02

A_IN03

A_IN04
VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs
X - IGN SW IGN_SW GREEN 4mm
4mm WHITE NS H 1 - NSF Headlight H
4mm BLUE 2 - NSF Headlight H GND GND
Z - ESTOP Out ESTOP_O YELLOW 4mm
PIN 1 V - ESTOP In ESTOP_I BROWN 4mm
4mm WHITE NS L 3 - NSF Headlight L VBB
PIN 2
4mm BLUE GND GND
4 - NSF Headlight L GND GND GND I/O NODE JSE-CR2016 CAN_L
PIN 3 HD34 24-9 SN
4mm WHITE OS H 5 - OSF Headlight H PIN 4
6 - OSF Headlight H GND GND D3 CAN_H
4mm BLUE PIN 5
4mm WHITE OS L R15 CAN_L JACH3_TMX5BP
OUT_15
OUT_14

OUT_13

OUT_12

OUT_11

OUT_10

7 - OSF Headlight L PIN 6

OUT_9
OUT_8

OUT_7
OUT_6

OUT_5

OUT_4

OUT_3

OUT_2
OUT_1
OUT_0
4mm BLUE CAN_H

VBBo

VBBo
8 - OSF Headlight L GND GND Boom Lts U - GND (30A) GND BLUE 6mm
GND

GND

GND

GND

GND

GND

GND

GND

GND

GND
4mm WHITE Bm Lt1 9 - Boom Lt 1 Diode S - PWR (30A) CB15 RED 6mm
4mm BLUE 10 - Boom Lt 1GND GND W - CAN_H CAN_H WHITE 4mm
4mm WHITE Bm Lt2 11 - Boom Lt 2 Y - CAN_L CAN_L VIOLET 4mm
X21_14
X21_13
X21_12
X21_11
X21_10
X21_09

X21_06
X21_05
X21_04
X21_03
X21_02
X21_01

X20_14
X20_13
X20_12
X20_11
X20_10
X20_09

X20_06
X20_05
X20_04
X20_03
X20_02
X20_01

X21_08
X21_07

X20_08
X20_07
4mm BLUE 12 - Boom Lt 2 GND GND T - IGN + CB13 RED 4mm
C 4mm WHITE Bm Lt3 13 - Boom Lt 3 X - IGN SW IGN_SW GREEN 4mmC
4mm BLUE 14 - Boom Lt 3 GND GND Z - ESTOP Out ESTOP_O YELLOW 4mm
4mm WHITE Bm Lt4 15 - Boom Lt 4 V - ESTOP In ESTOP_I BROWN 4mm
4mm BLUE 16 - Boom Lt 4 GND GND R1 GND GND HD34 24-9 PN
4mm WHITE N3X20_01 17 - Horn 1K
4mm BLUE 18 - Horn GND
4mm WHITE N3X20_03 19 - Pump On Sol
4mm BLUE
4mm WHITE N3X20_05
20 - Pump On Sol GND
21 - Hydroscaler Sol
GND M12 Female
4mm BLUE 22 - Hydroscaler Sol GND GND 1- IGN
4mm WHITE N3X20_09 23 - Press Washer Sol 2- Probe
4mm BLUE 24 - Press Washer Sol GND GND
4mm WHITE N3X20_11 25 - AC Solenoid GND 3- GND
4mm BLUE
4mm WHITE N3X21_13
26 - AC Solenoid GND
27 - NS Brake Lt
GND 4- Panel Mount
4mm WHITE N3X21_11
4mm BLUE
28 - NS Tail Lt
29 - NS Br/Tl GND GND
5- B+ Chemical Display
4mm WHITE N3X21_13
4mm WHITE N3X21_11
30 - OS Brake Lt M12 Male JSE-CR1081
31 - OS Tail Lt
4mm BLUE 32 - OS Br/Tl GND GND 1-
4mm Ylw OS_ESTOPO 33 - OSF ESTOP Out
4mm BRN OS_ESTOPI 2-
34 - OSF ESTOP In GND 3- CAN_GND
4mm WHITE N3X21_05 35 - Reverse Camera +
4mm BLUE 36 - Reverse Camera GND GND 4- CAN_H
3mm ORANGEProbe In + 37 - Probe In + 5- CAN_L
3mm BLUE Probe GND 38 - Probe GND GND
3mm WHITE Probe In 39 - Probe In
40 - Spare
D D
DRC12-40PA

Title
Front Box
Size Number Revision 1
A3 JSE-JACN2-TMX5BP-B
Date: 06/05/2017 Sheet2 of 16
File: \\..\JSE-JACN2-TMX5BP-B (Front Box).SchDoc
Drawn By: C Dunbar
\\Engineer-004\d\VPS1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1057 8
 1 2 3 4 5 6 7 8

4mm Orange CB16 H - mA/mB/Trans/PST Pree +

3mm White N4X11-12
3mm White N4X11-14
3mm White N4X11-16
G - mA Trans In
F - mB Trans In
E - mA Trans In
CB24 Additive (20A)
CB19
Main Box (JACN4_TMX5BP-B) GLAND 25
Blue GND D-Pump GND GND
<< TO 24v Additive Pump C-Pump Via Sw
Red CB24 Vibrator (30A) VCC 160A 26mm
Blue GND B-Vibrator GND GND R12 Vibrator
<< TO 24v Vibrator Red R12 A-Vibrator + CB20 CB22 CB23
GND CB2 GLAND 25
JSE-HD34-18-8-PN Emergency 24v (15A) VBBo1 (15A) VBBo2 (15A)
ENGINE ALTERNATOR (80A)26mm
4mm Red EMCY Sw +
EMCY Power
A - EMCY Sw Supply D9 ALTERNATOR (80A)
4mm Red Tow SW Diode CB1
B - EMCY Tow Sw Diode 26mm
4mm White Leg SW D18
C - EMCY Leg Raise Diode GND GND
4mm Red Boom SW D19 MAIN (100A)
D - EMCY Boom Sw
4mm Red Tow Sol E - EMCY Tow Sol
A 4mm Red EMCY PumpF - 24v Pump Sol (via Press sw) A
3mm Red EMCY P/Brake G - EMCY Park Brake Sol GND
CB21 CB39 CB40
3mm Blue GND H - EMCY Park Brake GND Bowl Mix/Dis CB3 CB4 CB5 CB6 CB7 CB8 CB9 CB10 Fan B CB11 CB12 CB13 CB14 CB15
Ignition (10A) A/C Cond (15A) A/C Evap (15A) Engine Run (15A) Starter (15A) Ex Br (5A) Remote Fan A
3mm Blue GND J - EMCY Tow GND GND VBBo (15A) VBBr (15A)
(5A) (20A) (20A) Fire B+ (10A) Engine (15A) IGN B+ (10A) REAR (30A) FRONT (30A)
HD10 9-16 P R22
JACH11_TMX5BP GND GND GND GND GND GND GND GND GND GND GND
4mm White Evap H 1 - AC Evap H
4mm White Evap L 2 -AC Evap L
R1 R2 R3 R4 R5 R6 R7 R8 R9 R20 R21
4mm Blue 3 - AC Evap GND GND 22
Vibrator Relay
JSE-CR0020 Ignition A/C Cond A/C Evap Fan Speed ESTOP STARTER FIRE EX Brake Remote D8 FAN A FAN B
3mm Orange CB16 4 - AC Thermostat + GND
JACH8_TMX5BP
20 D1 D3 D4 D5 D6 D7
3mm White 55/20 5 - AC Thermostat In A/C Thermostat 1 Diode
3mm Orange CB16 6- A/C Pressure Switch+ GNDs (2A) GND D2 A - FIRE 24V+ 5A CB18 4mm Orange
9 Diode Diode Diode Diode Diode Diode
3mm White 55/09 7 - A/C Pressure Switch In AC Pressure Sw CB16 B - FIRE RETURN 55/55 4mm White
4mm White R2+ 15 Diode
8 - A/C Condenser Fan 10 GNDo (15A) GND GND C - FIRE 24V- GND 4mm Blue
4mm Blue 9 - A/C Condenser Fan GND GND F Door Sw Input Supply (5A) D -B+ CB11 4mm Red
49 12 GND GND
3mm Orange CB16 10 - F Door Sw + F Cab Light GNDa (15A) GND 2 E -B+ CB11 4mm Red
3mm White 55/10 11 - F Door Sw 16 F -B+ CB11 4mm Red
F Wiper Motor 23 GND G - Det Sol Pin 1
4mm White 55/49 12 - F Cab Lt VBBs (2A) R10 R11 Det 1 4mm White
4mm Blue 13 - F Cab Lt GND GND 43 H - Det Sol Pin 2 Det 2 4mm White
F Washer Pump 05 Fire Det 1 Fire Det 2
4mm White 55/16 14 - F Wiper Motor VBBo (15A) HD10 9-16 P
4mm Blue 15 - F Wiper Motor GND GND 39 CB17 Det Sol Det Sw Det Sol Reset
Remote Charger 34
4mm White 55/43 16 - F Washer Pump VBBr (15A) CB18 JACH2_TMX5BP
4mm Blue 35
17 - F Washer Pump GND GND Cooler Fans Module Supply (5A)
12VDC 24VDC 36 FIRE SYSTEM (5A) GND 6mm GND
4mm White 55/39 18 -Remote Charger A/C Relay GND U - GND (30A)
GND CB15 6mm Red
4mm Blue 19 - Remote Charger GND GND S - PWR (30A)
3
3mm Orange CB16 20 - R Speed Sensor + A/C Evap H W - CAN_H CAN_H 4mm White
3mm White 55/21 21 - R Speed Sensor 14
Y - CAN_L CAN_L 4mm Voilet
4mm White 12v+ 22 - Radio 12v+ GND Diode CAN1_H T - IGN + CB13 4mm Red
4mm Blue 12v- 23 - Radio 12v- JSE-VRT10 X - IGN SW IGN_SW 4mm Green
32
3mm Orange CB16 R4 CAN1_L Z - ESTOP Out ESTOP_O 4mm Yellow
24 - Stab Sw + D18 V - ESTOP In ESTOP_I 4mm Brown
3mm White N4X10_02 25 - NSF Stab Up Sw 19
Oil Temp Ref Alt Charge
3mm White N4X10_04 26 - NSF Stab Down Sw 3.2k Ohm (0.5W)
HD34 24-9 PN
3mm White N4X10_06 27 - OSF Stab Up Sw 55 JACH4_TMX5BP
Fire System Return
3mm White N4X10_08 28 - OSF Stab Down Sw GND GND
3mm White N4X10_12 29 - NSR Stab Up Sw 2 42 GND U - GND (30A) 6mm
F Speed Sensor Start Relay S - PWR (30A) CB14 6mm Red
3mm White N4X10_14 30 - NSR Stab Down Sw 18
3mm White N4X10_16 Boost Filter Sw 1 38 W - CAN_H CAN_H 4mm White
31 - OSR Stab Up Sw ESTOP Return
3mm White N4X10_18 32 - OSR Stab Down Sw 37 Y - CAN_L CAN_L 4mm Voilet
Boost Filter Sw 2 48 T - IGN + CB13 4mm
3mm Red F/TPS+ 33 - F Throttle + (C) 11 Fire Reset Red
Return Filter1 X - IGN SW IGN_SW 4mm Green
B 3mm Black F/TPS GND 34 - F Throttle GND (B) 30 B
35 - F Throttle Signal (A) Spare 51 Z - ESTOP Out ESTOP_O 4mm Yellow
3mm White F/TPS Sig ESTOP Supply/Input V - ESTOP In ESTOP_I 4mm Brown
3mm White F/TPS NO 36 - F Throttle IVS N/O (D) 29
Hyd. Oil Temp. 44
3mm White F/TPS NC 37 - F Throttle IVS N/C (E) 40 Tram FWD Sol HD34 24-9 SN
Oil Level Sw
3mm White F/TPS IVS38 - F Throttle IVS GND (F) 53
31 Tram Rev Sol 1 - IGN
3mm White N4X11_02 39 - Hatch Open Sw Scanner Open
40 - Hatch Close Sw GND 2 - GND
3mm White N4X11_04 TO TCS-->>
3 - CAN_H (WHITE)
47
DRC12-40PA F Beacon 4 - CAN_L (BLUE)
8
JACH10_TMX5BP 41
P/Brake Press SW
4 Pin Panel Mount DT
1 - Boost Filter Sw 1+ Park Brake Sol
3mm Orange CB16
2 - Boost Filter Sw 1 4
3mm White 55/18 Hi Range Sol
3mm Orange CB16 3 - Boost Filter Sw 2+ 45 17 JACH 9_TMX5BP
3mm White 55/37 4 - Boost Filter Sw 2 Bowl Mix/Dis Relay Remote Enable
3mm Orange CB16 46 D20 4mm BLUE
5 - Return Filter Sw 1+ 21 GND A - Remote GND
Bowl Mix/Dis Sol R Speed Sensor
3mm White 55/11 6 - Return Filter Sw 1 27 R1 B - Remote IGN 4mm ORANGE IGN
3mm Orange CB16 7 - Spare + Flowmeter (A) 25 4mm WHITE CAN_H
50 CAN2_L C - CAN High
3mm White 55/30 Spare Reverse Alarm 33 CAN2R Diode D - CAN Low 4mm VIOLET CAN_L
R5 CAN_GND
3mm White 55/29 9 - HYD Oil Temp Sw GND 120 (0.5W) E-

18/14

18/15

18/16

18/17

18/18

12/01

12/02

12/03

12/04

12/05

12/06

12/07

12/08

12/09

12/10

12/11

12/12
3mm Orange CB16 10 - Hyd Oil Level + 26 Diode D21
1K CAN2_H F - F-Stop + 4mm YELLOW F_STOP
3mm White 55/40 11 - Hyd Oil Level Sw 24 52 G - G-Fire 4mm WHITE F_DET
4mm White 55/31 12 - Hyd Enable Sol Test Ex Brake ADM (0V)
7
4mm Blue 13 - Hyd Enable Sol GND GND TxD 54 HD10 6-96 P

Throttle Inhibit

Configurable Input

Configurable Input
Remote Thottle Supply

Clutch Linked Switch 2

Engine Hood Switch

Engine Stop
Limiter 2 (A/C)

Actual Value Out (PWM)

Fan Override

Diagnosis K-Line

Oil Pressure

Coolant Temperature

Engine Speed Guage

Remote Thottle Signal
Throttle Module
4mm White 55/47 14 - F Beacon 6 55Way Connector

Engine Start

Engine Speed (Alt)

RxD
4mm Blue 15 - F Beacon GND GND
3mm Orange CB16 16 - P Brake Press Sw+
3mm White 55/08 17 - P Brake Press Sw
18/13 15/01
4mm White 55/41 18 - P Brake Sol EPS O'ride Neutral
4mm Blue 19 - P Brake Sol GND GND 18/12 15/02
4mm White 55/04 20 - Scanner Open Limiter 1 Dual Speed
X10_01
X10_02
X10_03
X10_04
X10_05
X10_06
X10_07
X10_08
X10_09
X10_10
X10_11
X10_12
X10_13
X10_14
X10_15
X10_16
X10_17
X10_18

X11_01
X11_02
X11_03
X11_04
X11_05
X11_06
X11_07
X11_08
X11_09
X11_10
X11_11
X11_12
X11_13
X11_14
X11_15
X11_16
X11_17
X11_18

4mm Blue 21 - Scanner Open GND GND

4mm White Bowl Mix/Dis (A) 22 - Bowl Mix/Dis Sol (A) 18/11 15/03
Limiter 0 Tacho GND
4mm White Bowl Mix/Dis (B) 23 - Bowl Mix/Dis Sol (B) 18/10 15/04
4mm White 24 - Spare Remote PTO Reserved
4mm Blue CR2016*
VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs
IN_0

IN_1

IN_2

IN_3

IN_4

IN_5

IN_6

IN_7

IN_8

IN_9

IN_10

IN_11

A_IN01

A_IN02

A_IN03

A_IN04
GND

GND
GND
GND

GND

GND
GND
GND

25 - Spare 18/09 15/05

3mm White N4X20_01 26 - NSF Stab Up Sol Engine Brake High Gear Output
3mm Blue 27 - NSF Stab Up GND GND PIN 1 GND 18/08
Engine Brake Low Engine Brake 2
15/06 R3 JACH1_TMX5BP
3mm White N4X20_02 28 - NSF Stab Down Sol VBB
PIN 2 180 Ohm
3mm Blue 29 - NSF Stab Down GND GND I/O NODE JSE-CR2016 GND GND 18/07 15/07
C PIN 3 C
3mm White N4X20_03 30 - OSF Stab Up Sol
Node 4 CAN_L
PIN 4
Throttle Select MERC ADM2 Coolant Level Sensor 1 - Engine Start
2 - PLD Diagnostics
4mm White
4mm White
PLD Start
PLD Diag
1 - Supply

CAN_H
2 - GND

3mm Blue
DT 04-2P

31 - OSF Stab Up GND GND PIN 5 18/06 15/08 4mm RED

CAN_L CC On/Off Air Filter Sensor 3 - Vcc Vcc
3mm White N4X20_05 32 - OSF Stab Down Sol
OUT_15
OUT_14

OUT_13

OUT_12

OUT_11

OUT_10

PIN 6 4mm RED

OUT_9
OUT_8

OUT_7
OUT_6

OUT_5

OUT_4

OUT_3

OUT_2
OUT_1
OUT_0

CAN_H 4 - Vcc Vcc

VBBo

VBBo

3mm Blue 33 - OSF Stab Down GND GND 18/05 15/09

GND

GND

GND

GND

GND

GND

GND

GND

GND

GND

CC+ Relay 2 GND 5 - GND 4mm Blue

3mm White N4X20_09 34 - NSR Stab Up Sol 4mm Blue
3mm Blue 35 - NSR Stab Up GND GND GND 6 - GND
18/04 15/10 4mm White IGN
CC- Engine Brake 1 7 - IGN/ESTOP
3mm White N4X20_11 36 - NSR Stab Down Sol 8 - J1939 Shield 4mm Black CAN_Sh
X21_14
X21_13
X21_12
X21_11
X21_10
X21_09

X21_06
X21_05
X21_04
X21_03
X21_02
X21_01

X20_14
X20_13
X20_12
X20_11
X20_10
X20_09

X20_06
X20_05
X20_04
X20_03
X20_02
X20_01

X21_08
X21_07

X20_08
X20_07

3mm Blue 37 - NSR Stab Down GND GND 18/03 15/11

Idle Validation Switch 2 - Throttle Active (D)

Ground Idle Validation SW (F) Relay 3 9 - J1939 Shield 4mm Black CAN_Sh
3mm White N4X20_13 38 - OSR Stab Up Sol
DT 06-2S

1 - Supply

10 - CAN H 4mm White CAN_H

2 - GND

Idle Validation Switch 1 - Idle Active (E)

3mm Blue 39 - OSR Stab Up GND GND 18/02 15/12
GND Clutch Linked SW1 Relay 1 11 - CAN L 4mm White CAN_L
3mm White N4X20_14 40 - OSR Stab Down Sol Diode Diode

Power Supply Throttle Pedal Analog (C)

Diode Diode 12 - ALT IGN 4mm Orange ALT IGN
3mm Blue 41 - OSR Stab Down GND GND 18/01 15/13
3mm White N4X21_01 Relay 4 Engine CAN_H 13 - ALT B+ 4mm RED ALT B+
42 - Pre-Spray Sol GND GND
3mm Blue 43 - Pre-Spray Sol GND GND 21/21 15/14 14 - ALT Charge 4mm White ALT
D13

Throttle Pedal Signal analog (A)

D12 J1939_L Engine CAN_GND 15 - Starter Sol (Via ISO Sw)
3mm White N4X21_02 D11 D10 4mm White Starter

Check Engine Lamp (Yellow)

44 - Chute Up Sol
16 - Coolant +

Stop Engine Lamp (Buzzer)

3mm Blue 45 -Chute Up Sol GND GND 21/20 15/15 4mm White Coolant SW+

Warning Lamp (Oil Level)

CAN GND Engine CAN_L GND 17 - Coolant -

Ground Thottle Pedal (B)

3mm White N4X21_03 46 - Chute Dn Sol 4mm Blue Coolant SW-
3mm Blue 47 -Chute Dn Sol GND GND 21/19 18 - R Throttle Signal (A) 3mm White R TPS Sig

Service Brake Switch

Warning Lamp (Air)

J1939_H 19 - R Throttle GND (B) 3mm White R TPS GND
48 - Chemical Sol
Park Brake Switch
3mm White N4X21_05 R2 20 - R Throttle Supply (C) 3mm White

Lamp Gridheater
3mm Blue 49 - Chemical Sol GND GND R TPS +

Battery Voltage
3mm White N4X21_09 21 - R Idle SW N/O (D) 3mm White R TPS Idle NO
50 - Hyd En Sol
SAE 1708, A
SAE 1708, B

CAN2R
02

01

3mm Blue 22 - R Idle SW N/C (E) 3mm White R TPS Idle NC

51 - Hyd En Sol GND GND 120 (0.5W) 3mm White R TPS Idle GND

Reserved
Control Module 23 - R Idle SW GND (F)

Ignition
3mm White N4X21_11

Ground
52 - Steer En Sol 24 - Ex Brake Sol 3mm White Ex Brake
GND

PWR

3mm Blue 53 - Steer En Sol GND GND ORANGE ORANGE

GND 25 - Ex Brake Sol GND 3mm Blue
3mm White N4X21_13 54 - F Steer Sol 4mm Y'LOW ISO ES O
3mm Blue BLUE BLUE 26 - ESTOP Out (ISO SW)
55 - F Steer Sol GND GND 27 - ESTOP In (ISO SW) 4mm BROWN ISO ES I
3mm White N4X21_14 56 - R Steer Sol
21/18

21/17

21/16

21/15

21/14

21/13

21/12

21/11

21/10

21/09

21/08

21/07

21/06

21/05

21/04

21/03

21/02

21/01
28 - Tram FWD Sol 4mm White 55/44
3mm Blue 57 - R Steer Sol GND GND GREEN GREEN
GND 29 - Tram FWD Sol GND 4mm Blue
3mm Orange CB16 58 - Chemical Flowmeter + Diode Diode Diode Diode Signal Signal 30 - Tram REV Sol 4mm White 55/53
3mm White 55/27 59 - Chemical Flowmeter In BLACK BLACK DT 06-6S DT 04-6P GND GND 31 - Tram REV Sol GND 4mm Blue
3mm Blue 60 - Chemical Flowmeter GND GND
4mm White 55/50 61 - Reverse Alarm D17 D16 D15 D14 THROTTLE CONTROL MODULE 6 - Orange 6 - Orange
4mm Blue 62 - Reverse Alarm GND GND GND GND 5 - Blue 5 - Blue HD34 24-31 ST
3mm Orange CB16 63 - F Speed Sensor + WHITE WHITE 4 - Green 4 - Green
3mm White 55/02 64 - F Speed Sensor Supply Supply 3 - Red 3 - Red
4mm White R20 65 - Cooler Fan A RED RED 2 - White 2 - White
4mm Blue 66 - Cooler Fan A GND GND Outside numbers indicate wire colour 1 - Black 1 - Black
ORANGE
BLACK

4mm White R21

GREEN
WHITE

67 - Cooler Fan B
BLUE

D 4mm Blue D
RED

68 - Cooler Fan B GND GND

3mm White 69 - Spare
3mm Blue 70 - Spare GND DT 04-6P DT 06-6S
DRC12-70PA GND
Signal
Supply

GND

Blue 4mm GND

COMMS
A - Ground GND
6 - Orange
5 - Blue
6 - Orange
5 - Blue
Orange 4mm CB16 B - B+ 4 - Green 4 - Green DT 04-6P DT 06-6S

1-
2-
3-
4-
5-
6-
7-
8-
9-
10 -
11 -
12 -
13 -
14 -
C - CAN High 3 - Red 3 - Red
D - CAN Low 2 - White 2 - White 6 - Orange 6 - Orange
White 3mm 55/24 E - Test 1 - Black 1 - Black 5 - Blue 5 - Blue Title
F - RS_232_Tx 4 - Green 4 - Green
White 3mm Tx
3 - Red 3 - Red
Main_Box
White 3mm Rx G - RS_232_Rx
2 - White 2 - White Size Number Revision
HD10 9-96 P 1 - Black 1 - Black K - LINE A2 JSE-JACN4-TMX5BP-B 2
Date: 06/05/2017 Sheet 3 of 16
File: \\..\JSE-JACN4-TMX5BP-B (Main Box).SchDoc
Drawn By: CONG MINH
\\Engineer-004\d\VPS DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE DOCUMENTATIONS\13. Electric circuit\Altitum
1 2 3 4 5 6 7 8

Page 1058
 1 2 3 4 5 6 7 8

COLOUR PRINT JACH14_TMX5BP JACN5_TMX5BP-B

4mmYlw OS_ESTOPO 01 - OSR ESTOP Out
3mm ORANGE CB36 02 - R Stab Sw +
3mm WHITE N5X1_1 03 - NSF Stab Up Sw
3mm WHITE N5X2_15 04 - Hatch Open Sw
3mm WHITEN5X2_17 05 - Hatch Close Sw
4mm BRN NS_ESTOPI 06 - NSR ESTOP In
3mmWHITE N5X1_3 07 - NSF Stab Down Sw
A 3mmWHITE N5X1_5 08 - OSF Stab Up Sw A
3mmWHITE N5X1_7 09 - OSF Stab Down Sw
3mm WHITE N5X1_11 10 - NSR Stab Up Sw
3mmWHITEN5X1_12 11 - NSR Stab Down Sw
3mmWHITE N5X1_15 12 - OSR Stab Up Sw GND GND
3mmWHITEN5X1_17 13 - OSR Stab Down Sw

X1_10
X1_11
X1_12
X1_13
X1_14
X1_15
X1_16
X1_17
X1_18

X2_10
X2_11
X2_12
X2_13
X2_14
X2_15
X2_16
X2_17
X2_18
3mm ORANGE CB36 14 - Seat Belt Sw +

X1_1
X1_2
X1_3
X1_4
X1_5
X1_6
X1_7
X1_8
X1_9

X2_1
X2_2
X2_3
X2_4
X2_5
X2_6
X2_7
X2_8
X2_9

X3_1
X3_2
X3_3
X3_4
X3_5
X3_6
3mm WHITE N5X2_1 15 - Seat Belt Sw
3mm ORANGE CB36 16 - R Door Sw +
3mm WHITEN5X2_3 17 - R Door Sw

Vcc

Vcc

Vcc

Vcc
Vcc
Vcc

Vcc

Vcc

Vcc

Vcc
Vcc
Vcc

Vcc

Vcc
GND
GND

GND

GND

GND
GND

GND

GND

GND

GND

CAN-H
CAN-L
Channel 1

Channel 2

Channel 3

Channel 4

Channel 5
Channel 6

Channel 7

Channel 8

Channel 9

Channel 10

Channel 11

Channel 12

Channel 13
Channel 14

Channel 15

Channel 16
3mm ORANGE CB36 18 - R Horn Sw +
3mm WHITEN5X2_5 19 - R Horn Sw
3mm ORANGE CB36 20 - OSR Stab Prox +
3mm BLUE 21 - OSR Stab Prox - GND
3mm WHITE X2_7 22 - OSR Stab Prox In
3mm ORANGE CB36 23 - NSR Stab Prox +
3mm BLUE 24 - NSR Stab Prox - GND
3mm WHITE N5X2_11 25 - NSR Stab Prox In
3mm ORANGE CB36 26 - Cycle Sensor 1+
Node 5
3mm BLUE 27 - Cycle Sensor 1 GND GND
3mmWHITE N5X2_12 28 - Cycle Sensor 1 In JSE-CR2012A
3mm ORANGE CB36 29 - R Sw Panel1 +
3mmWHITEN6X10_02 30 - Vibrator Sw
3mmWHITEN6X10_04 31 - Bowl Lt Sw CB32
3mmWHITEN6X10_06 32 - Chute Up Sw
3mmWHITEN6X10_08 33 - Chute Dn Sw (15A) GND
3mmWHITEN6X10_12 34 - R Bowl Mix Sw
CB33
B 3mmWHITEN6X10_14 35 - R Bowl Dis Sw B
3mmWHITEN6X10_16 36 - R Speed Up Sw (20A)
3mmWHITEN6X10_18 37 - R Speed Dn Sw
CB34
3mmWHITEN6X11_02 38 - R Pump On Sw
3mmWHITEN6X11_04 39 - Pump Rev Sw (20A)
3mmWHITEN6X11_06 40 - Pump Lock Sw
CB35
3mm
ORANGE CB36 41 - Autofill Laser +
3mm BLUE 42 - Autofill Laser GND GND (5A)
3mmWHITE N6X11_12 43 - Autofill Laser In CB36
3mm ORANGE CB36 44 - Hopper Prox Sw+ GND GND JACH4_TMX5BP
3mm BLUE 45 - Hopper Prox Sw GND GND D1 D2 (5A)
X10_01
X10_02
X10_03
X10_04
X10_05
X10_06
X10_07
X10_08
X10_09
X10_10
X10_11
X10_12
X10_13
X10_14
X10_15
X10_16
X10_17
X10_18

X11_01
X11_02
X11_03
X11_04
X11_05
X11_06
X11_07
X11_08
X11_09
X11_10
X11_11
X11_12
X11_13
X11_14
X11_15
X11_16
X11_17
X11_18
U - GND (30A) GND BLUE 6mm
3mmWHITEN6X11_14 46 - Hopper Prox Sw R16 R17 S - PWR (30A) CB14 RED 6mm
3mm BLUE GND 47 - GND H/Light L
Diode
H/Light H
Diode
Node 6 W - CAN_H
Y - CAN_L
CAN_H WHITE 4mm
CAN_L VIOLET 4mm
HD34 24-47SE CR2016 * T - IGN + CB13 RED 4mm
GND

GND
GND
GND

GND

GND
GND
GND
IN_0

IN_1

IN_2

IN_3

IN_4

IN_5

IN_6

IN_7

IN_8

IN_9

IN_10

IN_11

A_IN01

A_IN02

A_IN03

A_IN04
VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs

VBBs
X - IGN SW IGN_SW GREEN 4mm
Z - ESTOP Out ESTOP_O YELLOW 4mm
PIN 1 V - ESTOP In ESTOP_I BROWN 4mm
VBB
PIN 2
COLOUR PRINT JACH15_TMX5BP I/O NODE JSE-CR2016 GND
PIN 3
GND
GND CAN_L HD34 24-9 PN
4mm WHITE NS H 1 - NSF Headlight H D3 PIN 4
CAN_H
4mm BLUE 2 - NSF Headlight H GND GND PIN 5
R18 CAN_L JACH5_TMX5BP
OUT_15
OUT_14

OUT_13

OUT_12

OUT_11

OUT_10

4mm WHITE NS L 3 - NSF Headlight L PIN 6

OUT_9
OUT_8

OUT_7
OUT_6

OUT_5

OUT_4

OUT_3

OUT_2
OUT_1
OUT_0
CAN_H

VBBo

VBBo
4mm BLUE Bowl Lts U - GND (30A) GND BLUE 6mm
GND

GND

GND

GND

GND

GND

GND

GND

GND

GND
4 - NSF Headlight L GND GND
4mm WHITE OS H 5 - OSF Headlight H Diode S - PWR (30A) CB14 RED 6mm
4mm BLUE 6 - OSF Headlight H GND GND W - CAN_H CAN_H WHITE 4mm
4mm WHITE OS L 7 - OSF Headlight L Y - CAN_L CAN_L VIOLET 4mm
X21_14
X21_13
X21_12
X21_11
X21_10
X21_09

X21_06
X21_05
X21_04
X21_03
X21_02
X21_01

X20_14
X20_13
X20_12
X20_11
X20_10
X20_09

X20_06
X20_05
X20_04
X20_03
X20_02
X20_01

X21_08
X21_07

X20_08
X20_07
4mm BLUE 8 - OSF Headlight L GND GND T - IGN + CB13 RED 4mm
C 4mm WHITE Bl Lt1 9 - Bowl Lt 1 X - IGN SW IGN_SW GREEN 4mmC
4mm BLUE 10 - Bowl Lt 1GND GND Z - ESTOP Out ESTOP_O YELLOW 4mm
4mm WHITE Bl Lt2 11 - Bowl Lt 2 V - ESTOP In ESTOP_I BROWN 4mm
R1
4mm BLUE 12 - Bowl Lt 2 GND GND GND GND
4mm WHITE N6X21_13
1K HD34 24-9 SN
13 - NS Brake Lt
4mm WHITE N6X21_11 14 - NS Tail Lt
4mm BLUE 15 - NS Br/Tl GND GND
4mm WHITE N6X21_13 16 - OS Brake Lt
4mm WHITE N6X21_11 17 - OS Tail Lt
4mm BLUE 18 - OS Br/Tl GND GND
4mm WHITE N6X20_01 19 - R Beacon
4mm BLUE 20 - R Beacon GND GND
4mm WHITE N6X20_11 21 - R Cab Light
4mm BLUE 22 - R Cab Light GND GND
4mm WHITE N6X20_09 23 - Cycle 1 Sol
4mm BLUE 24 - Cycle 1 Sol GND GND
4mm WHITE N6X21_01 25 - Pump Rev Sol
4mm BLUE 26 - Pump Rev Sol GND GND
4mm WHITE N6X21_02 27 - Cycle 2 Sol
4mm BLUE 28 - Cycle 2 Sol GND GND
4mm Ylw NS_ESTOPO 29 - Cab ESTOP Out
4mm BRNNS_ESTOPI 30 - Cab ESTOP In
3mm WHITE N6X20_03 31 - R/Motor Sol
3mm BLUE 32 - R/Motor Sol GND GND
3mm WHITE N6X20_05 33 - F/Motor Sol
3mm BLUE 34 - F/Motor Sol GND GND
3mm WHITE N6X20_13 35 - Hatch Open Sol
D 36 - Hatch Open Sol GND GND D
3mm BLUE
3mm WHITE N6X20_14 37 - Hatch Close Sol
3mm BLUE 38 - Hatch Close Sol GND GND
4mm WHITE CB36 39 - Cycle Sensor 1+
4mm BLUE N6X11-18 40 - Cycle Sensor 1 In Title
Rear Box
DRC12-40PA Size Number Revision 1
A3 JSE-JACN5-TMX5BP-B
Date: 06/05/2017 Sheet 4 of 16
File: \\..\JSE-JACN5-TMX5BP-B (Rear Box).schdoc
Drawn By: C Dunbar
\\Engineer-004\d\VPS1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1059 8
 1 2 3 4 5 6 7 8

REAR CONTROL PANEL (RCP_TMX5BP-B)

A A

DOWN OFF UP

. .

BOWL SPEED

MIX OFF DISCHARGE

. . .

BOWL BOWL LIGHTS

B B

DOWN OFF UP

PUMP REV

PUMP LOCK
. . . .

CHUTE

. .

C VIBRATOR PUMP ON C
Rear Control Panel

DT04-12PA-L012-W
1 - R Sw Panel1 +
2 - Vibrator Sw
3 - Bowl Lt Sw
4 - Chute Up Sw
5 - Chute Dn Sw
6 - R Bowl Mix Sw
7 - R Bowl Dis Sw
8 - R Speed Up Sw
9 - R Speed Dn Sw
10 - R Pump On Sw
11 - Pump Rev Sw
12 - Pump Lock Sw
WHITE X10_02
WHITE X10_04
WHITE X10_06
WHITE X10_08
WHITE X10_12
WHITE X10_14
WHITE X10_16
WHITE X10_18
WHITE X11_02
WHITE X11_04
WHITE X11_06
ORANGE CB36

D D
3mm
3mm
3mm
3mm
3mm
3mm
3mm
3mm
3mm
3mm
3mm
3mm

8 HOLES ENCLOSURE
JSE-XAPM4508H29
Title
Rear Control Panel Box
Size Number Revision 1
A3 JSE-TMX5BP-B-RCP
Date: 06/05/2017 Sheet6 of 16
File: \\..\JSE-TMX5BP-RCP (Rear Control Panel).SchDoc
Drawn By: C Dunbar
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13. Electric
4 circuit\Altitum 5 6 7 Page 1060 8
 C
B

D
A

DOWN
DOWN
OPEN

.
.

1
1

UP
UP
.

N/S/F STAB SW

N/S/R STAB SW

\\Engineer-004\d\VPS DATA-E004\ALL
Front Stabilisers Box

HATCH CYLINDER SW
3mm Orange CB16
CLOSE

1 - Stab Sw +
3mm White N4X10_02 2 - F NSF Stab Up Sw
3mm White N4X10_04 3 - F NSF Stab Down Sw
3mm White N4X10_06 4 - F OSF Stab Up Sw
3mm White N4X10_08 5 - F OSF Stab Down Sw
3mm White N4X10_12 6 - F NSR Stab Up Sw
3mm White N4X10_14 7 - F NSR Stab Down Sw
3mm White N4X10_16 8 - F OSR Stab Up Sw
3mm White N4X10_18 9 - F OSR Stab Down Sw
3mm White N4X11_02 10 - Hatch Open Sw
FRONT STABILISERS BOX

3mm White N4X11_04 11 - Hatch Close Sw

DT04-12PA-L012-W

DOWN
DOWN

.
.

UP
UP

O/S/R STAB SW
O/S/F STAB SW

2
2

OPEN

DOWN
DOWN

.
.
.

UP
UP

N/S/F STAB SW

N/S/R STAB SW
HATCH CYLINDER SW
CLOSE

Rear Stabilisers Box

3mm ORANGE CB36 1 - Stab Sw +
3mm WHITE N5X1_1 2 - F NSF Stab Up Sw
3mm WHITE N5X1_3 3 - F NSF Stab Down Sw

PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
3mm WHITE N5X1_5 4 - F OSF Stab Up Sw
3mm WHITE N5X1_7 5 - F OSF Stab Down Sw
3mm WHITE N5X1_11 6 - F NSR Stab Up Sw
3mm WHITE N5X1_12 7 - F NSR Stab Down Sw
3mm WHITE N5X1_15 8 - F OSR Stab Up Sw
3mm WHITE N5X1_17 9 - F OSR Stab Down Sw
3mm WHITE N5X2_15 10 - Hatch Open Sw
REAR STABILISERS BOX

3mm WHITE N5X2_17 11 - Hatch Close Sw

DOWN

DT04-12PA-L012-W
DOWN
.
.

UP
UP

3
3

O/S/R STAB SW
O/S/F STAB SW

DOCUMENTATIONS\13. Electric circuit\Altitum

Size
A4

File:
Title

Date:
Number

06/05/2017
STABILISERS BOX (ST_TMX5BP-B)

Stabiliser Boxes

JSE-TMX5BP-B-ST

\\..\JSE-TMX5BP-ST (Stabiliser Box).SchDoc

4
4

Sheet 7 of
Drawn By:
16

Page 1061
Revision

CONG MINH
1
C
B

D
A
Maintenance Manual Revision 1 Combo 5000

5.2 Electrical Harnesses

Page 1062
 1 2 3 4

JACH1 (JACH1_TMX5BP-B)
A A

COLOUR PRINT
JACH1_TMX5BP
4mm White PLD Start 1 - Engine Start
4mm White PLD Diag 2 - PLD Diagnostics
4mm RED Vcc 3 - Vcc
4mm RED Vcc 4 - Vcc
4mm Blue 5 - GND
4mm Blue 6 - GND
4mm White IGN 7 - IGN/ESTOP
4mm Black CAN_Sh 8 - J1939 Shield
4mm Black CAN_Sh 9 - J1939 Shield
4mm White CAN_H 10 - CAN H
B 4mm White CAN_L
Starter Sol B
11 - CAN L 1600mm
4mm Orange ALT IGN 12 - ALT IGN 1 - Starter Sol (Via ISO Sw) Starter
4mm RED ALT B+ 13 - ALT B+
4mm White ALT 14 - ALT Charge
4mm White Starter 15 - Starter Sol (Via ISO Sw) 900mm 3000mm ALT
4mm White Coolant SW+ 16 - Coolant +
17 - Coolant - Coolant Level SW 1
4mm Blue Coolant SW-
18 - R Throttle Signal (A) 1000mm 1000mm 2 - ALT Charge ALT
3mm White R TPS Sig Rear Accelerator 2000mm Coolant + Coolant SW+
3mm White 19 - R Throttle GND (B) 3 - ALT IGN ALT IGN
R TPS GND Coolant - Coolant SW-
20 - R Throttle Supply (C) R TPS Sig R Throttle Signal (A) 4 - ALT B+ ALT B+
3mm White R TPS +
3mm White R TPS Idle NO 21 - R Idle SW N/O (D) R TPS GND R Throttle GND (B) 5
3mm White R TPS Idle NC 22 - R Idle SW N/C (E) R TPS + R Throttle Supply (C) Engine ECU
3mm White R TPS Idle GND R TPS Idle NO R Idle SW N/O (D) 7000mm Main Isolator_Estop
23 - R Idle SW GND (F)
3mm White Ex Brake 24 - Ex Brake Sol R TPS Idle NC R Idle SW N/C (E) 1 - CAN_H CAN_H 1500mm ESTOP Out (ISO SW) ISO ES O
3mm Blue 25 - Ex Brake Sol GND R TPS Idle GND R Idle SW GND (F) 2 - CAN_L CAN_L ESTOP In (ISO SW) ISO ES I
4mm Y'LOW ISO ES O 26 - ESTOP Out (ISO SW) 3 - CAN_GND CAN_Sh
4mm BROWN ISO ES I 27 - ESTOP In (ISO SW) 4 - CAN_GND CAN_Sh
4mm White 55/44 28 - Tram FWD Sol Exhaust Brake Sol 5 - Vcc Vcc
4mm Blue 29 - Tram FWD Sol GND 6 - Vcc Vcc
C Ex Brake 1 - Ex Brake Sol 7- C
4mm White 55/53 30 - Tram REV Sol 1800mm 1600mm 1200mm
4mm Blue GND 2 - Ex Brake Sol GND 8 -Engine Start PLD Start
31 - Tram REV Sol GND 9- GND GND
10 -
HD36 24-31 PT Tram FWD Sol 11 - GND GND
12 -
55/44 Tram FWD Sol 500mm 13 - PLD Dianogstic PLD Diag
GND Tram FWD Sol GND 14 -
15 - IGN/ESTOP IGN
500mm 16 - Spare
Tram REV Sol 17 - Spare
55/53 Tram REV Sol 18 - Spare
500mm
GND Tram REV Sol GND

Title
D D
JACH 1 Harness
Size Number Revision 1
A4 JSE-TMX5BP-B-JACH1
Date: 06/05/2017 Sheet8 of 16
File: Drawn By: TIEN
\\..\JSE-TMX5BP-B-JACH1(JACH 1 Harness).SchDoc DAI
\\Engineer-004\d\VPS DATA-E004\ALL
1 PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 DOCUMENTATIONS\13.
3 Electric circuit\Altitum 4

Page 1063
 1 2 3 4 5 6 7 8

JACH10 (JACH10_TMX5BP-B)
Cooler Fan A
R20 Cooler Fan A 800mm
A GND Cooler Fan A GND A
1000mm
Cooler Fan B
R21 Cooler Fan B 800mm
GND Cooler Fan B GND
COLOUR PRINT Hydraulic Oil Level SW
JACH10_TMX5BP Reverse Alarm
1000mm 1 - Hyd Oil Level + CB16
3mm Orange CB16 1 - Boost Filter Sw 1+
55/50 Reverse Alarm 500mm 2 - Hyd Oil Level Sw 55/40 NSR Stab Up Sol
GND Reverse Alarm GND
3mm White 55/18 2 - Boost Filter Sw 1 800mm NSR Stab Up Sol N4X20_09
3mm Orange CB16 3 - Boost Filter Sw 2+ Return Filter SW 1 NSR Stab Up GND GND
3mm White 55/37 4 - Boost Filter Sw 2
3mm Orange CB16 5 - Return Filter Sw 1+ 2800mm 1000mm 1000mm 1 - Return Filter Sw 1+ CB16
3mm White 55/11 6 - Return Filter Sw 1
2 - Return Filter Sw 1 55/11 NSR Stab Down Sol
3mm Orange CB16 7 - Spare + 800mm NSR Stab Down Sol N4X20_11
3mm White 55/30 8 - Spare In
Spare NSR Stab Down GND GND
3mm White 55/29 9 - HYD Oil Temp Sw 1000mm 1 - Spare + CB16
3mm Orange CB16 10 - Hyd Oil Level + 2 - Spare In 55/30
3mm White 55/40 11 - Hyd Oil Level Sw
OSR Stab Up Sol
4mm White 55/31 12 - Hyd Enable Sol Hydraulic Enable Sol 800mm OSR Stab Up Sol N4X20_13
4mm Blue 13 - Hyd Enable Sol GND 55/31 OSR Stab Up GND GND
1000mm 1 - Hyd Enable Sol
4mm White 55/47 14 - F Beacon
4mm Blue 2 - Hyd Enable Sol GND GND
15 - F Beacon GND
3mm Orange CB16 16 - P Brake Press Sw+
OSR Stab Down Sol
3mm White 55/08 17 - P Brake Press Sw
Hydraulic Oil Temp Sender 800mm OSR Stab Down Sol N4X20_14
4mm White 55/41 1000mm HYD Oil Temp Sw 55/29 GND
18 - P Brake Sol OSR Stab Down GND
4mm Blue 19 - P Brake Sol GND
4mm White 55/04 20 - Scanner Open IFM Flowmeter NSF Stab Up Sol
B 4mm Blue 21 - Scanner Open GND 1 - Chemical Flowmeter + CB16 B
4mm White Bowl Mix/Dis (A) 5000mm 800mm NSF Stab Up Sol N4X20_01
22 - Bowl Mix/Dis Sol (A) 2 - Chemical Flowmeter In 55/27
4mm White Bowl Mix/Dis (B) NSF Stab Up GND GND
23 - Bowl Mix/Dis Sol (B) 3 - Chemical Flowmeter GND GND Spare 3
4mm Blue 24 - Spare
NSF Stab Down Sol
4mm Blue 25 - Spare
Boost Filter SW 1 500mm Spare 3 Spare 3
3mm White N4X20_01 GND GND NSF Stab Down Sol N4X20_02
26 - NSF Stab Up Sol 800mm 1 - Boost Filter Sw 1+ CB16 800mm
3mm Blue 27 - NSF Stab Up GND 2 - Boost Filter Sw 1 55/18 NSF Stab Down GND GND
3mm White N4X20_02 28 - NSF Stab Down Sol Spare In
3mm Blue 800mm Spare + CB16
29 - NSF Stab Down GND Boost Filter SW 2 500mm OSF Stab Up Sol
3mm White N4X20_03 30 - OSF Stab Up Sol Spare In 55/9
3mm Blue 31 - OSF Stab Up GND 800mm 1 - Boost Filter Sw 2+ CB16 800mm OSF Stab Up Sol N4X20_03
2 - Boost Filter Sw 2 55/37 OSF Stab Up GND GND
3mm White N4X20_05 32 - OSF Stab Down Sol
3mm Blue 33 - OSF Stab Down GND 500mm 600mm 800mm
3mm White N4X20_09 34 - NSR Stab Up Sol OSF Stab Down Sol
3mm Blue 35 - NSR Stab Up GND
3mm White N4X20_11 36 - NSR Stab Down Sol
Steering Enable Sol P/Brake Press SW 800mm OSF Stab Down Sol N4X20_05
OSF Stab Down GND GND
3mm Blue 37 - NSR Stab Down GND Spare 2 600mm Steer En Sol N4X21_11 800mm 1 - P Brake Press Sw+ CB16
3mm White N4X20_13 38 - OSR Stab Up Sol Steer En Sol GND GND 3 - P Brake Press Sw 55/08
3mm Blue 39 - OSR Stab Up GND
Spare 2 Spare 2 500mm Pre-spray Sol
GND GND
3mm White N4X20_14 Front Steer Sol 800mm Pre-Spray Sol N4X21_01
3mm Blue
40 - OSR Stab Down Sol Park Brake Sol
41 - OSR Stab Down GND 1800mm 600mm F Steer Sol N4X21_13 Pre-Spray Sol GND GND
3mm White N4X21_01 42 - Pre-Spray Sol 700mm 800mm P Brake Sol 55/41
3mm Blue F Steer Sol GND GND Chute Up Sol
43 - Pre-Spray Sol GND P Brake Sol GND GND
3mm White N4X21_02 44 - Chute Up Sol
3mm Blue Rear Steer Sol 800mm Chute Up Sol N4X21_02
3mm White N4X21_03
45 -Chute Up Sol GND
600mm R Steer Sol N4X21_14
Scanner Open Chute Up Sol GND GND
46 - Chute Dn Sol
3mm Blue R Steer Sol GND GND 800mm Scanner Open 55/04
47 -Chute Dn Sol GND
Scanner Open GND GND
Chute Down Sol
3mm White N4X21_05 48 - Chemical Sol
C
3mm Blue 49 - Chemical Sol GND
Front Beacon 800mm Chute Dn Sol N4X21_03 C
3mm White N4X21_09 1 - F Beacon 55/47 Chute Dn Sol GND GND
50 - Hyd En Sol 800mm
3mm Blue 51 - Hyd En Sol GND 2 - F Beacon GND GND
3mm White N4X21_11 52 - Steer En Sol 2000mm Chemical Sol
3mm Blue 53 - Steer En Sol GND Spare 800mm Chemical Sol N4X21_05
3mm White N4X21_13 54 - F Steer Sol Chemical Sol GND GND
3mm Blue 1000mm Spare N4X21_09
55 - F Steer Sol GND Spare GND GND
3mm White N4X21_14 56 - R Steer Sol Spare 4
3mm Blue 57 - R Steer Sol GND Spare 4 Spare 4
3mm Orange CB16 58 - Chemical Flowmeter + Spare 800mm
GND GND
3mm White 55/27 59 - Chemical Flowmeter In 2000mm 500mm 1 - Spare
3mm Blue 60 - Chemical Flowmeter GND 2 - Spare GND Spare 5
4mm White 55/50 61 - Reverse Alarm
4mm Blue 62 - Reverse Alarm GND 800mm Spare 5 Spare 5
3mm Orange CB16 63 - F Speed Sensor +
F Speed Sensor GND GND
3mm White 55/02 64 - F Speed Sensor 1 - F Speed Sensor +
500mm
4mm White R20 65 - Cooler Fan A 2 - F Speed Sensor 55/02
4mm Blue 66 - Cooler Fan A GND
4mm White R21 67 - Cooler Fan B
4mm Blue 68 - Cooler Fan B GND
3mm White
69 -Spare Bowl Mix/Dis Sol
3mm Blue 70 - Spare 2000mm A - Bowl Mix/Dis Sol (A)

DRC16-70SA B - Bowl Mix/Dis Sol (B)

D D

Title
JACH 10 Harness
Size Number Revision 2
A3 JSE-TMX5BP-B-JACH10
Date: 06/05/2017 Sheet10 of 16
File: Drawn By: TIEN
\\..\JSE-TMX5BP-B-JACH10 (JACH 10 Harness).SchDoc DAI
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 4 DOCUMENTATIONS\13. Electric circuit\Altitum
5 6 7 Page 1064 8
 1 2 3 4 5 6 7 8

JACH11 (JACH11_TMX5BP-B)

A A

F Speed Sensor
3000mm 1 - F Speed Sensor +
2 - F Speed Sensor 55/21

AC Evaporator Fan
1 - AC Evap H Evap H
800mm 2 -AC Evap L Evap L
3 - AC Evap GND GND
4 - AC Thermostat + CB16
COLOUR PRINT JACH11_TMX5BP 5 - AC Thermostat In 55/20
4mm White Evap H 1 - AC Evap H F Cabin Light
4mm White Evap L 2 -AC Evap L 1500mm A - F Cab Lt 55/49
4mm Blue 3 - AC Evap GND B - F Cab Lt GND GND
3mm Orange CB16 4 - AC Thermostat +
3mm White 55/20 5 - AC Thermostat In F Door Proxy
3mm Orange CB16 6- A/C Pressure Switch+
3mm White 55/09 7 - A/C Pressure Switch In 800mm A - F Door Sw + CB16
4mm White R2+ 8 - A/C Condenser Fan B - F Door Sw 55/10
4mm Blue 9 - A/C Condenser Fan GND C - F Door GND GND
B 3mm Orange CB16 10 - F Door Sw + B
3mm White 55/10 11 - F Door Sw Remote Charger Front Accelerator
4mm White 55/49 12 - F Cab Lt
500mm 1000mm
Spare In F Throttle + (C) F/TPS+
4mm Blue 13 - F Cab Lt GND 1 -Remote Charger 55/39 F Throttle GND (B) F/TPS GND
CB16 Spare + 500mm 1000mm F Throttle Signal (A)
4mm White 55/16 14 - F Wiper Motor 2-Remote Charger GND GND F/TPS Sig
4mm Blue 15 - F Wiper Motor GND 55/28 Spare In F Throttle IVS N/O (D) F/TPS NO
4mm White 55/43 16 - F Washer Pump Radio 12V F Throttle IVS N/C (E) F/TPS NC Front Stabiliser Box
4mm Blue 17 - F Washer Pump GND 1000mm 1 - Radio 12v+ 12v+ F Throttle IVS GND (F) F/TPS IVS
1 - Stab Sw + CB16
4mm White 55/39 18 -Remote Charger 2 - Radio 12v- 12v- 2 - NSF Stab Up Sw N4X10_02
4mm Blue 19 - Remote Charger GND 3 - NSF Stab Down Sw N4X10_04
3mm Orange CB16 20 - F Speed Sensor + 1900mm 1600mm 600mm 4 - OSF Stab Up Sw N4X10_06
3mm White 55/21 21 - F Speed Sensor 5 - OSF Stab Down Sw N4X10_08
4mm White 12v+ 22 - Radio 12v+ 6 - NSR Stab Up Sw N4X10_12
4mm Blue 12v- 23 - Radio 12v- F Washer 7 - NSR Stab Down Sw N4X10_14
3mm Orange CB16 24 - Stab Sw + AC Pressure SW 2000mm F Washer Pump 55/43 8 - OSR Stab Up Sw N4X10_16
3mm White N4X10_02 25 - NSF Stab Up Sw F Washer Pump GND GND N4X10_18
1000mm A/C Pressure Switch+ CB16 9 - OSR Stab Down Sw
3mm White N4X10_04 26 - NSF Stab Down Sw 55/09 10 - Hatch Open Sw N4X11_02
A/C Pressure Switch In F Wiper Motor
3mm White N4X10_06 27 - OSF Stab Up Sw 800mm 11 - Hatch Close Sw N4X11_04
28 - OSF Stab Down Sw 2000mm 53 - F Wiper Motor 55/16
3mm White N4X10_08
3mm White N4X10_12
AC Consender Fan GND
29 - NSR Stab Up Sw 1200mm A/C Condenser Fan R2+ 31 - F Wiper Motor GND
3mm White N4X10_14 30 - NSR Stab Down Sw
A/C Condenser Fan GND GND
3mm White N4X10_16 31 - OSR Stab Up Sw Spare
3mm White N4X10_18 32 - OSR Stab Down Sw 1000mm 1 -Spare
3mm Red F/TPS+ 33 - F Throttle + (C) 2 - Spare GND
3mm Black F/TPS GND 34 - F Throttle GND (B)
3mm White F/TPS Sig 35 - F Throttle Signal (A)
3mm White F/TPS NO 36 - F Throttle IVS N/O (D)
3mm White F/TPS NC 37 - F Throttle IVS N/C (E)
C C
3mm White F/TPS IVS 38 - F Throttle IVS GND (F)
3mm White X11_02 39 - Hatch Open Sw
3mm White X11_04 40 - Hatch Close Sw
DRC16-40SA

D D

Title
JACH 11 Harness
Size Number Revision 1
A3 JSE-TMX5BP-B-JACH11
Date: 06/05/2017 Sheet11 of 16
File: Drawn By: TIEN
\\..\JSE-TMX5BP-B-JACH11 (JACH 11 Harness).SchDoc DAI
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1065 8
 1 2 3 4 5 6 7 8

JACH12 (JACH12_TMX5BP-B)
Cab Horn Button
800mm Cab Horn Sw + CB31
Cab Horn Sw N3X10_12
1500mm
A
Cab Estop A
800mm Cab ESTOP Out Cb_ESTOPO
Cab ESTOP In Cb_ESTOPI
COLOUR PRINT JACH12_TMX5BP NSF Stab Proxy
3mm ORANGE CB31 A - NSF Stab Prox + CB31
01 - Scaler Press Sw + 1000mm
3mm WHITE N2X10_0402 - Scaler Press Sw B - NSF Stab Prox GND GND
3mm ORANGE CB31 03 - NSF Stab Prox + C - NSF Stab Prox In N3X10_02
3mm BLUE 04 - NSF Stab Prox GND
3mm WHITE N3X10_02 05 - NSF Stab Prox In Spare In
3mm ORANGE CB31 06 - OSF Stab Prox + 500mm Spare + CB31
3mm BLUE 07 - OSF Stab Prox GND Spare In Spare1
3mm WHITE N3X10_04 08 - OSF Stab Prox In
3mm ORANGE CB31 09 - Brake Lt Sw +
3mm WHITE N3X10_06 10 - Brake Lt Sw
Spare In
3mm ORANGE CB31 11 - Brake Press Sw + Spare In + CB31
3mm WHITE N3X10_08 12 - Brake Press Sw 500mm Spare GND GND Front Seat belt
3mm ORANGE CB31 13 - Cab Horn Sw + Spare In Spare2
3mm WHITE N3X10_12 14 - Cab Horn Sw 1200mm 1- F Seat Belt + CB31
3mm WHITE N3X11_12 15 - NSF ESTOP Out 2 - F Seat Belt SW N3X11_02
500mm 2500mm
4mm Ylw NS_ESTOPI 16 - NSF ESTOP In
4mm BRN Cb_ESTOPO 17 - Cab ESTOP Out Spare In
4mm Ylw Cb_ESTOPI 18 - Cab ESTOP In
Front Brake Press SW
3mm ORANGE CB31 19 - F Seat Belt + CB31 Spare + 500mm 3000mm Brake Press Sw + CB31
3mm WHITE N3X11_02 20 - F Seat Belt SW NSF Estop Spare4 Spare In Brake Press Sw N3X10_08
3mm WHITE N2X20_01 21 - Boom Extend Sol 3000mm NSF ESTOP Out NS_ESTOPO
3mm WHITE N2X20_02 22 - Boom Retract Sol NSF ESTOP In NS_ESTOPI
B B
3mm WHITE N2X20_03 23 - Nozzle FWD Sol Scaler Press SW
3mm WHITE N2X20_05 24 - Nozzle Back Sol 1300mm 1 - Scaler Press Sw + CB31
3mm WHITE N2X20_09 25 - Nozzle Right Sol 3 - Scaler Press Sw N2X10-04
3mm WHITE N2X20_11 26 - Nozzle Left Sol
3mm WHITE N2X20_13 27 - Boom Up Sol OSF Stab Proxy
3mm WHITE N2X20_14 28 - Boom Down Sol
1500mm A - OSF Stab Prox + CB31
3mm WHITE N2X21_01 29 - Boom Right Sol B - OSF Stab Prox GND GND
3mm WHITE N2X21_02 30 - Boom Left Sol C - OSF Stab Prox In N3X10_04
1600mm
HD36 24-31 PT Front Brake Light SW
Boom Extend Sol 2000mm Brake Lt Sw + CB31
N2X20_01 1- Boom Extend Sol 600mm Brake Lt Sw N3X10_06
GND 2- Boom Extend GND Spare In
500mm Spare + CB31
Boom Retract Sol Spare In Spare3
N2X20_02 1- Boom Retract Sol 600mm GND
GND 2- Boom Retract GND

Nozzle FWD Sol

N2X20_03 1- Nozzle FWD Sol 600mm
GND 2- Nozzle FWD GND

C
Nozzle Back Sol C
N2X20_05 1- Nozzle Back Sol 600mm
GND 2- Nozzle Back GND
Spare
Nozzle Right Sol 600mm 1- Spare Sol
N2X20_09 1- Nozzle Right Sol 600mm 2- Spare GND GND
GND 2- Nozzle Right GND
300mm
Nozzle Left Sol
N2X20_11 1- Nozzle Left Sol 600mm Earth
GND 2- Nozzle Left GND 1- Earth
2- Earth
Boom Up Sol 3- Earth
N2X20_13 1- Boom Up Sol 600mm 4- Earth
5- Earth
GND 2- Boom Up GND 600mm 6- Earth
7- Earth
Boom Down Sol 8- Earth
N2X20_14 1- Boom Down Sol 600mm 9- Earth
GND 2- Boom Down GND 10- Earth
11- Earth
Boom Right Sol 12- Earth
N2X21_01 1- Boom Right Sol 600mm
GND 2- Boom Right GND

Boom Left Sol

D N2X21_02 D
1- Boom Left Sol 600mm
GND 2- Boom Left GND

Title
JACH 12 Harness
Size Number Revision 1
A3 JSE-TMX5BP-B-JACH12
Date: 06/05/2017 Sheet12 of 16
File: Drawn By: TIEN
\\..\JSE-TMX5BP-B-JACH12 (JACH 12 Harness).SchDoc DAI
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1066 8
 1 2 3 4

JACH13 (JACH13_TMX5BP-B)
A A
Pump On Sol
1000mm
Pump On Sol N3X20_03
Pump On Sol GND GND
Hydroscaler Sol
1000mm Hydroscaler Sol N3X20_05
Hydroscaler Sol GND GND
Press Washer Sol
Press Washer Sol N3X20_09
1000mm Press Washer Sol GND GND
COLOUR PRINT JACH13_TMX5BP AC Sol
4mm WHITE NS H 1 - NSF Headlight H 2000mm 1 - AC Solenoid N3X20_11
4mm BLUE 2 - NSF Headlight H GND 2 - AC Solenoid GND GND
4mm WHITE NS L
4mm BLUE
3 - NSF Headlight L NS Tail Lt
4 - NSF Headlight L GND 1000mm A - NS Brake Lt N3X21_13
4mm WHITE OS H 5 - OSF Headlight H B - NS Tail Lt N3X21_11
B 4mm BLUE 6 - OSF Headlight H GND C - NS Br/Tl GND GND OSF Head Lt High B
4mm WHITE OS L 7 - OSF Headlight L NSF Head Lt High
4mm BLUE 8 - OSF Headlight L GND 1200mm 1400mm 1 - OSF Headlight H OS H
1000mm 1 - NSF Headlight H NS H 2 - OSF Headlight H GND GND
4mm WHITE Bm Lt1 9 - Boom Lt 1 2 - NSF Headlight H GND GND
4mm BLUE 10 - Boom Lt 1GND
4mm WHITE Bm Lt2 11 - Boom Lt 2 NSF Head Lt Low
4mm BLUE 12 - Boom Lt 2 GND
OSF Head Lt Low
4mm WHITE Bm Lt3 1000mm 1 - NSF Headlight L NS L
13 - Boom Lt 3 2 - NSF Headlight L GND GND 1400mm 1 - OSF Headlight L OS L
4mm BLUE
14 - Boom Lt 3 GND 2 - OSF Headlight L GND GND
4mm WHITE Bm Lt4 15 - Boom Lt 4 Horn
4mm BLUE 16 - Boom Lt 4 GND 1500mm Horn N3X20_01
4mm WHITE N3X20_01 17 - Horn Horn GND GND
4mm BLUE 18 - Horn GND OS Tail Lt
4mm WHITE N3X20_03 19 - Pump On Sol A - OS Brake Lt N3X21_13
4mm BLUE 20 - Pump On Sol GND 500mm 2000mm 1000mm B - OS Tail Lt N3X21_11
4mm WHITE N3X20_05 21 - Hydroscaler Sol C - OS Br/Tl GND GND
4mm BLUE 22 - Hydroscaler Sol GND Probe
4mm WHITE N3X20_09 Boom Light 2 Boom Light 1
23 - Press Washer Sol 1000mm Bm Lt1
4mm BLUE 24 - Press Washer Sol GND A - Probe + Bm Lt2 1 - Boom Lt 2 200mm 200mm 1 - Boom Lt 1
C 4mm WHITE N3X20_11 25 - AC Solenoid B - Probe GND 2 - Boom Lt 1 GND GND OSF Estop Out C
C - Probe In Probe In GND 2 - Boom Lt 2 GND
4mm BLUE 26 - AC Solenoid GND 1000mm OSF ESTOP Out OS_ESTOPO

800mm
4mm WHITE N3X21_13 27 - NS Brake Lt
4mm WHITE N3X21_11 28 - NS Tail Lt Boom Lights Boom Lights OSF ESTOP In OS_ESTOPI
4mm BLUE 1- Boom Lt 1 Bm Lt1 1- Boom Lt 1
29 - NS Br/Tl GND
4mm WHITE N3X21_13 30 - OS Brake Lt 2 - Boom Lt 2 Bm Lt2 2 - Boom Lt 2 Spare Out
4mm WHITE N3X21_11 31 - OS Tail Lt 3 - Boom Lt 3 Bm Lt3 3 - Boom Lt 3
4mm BLUE 2500mm 500mm Spare Out N3X21_02
32 - OS Br/Tl GND 1200mm 4 - Boom Lt 4 Bm Lt4 4 - Boom Lt 4 GND
4mm Ylw OS_ESTOPO Spare GND
33 - OSF ESTOP Out 5 - Boom Lt 1GND GND 5 - Boom Lt 1GND
4mm BRN OS_ESTOPI 34 - OSF ESTOP In 6 - Boom Lt 2 GND GND 6 - Boom Lt 2 GND
4mm WHITE N3X21_05 35 - Reverse Camera +

800mm
4mm BLUE 7 - Boom Lt 3 GND GND 7 - Boom Lt 3 GND
36 - Reverse Camera GND 8 - Boom Lt 4 GND GND 8 - Boom Lt 4 GND
3mm ORANGEProbe In + 37 - Probe In +
3mm BLUE Probe GND 38 - Probe GND Reverse Camera Boom Light 4
3mm WHITE Probe In 39 - Probe In 1000mm Boom Light 3
Reverse Camera + N3X21_05 Bm Lt4 1 - Boom Lt 4 1 - Boom Lt 3 Bm Lt3
40 - Spare Reverse Camera GND GND GND 2 - Boom Lt 4 GND 200mm 200mm 2 - Boom Lt 3 GND GND
DRC12-40PA
Title
D D
JACH 13 Harness
Spare Out Size Number Revision 1
500mm Spare Out N3X21_03 A4 JSE-TMX5BP-B-JACH13
Spare GND GND
Date: 06/05/2017 Sheet13 of 16
File: Drawn By: TIEN
\\..\JSE-TMX5BP-B-JACH13 (JACH 13 Harness).SchDoc DAI
\\Engineer-004\d\VPS DATA-E004\ALL
1 PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 DOCUMENTATIONS\13.
3 Electric circuit\Altitum 4

Page 1067
 1 2 3 4 5 6 7 8

JACH14 (JACH14_TMX5BP-B)

A A

COLOUR PRINT JACH14_TMX5BP

4mmYlw OS_ESTOPO 01 - OSR ESTOP Out
3mm ORANGE CB36 02 - R Stab Sw +
3mm WHITE N5X1_1 03 - NSF Stab Up Sw
3mm WHITE N5X2_15 04 - Hatch Open Sw
3mm WHITE N5X2_17 05 - Hatch Close Sw
NSR Stab Proxy
4mmBRN NS_ESTOPI 06 - NSR ESTOP In 1000mm A - NSR Stab Prox + CB36
3mm WHITE N5X1_3 B - NSR Stab Prox - GND
07 - NSF Stab Down Sw C - NSR Stab Prox In N5X2_11
3mm WHITE N5X1_5 08 - OSF Stab Up Sw 1000mm
3mm WHITE N5X1_7 09 - OSF Stab Down Sw Spare
3mm WHITE N5X1_11 10 - NSR Stab Up Sw Rear Door Proxy 600mm Spare +
3mm WHITE N5X1_12 11 - NSR Stab Down Sw NSR Estop
B CB36 A - R Door Sw + 600mm Spare GND B
3mm WHITE N5X1_15 12 - OSR Stab Up Sw GND B - R Door GND 1000mm NSR ESTOP Out NS_ESTOPO
3mm WHITE N5X1_17 13 - OSR Stab Down Sw N5X2_3 C - R Door Sw
OSR Stab Proxy NSR ESTOP IN NS_ESTOPI
A - OSR Stab Prox + CB36
3mm ORANGE CB36 14 - Seat Belt Sw + 400mm 500mm 600mm
3mm WHITE N5X2_1 Rear Seat Belt B - OSR Stab Prox - GND
15 - Seat Belt Sw
C - OSR Stab Prox In N5X2_7 Cycle 1 Sensor Rear Panel
3mm ORANGE CB36 16 - R Door Sw + CB36 1 - Seat Belt Sw + 600mm CB36 A - Cycle 1 Sensor +
3mm WHITE N5X2_3 Spare In 1000mm 1 - R Sw Panel1 + CB36
17 - R Door Sw N5X2_1 2 - Seat Belt Sw GND B - Cycle 1 Sensor - N6X10_02
2 - Vibrator Sw
3mm ORANGE CB36 18 - R Horn Sw + Spare + CB36 N5X2_12 C - Cycle 1 Sensor In N6X10_04
3mm WHITE N5X2_5 19 - R Horn Sw 600mm Spare In N6X11_16 3 - Bowl Lt Sw
3mm ORANGE CB36 Spare GND GND 4 - Chute Up Sw N6X10_06
20 - OSR Stab Prox +
5 - Chute Dn Sw N6X10_08
3mm BLUE GND 21 - OSR Stab Prox -
22 - OSR Stab Prox In 800mm 4000mm 1000mm 6 - R Bowl Mix Sw N6X10_12
3mm WHITE N5X2_7 7 - R Bowl Dis Sw N6X10_14
3mm ORANGE CB36 23 - NSR Stab Prox + Autofill Laser 8 - R Speed Up Sw N6X10_16
3mm BLUE GND 24 - NSR Stab Prox -
3mm WHITE N5X2_11 9 - R Speed Dn Sw N6X10_18
25 - NSR Stab Prox In CB36 A - Autofill Laser + 800mm
3mm ORANGE CB36 26 - Cycle Sensor 1+ B - Autofill Laser GND 10 - R Pump On Sw N6X11_02
GND
3mm BLUE GND 27 - Cycle Sensor 1 GND N6X11_12 C - Autofill Laser In 11 - Pump Rev Sw N6X11_04
3mm WHITE N5X2_12 28 - Cycle Sensor 1 In 12 - Pump Lock Sw N6X11_06
3mm ORANGE CB36 29 - R Sw Panel1 + Hopper Proxy
3mm WHITE N6X10_02 30 - Vibrator Sw CB36 A - Hopper Prox Sw+
3mm
1200mm
WHITE N6X10_04 31 - Bowl Lt Sw GND B - Hopper Prox Sw GND
3mm WHITE N6X10_06 32 - Chute Up Sw N6X11_14 C - Hopper Prox Sw
3mm WHITE N6X10_08 33 - Chute Dn Sw
3mm WHITE N6X10_12 34 - R Bowl Mix Sw Rear Stabiliser Box
3mm WHITE N6X10_14 35 - R Bowl Dis Sw CB36 1 - R Stab Sw +
3mm WHITE N6X10_16 36 - R Speed Up Sw N5X1_1 2 - NSF Stab Up Sw
3mm WHITE N6X10_18 37 - R Speed Dn Sw N5X1_3 3 - NSF Stab Down Sw
3mm WHITE N6X11_02 38 - R Pump On Sw N5X1_5 4 - OSF Stab Up Sw
3mm WHITE N6X11_04 39 - Pump Rev Sw N5X1_7 5 - OSF Stab Down Sw
1400mm 1000mm
C C
3mm WHITE N6X11_06 40 - Pump Lock Sw
N5X1_11 6 - NSR Stab Up Sw
3mm ORANGE CB36 41 - Autofill Laser +
3mm BLUE 42 - Autofill Laser GND N5X1_12 7 - NSR Stab Down Sw
3mm WHITE N6X11_12 43 - Autofill Laser In N5X1_15 8 - OSR Stab Up Sw
3mm ORANGE CB36 44 - Hopper Prox Sw+ N5X1_17 9 - OSR Stab Down Sw
3mm BLUE 45 - Hopper Prox Sw GND N5X2_15 10 - Hatch Open Sw
3mm WHITE N6X11_14 46 - Hopper Prox Sw N5X2_17 11 - Hatch Close Sw
3mm BLUE GND 47 - GND
OSR Estop
HD36 24-47PE OS_ESTOPO OSR ESTOP Out 1600mm
OS_ESTOPI OSR ESTOP IN
Rear Horn SW
CB36 R Horn Sw + 1600mm
N5X2_5 R Horn Sw

D D

Title
JACH 14 Harness
Size Number Revision 1
A3 JSE-TMX5BP-B-JACH14
Date: 06/05/2017 Sheet14 of 16
File: \\..\JSE-TMX5BP-B-JACH14 (JACH 14 Harness).SchDoc
Drawn By: CONG MINH
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1068 8
 1 2 3 4 5 6 7 8

JACH15 (JACH15_TMX5BP-B)
A A

Pump REV Sol

1200mm 1 - Pump Rev Sol N6X21_01
2 - Pump Rev Sol GND GND

Cycle 1 Sol
5600mm 1200mm 1 - Cycle 1 Sol N6X21_02
2 - Cycle 1 Sol GND GND

Cycle 2 Sol
1200mm 1 - Cycle 2 Sol N6X20_09
2 - Cycle 2 Sol GND GND

Bowl Lt 1
COLOUR PRINT JACH15_TMX5BP 1200mm 1 - Bowl Lt 1 Bl Lt1
2 - Bowl Lt 1GND GND
4mm WHITE NS H 1 - NSF Headlight H
4mm BLUE 2 - NSF Headlight H GND
2200mm Bowl Lt 2
4mm WHITE NS L 3 - NSF Headlight L 1 - Bowl Lt 2 Bl Lt2
4mm BLUE 4 - NSF Headlight L GND
1000mm
2 - Bowl Lt 2 GND GND
4mm WHITE OS H 5 - OSF Headlight H
4mm BLUE 6 - OSF Headlight H GND
4mm WHITE OS L 7 - OSF Headlight L
4mm BLUE 8 - OSF Headlight L GND F/Motor Sol
B 4mm WHITE Bl Lt1 9 - Bowl Lt 1 N6X20_05 1 - F/Motor Sol 5000mm B
4mm BLUE 10 - Bowl Lt 1GND
4mm WHITE Bl Lt2 11 - Bowl Lt 2 GND 2 - F/Motor Sol GND Hatch Open Sol Spare Out OSR Head Lt High
4mm BLUE 3000mm 1 - Hatch Open Sol N6X20_13 N6X20_14 1 - Spare Out
600mm 1000mm 1 - OSR Headlight H OS H
12 - Bowl Lt 2 GND Rear Cabin Lt 2 - Hatch Open Sol GND GND
4mm WHITE N6X21_13 13 - NS Brake Lt GND 2 - Spare GND 2 - OSR Headlight H GND GND
N6X20_11 A - R Cab Light 1500mm
4mm WHITE N6X21_11 14 - NS Tail Lt
4mm BLUE GND B - R Cab Light GND Hatch Close Sol
15 - NS Br/Tl GND
3000mm 1 - Hatch Close Sol
OSR Head Lt Low
4mm WHITE N6X21_13 16 - OS Brake Lt N6X20_14
1000mm 1 - OSR Headlight L OS L
4mm WHITE N6X21_11 17 - OS Tail Lt 2 - Hatch Close Sol GND GND 2 - OSR Headlight L GND GND
4mm BLUE 18 - OS Br/Tl GND
4mm WHITE N6X20_01 19 - R Beacon 600mm 2000mm
4mm BLUE 20 - R Beacon GND OSR Brake Lt
4mm WHITE N6X20_11 21 - R Cab Light A - OS Brake Lt N6X21_13
4mm BLUE 22 - R Cab Light GND Rear Beacon 1000mm B - OS Tail Lt N6X21_11
4mm WHITE N6X20_09 23 - Cycle 1 Sol N6X20_01 1 - R Beacon C - OS Br/Tl GND GND
4mm BLUE
1800mm
24 - Cycle 1 Sol GND GND 2 - R Beacon GND
4mm WHITE N6X21_01 25 - Pump Rev Sol Cycle 2 Sensor Rear Cabin Estop
4mm BLUE 26 - Pump Rev Sol GND CB36 A - Cycle 2 Sensor + Cab ESTOP Out NS_ESTOPO
NSR Head Lt High 600mm 1000mm
4mm WHITE N6X21_02 27 - Cycle 2 Sol GND B - Cycle 2 Sensor - Cab ESTOP In NS_ESTOPI
4mm BLUE 28 - Cycle 2 Sol GND 1000mm 1 - NSR Headlight H NS H N6X11-18 C - Cycle 2 Sensor In
4mm Ylw NS_ESTOPO 29 - Cab ESTOP Out 2 - NSR Headlight H GND GND
4mm BRNNS_ESTOPI 30 - Cab ESTOP In NSF Head Lt Low
3mm WHITEN6X20_03 31 - R/Motor Sol
3mm BLUE 32 - R/Motor Sol GND 1000mm 1 - NSR Headlight L NS L
3mmWHITE N6X20_05 33 - F/Motor Sol 2 - NSR Headlight L GND GND
3mm BLUE 34 - F/Motor Sol GND 4200mm Spare Out
3mm WHITE N6X20_13 35 - Hatch Open Sol
C 3mm BLUE 36 - Hatch Open Sol GND 600mm 1 - Spare Out N6X20_11 C
3mm WHITE N6X20_14 37 - Hatch Close Sol 2 - Spare GND GND
3mm BLUE 38 - Hatch Close Sol GND
4mm WHITE CB36 39 - Cycle Sensor 1+
Spare Out
4mm BLUE N6X11-18 40 - Cycle Sensor 1 In 600mm 1 - Spare Out N6X21_03
2 - Spare GND GND
DRC16-40SA
NSR Brake Lt
1000mm A - NS Brake Lt N6X21_13
B - NS Tail Lt N6X21_11
C - NS Br/Tl GND GND

R/Motor Sol
3000mm 1 - R/Motor Sol N6X20_03
2 - R/Motor Sol GND GND

D D

Title
JACH 15 Harness
Size Number Revision 1
A3 JSE-TMX5BP-B-JACH15
Date: 06/05/2017 Sheet15 of 16
File: Drawn By: TIEN
\\..\JSE-TMX5BP-B-JACH15 (JACH 15 Harness).SchDoc DAI
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 4 DOCUMENTATIONS\13. Electric circuit\Altitum
5 6 7 Page 1069 8
 1 2 3 4 5 6 7 8

JACH2-JACH9 (JACH2-JACH9_TMX5BP-B) JACH2_TMX5BP (FRONT BOX)

JACH2_TMX5BP (MAIN BOX)
6mm GND GND U - GND (30A) U - GND (30A) GND
6mm Red CB15 S - PWR (30A) S - PWR (30A) CB15
4mm White CAN_H W - CAN_H W - CAN_H CAN_H
4mm Voilet CAN_L Y - CAN_L 5000mm Y - CAN_L CAN_L
4mm Red CB13 T - IGN + T - IGN + CB13
A 4mm Green IGN_SW X - IGN SW X - IGN SW IGN_SW A
4mm Yellow ESTOP_O Z - ESTOP Out Z - ESTOP Out ESTOP_O
4mm Brown ESTOP_I V - ESTOP In V - ESTOP In ESTOP_I

HD36 24-9 SN HD36 24-9 PN

JACH3_TMX5BP (FRONT DASH) JACH3_TMX5BP (FRONT BOX)
GND BLUE 6mm U - GND (30A) U - GND (30A)
CB15 RED 6mm S - PWR (30A) S - PWR (30A)
CAN_H WHITE 4mm W - CAN_H W - CAN_H
CAN_L VIOLET 4mm Y - CAN_L 2500mm
Y - CAN_L
CB13 RED 4mm T - IGN
IGN_SW GREEN 4mm T - IGN +
X - IGN SW X - IGN SW
ESTOP_O YELLOW 4mm Z - ESTOP Out Z - ESTOP Out
ESTOP_O BROWN 4mm V - ESTOP In V - ESTOP In
HD36 24-9 PN HD36 24-9 SN
JACH4_TMX5BP (MAIN BOX)
GND 6mm GND U - GND (30A) JACH4_TMX5BP (REAR BOX)
CB14 6mm Red S - PWR (30A) U - GND (30A)
CAN_H 4mm White W - CAN_H S - PWR (30A)
CAN_L 4mm Voilet Y - CAN_L W - CAN_H
CB13 4mm T - IGN +
5200mm
Red Y - CAN_L
IGN_SW 4mm Green X - IGN SW T - IGN +
ESTOP_O 4mm Yellow Z - ESTOP Out
Main Box
X - IGN SW
ESTOP_I 4mm Brown V - ESTOP In 1 - IGN Z - ESTOP Out
3500mm TO TCS-->>
2 - GND V - ESTOP In
HD36 24-9 PN
B 3 - CAN_H (WHITE) B
JACH5_TMX5BP (REAR DASH) HD36 24-9 SN
4 - CAN_L (BLUE)
GND BLUE 6mm JACH5_TMX5BP (REAR BOX)
CB14 RED 6mm
U - GND (30A)
S - PWR (30A)
4 Pin Panel Mount DT
U - GND (30A)
CAN_H WHITE 4mm W - CAN_H S - PWR (30A)
CAN_L VIOLET 4mm Y - CAN_L 2900mm
W - CAN_H
CB13 RED 4mm T - IGN Y - CAN_L
IGN_SW GREEN 4mm X - IGN SW Connector Cabin Fire (Q-Tec)
ESTOP_O YELLOW 4mm
Connector Cabin Fire Box (Q-Tec) T - IGN +
Z - ESTOP Out . X - IGN SW
ESTOP_O BROWN 4mm V - ESTOP In 1 - B+ CB11 Red 1 - B+ B+ Red
2 - FIRE 24V- GND Z - ESTOP Out
Black 2 - FIRE 24V- FIRE 24V- J1 Black V - ESTOP In
HD36 24-9 SN 3 - PRESSURE SW1 + Press 1 + Yellow
3 - PRESSURE SW1 + PRESSURE SW1 OUT . Yellow
1200mm 4 - PRESSURE SW1 Press 1 - Orange Orange
4 - PRESSURE SW1 PRESSURE SW1 IN HD36 24-9 PN
5 - PRESSURE SW2 + Press 2 + Green 5 - PRESSURE SW2 + PRESSURE SW2 OUT Green
6 - PRESSURE SW 2 Press 2 - Blue Blue
6 - PRESSURE SW 2 PRESSURE SW 2 IN
White 7 -. FIRE 24V+ 5A .
7 - FIRE 24V+ 5A CB18 .
FIRE 24V+ 5A White
8 - FIRE RETURN 55/55 Brown 8 - FIRE RETURN FIRE RETURN Brown
JSE-DT04-8P-E005 TB1
JSE-DT06-8S-E005

JACH8_TMX5BP (MAIN BOX) PRESS 2

1200mm 1 - PRESSURE SW 2 + Press 2 +
4mm Orange CB18 A - FIRE 24V+ 5A 2 - PRESSURE SW 2 Press 2
EMCY Boom SW
55/55 B - FIRE RETURN 1500mm EMCY Sw Supply Boom Button
4mm White
4mm Blue GND C - FIRE 24V- FIRE RESET SOL Emergency Motor Sol
EMCY Boom Sw 1000mm
4mm Red CB11 D -B+ 3000mm 1200mm 1200mm G - Det Sol Pin 1 Det 1 XAPM1201H29
24v Pump Sol GND
CB11 ENCLOSURE 1 HOLE
4mm Red E -B+ H - Det Sol Pin 2 Det 2
C 4mm Red CB11 F -B+ C
4mm White Det 1 G - Det Sol Pin 1 PRESS 1 EMCY Leg Raise/Tow Main Isolator

M
4mm White Det 2 H - Det Sol Pin 2 1200mm 1 - PRESSURE SW1 + Press 1 +
Press 1 EMCY Sw Supply VCC EMCY Relay (Mounted On Motor)
HD16 9-16 S 2 - PRESSURE SW1 1000mm
EMCY Leg Raise EMCY Motor
3000mm GND
EMCY Tow Sw Emergency Tow Sol
EMCY Power Jack Raise Towing
1000mm EMCY Tow Sol Tow Sol
4mm Red EMCY Sw + A - EMCY Sw Supply
4mm Red Tow SW EMCY Tow GND GND
B - EMCY Tow Sw
4mm White Leg SW C - EMCY Leg Raise XAPM1201H29
500mm 800mm ENCLOSURE 1 HOLE Emergency Park Brake Sol
4mm Red Boom SW D - EMCY Boom Sw
4mm Red Tow Sol E - EMCY Tow Sol 1000mm EMCY Park Brake Sol EMCY P/Brake
4mm Red EMCY Pump
Additive Pump Button
F - 24v Pump Sol (via Press sw)
3mm Red EMCY P/Brake G - EMCY Park Brake Sol
2500mm Pump Via Sw CB24 Red EMCY Park Brake GND GND
3mm Blue GND H - EMCY Park Brake GND Additive Pump Button Add_Pump_SW 6 mm Emergency Motor Press SW
Pressure SW
3mm Blue GND J - EMCY Tow GND 1000mm 1800mm 1500mm
Additive Pump Button 24v Pump Sol EM Pump Sol
HD16 9-16-S Additive Pump Add_Pump 6 mm Red 24v Pump Sol (via Press sw) EMCY Pump
JSE-HD36-18-8-SN
4mm Orange CB16 H - mA/mB Trans/PST Press + Additive Pump Additive Pump
1800mm
M

3mm White X11-12 G - mA Trans In Additive Pump

3mm White X11-14 F - mB Trans In Pump GND Vibrator
3mm White X11-16 E - mA Trans In
400mm 2600mm 4000mm Vibrator +
6 mm Blue GND D-Pump GND
6 mm Red CB24 C-Pump Via Sw PST Press Spare Vibrator GND
A- PST Press +
6 mm Blue GND B-Vibrator GND 1000mm B- PST Press GND CB16
6 mm Red R12 A-Vibrator + C - PST Press In X11-16
D mA Trans CB16
D
600mm
A- mA Trans +
1000mm B- mA Trans GND
JSE-DT06-12SA
JACH 9_TMX5BP
C - mA Trans In X11-12 1 - Ground GND 4mm Blue
BLUE 4mm A - Remote GND 2 - Remote IGN RE_IGN 4mm Green
IGN ORANGE 4mm B - Remote IGN Earth mB Trans CB16 3 - CAN High CAN_H 4mm White
Title
GND A- mB Trans +
CAN_H WHITE 4mm C - CAN High GND 1900mm 1000mm B- mB Trans GND 4 - CAN Low CAN_L 4mm Voilet JACH 2-9 Harness
CAN_L VIOLET 4mm D - CAN Low C - mB Trans In X11-14 5 - ESTOP+ STOP+ 4mm Yellow
GND Size Number Revision
E- 6 - FIRE FIRE 4mm Brown 1
F_STOP YELLOW 4mm F - F-Stop + 3500mm 7 - Spare JSE-TMX5BP-JACH2-JACH9
A3
F_DET WHITE 4mm G - G-Fire 8 - Spare
Date: 06/05/2017 Sheet 9 of 16
HD10 6-96 P File: \\..\JSE-TMX5BP-B-JACH2-JACH9 (JACH
Drawn Harness).SchDoc Cong
2 - 9 By: Minh
\\Engineer-004\d\VPS
1 DATA-E004\ALL PRODUCTIONS INFORMATION\PRODUCTION\TMX5BP-124,125,126,127\ENGINEERING\MACHINE
2 3 DOCUMENTATIONS\13.
4 Electric circuit\Altitum 5 6 7 Page 1070 8
Maintenance Manual Revision 1 Combo 5000

5.3 Radio Remote Control Maintenance Manual

5.3.1 Introduction

Page 1071
 1 Introduction

Introduction
This service manual contains all information about replacing, programming and diag-
nostics related to the MODULAR series radio remote controls.
For this reason, it is COMPLEMENTARY and does not substitute the user man-
ual where all warnings and instructions related to the installation, use and mainte-
nance of the radio remote control can be found.

To operate in a correct and safe way, the following is required:

- understand how this manual is structured and how to use it (§ 1.1)
- always respect the fundamental rules indicated in the paragraph 1.2
- follow all provided warnings and instructions
- use the radio remote control technical data sheet

MODULAR SERIES

The information contained in this manual is subject to modifications without notice and does not represent
an obligation by Autec srl.

For no reason may any part of this manual be reproduced in any form/means without the written permis-
sion of Autec srl (including registrations and photocopies).

Contact AUTEC whenever any instructions included in the manual are not clear

All photos included in this manual are only to be considered as clarifying examples.
MAMODI01-Rev.0 1 (Cap. 1)

Page 1072
 1.1 How to use this technical support manual

This service manual was created to:

1.
IDENTIFY AND RESOLVE A RADIO REMOTE CONTROL FAILURE
If the "machine + radio remote control" system does not function correctly:
- if the radio remote control does not have the Data Feedback function, proceed as
indicated in the diagnostics (§ 1.4).
- if the radio remote control does not have the Data Feedback function, proceed as
indicated in the diagnostics (§ 1.5).
Respect all instructions, following the flow chart step by step.

2.
FIND THE SPARE PARTS CODE
To order the spare parts, look for the correct codes in the list in paragraph 2 “Explod-
ed view and spare parts” in the chapter related to the specific unit.

3.
REPLACE THE VARIOUS PARTS OF THE RADIO REMOTE CONTROL
To replace a radio remote control spare part, please consult the paragraph related to
1.1 How to use this technical support manual

the specific spare part.

4.
SET AND MODIFY THE RADIO REMOTE CONTROL FUNCTIONS
To set and/or modify the radio remote control functions, consult the “Glossary”
(§ 1.6).
Once you have found the specific function, follow step by step the references to the
various paragraphs in the manual.

2 (Cap. 1) MAMODI01-Rev.0

Page 1073
1.2 Warnings and constraints

The MODULAR radio remote controls must contain electronic modules such as the

Introduction
E16S type:
- transmitting module E16STXEU_
- receiving module E16SRXEU_
- address key E16SCHEU_
- modules E16TXDE1 and E16RXDE1 for the Data Feedback function

There are two module and address key families:

- one operating in the frequency band 433.050 - 434.790 MHz and
- one operating in the frequency band 869.7 - 870 MHz.
To check in which countries the radio remote control can be used, use the document
“Limitations & Authorisations”.

1.2.1 Important warnings

It is prohibited to use modules, keys and cards which have a version number
that is lower than what is indicated on the part to be replaced.
The version number is made up of a letter and a number:
- the letter must be the same as that indicated on the part to be replaced
- the number must be the same or higher than that indicated on the part to be re-
placed

1.2 Warnings and constraints

Usually, the version number is located in the upper right of the label that contains the
“code”.
Example:
Z: letter
1: number

In the master board, instead, the version is the last number of the “code” serigraphed
on the printed circuit of the master board to be replaced.

Example: E16B22AC-Z.1: the master board has the letter Z and the number 1.

In the case of doubt, contact Autec.

The previous warning must be strictly followed. Failure to observe it may cause:
- the radio remote control not to function
- the non-conformance to European directives and laws
- the forfeiture of the guarantee
- the decay of the TÜV certification (check that the mark on the identification
plate is present (§ 1.3.3))
Anyone who, during replacement, programming or maintenance of a radio remote
control, does not respect these orders assumes complete responsibility for any dam-
age caused to persons and/or items and any sanction deriving from the non-conform-
MODULAR SERIES

ance of the product, relieving Autec from this responsibility.

MAMODI01-Rev.0 3 (Cap. 1)

Page 1074
 1.2.2 Setting the dip switches in the electronic modules

The dip switches in the MODULAR series radio remote control modules are pro-
grammed by Autec as follows:
- transmitting and receiving module in MK10 radio remote controls

- transmitting and receiving module in MK12 radio remote controls

- transmitting and receiving module in MJ radio remote controls

1.2 Warnings and constraints

- transmitting and receiving module in MK10 DF radio remote controls

- transmitting and receiving module in MJ DF radio remote controls

4 (Cap. 1) MAMODI01-Rev.0

Page 1075
1.3 Radio remote control identification

1.3.1 Transmitting unit models

Introduction
There are three transmitting unit models:

MK10 MK12

1.3 Radio remote control identification

MJ

According to the number of commands, the operating area and the type of machine,
one of the two receiving units may be used:

MODULAR SERIES

MAMODI01-Rev.0 5 (Cap. 1)

Page 1076
 1.3.2 Transceiving unit models

There are two transceiving unit models:

MK10 DF
1.3 Radio remote control identification

MJ DF

In this case the transceiving unit works at the same time with a receiving unit and a
transmitting unit (known as DATA FEEDBACK TRANSMITTER).

RECEIVING UNIT RECEIVING

UNIT EXTENSION
UNIT
DATAFEEDBACK TRANSMITTER

6 (Cap. 1) MAMODI01-Rev.0

Page 1077
 1.3.3 Identification plate

The identification plate can be found:

Introduction
- under the battery in the transmitting or transceiving unit
- on the cover of the receiving unit

Serial number identification

(to uniquely identify the radio remote control)

Year of production identification

1.3.4 Technical data plate

The technical data plate on the transmitting or transceiving units is under the battery.

Identification of “Type” and “Model”

(to identify the radio remote control from
an approval point of view)
Technical data identification
(to identify some characteristics of the ra-
dio remote control: those of greater utility
as the frequency)

1.3 Radio remote control identification

Marking
(conformity to the Directive 99/05 R&TTE)

TÜV MARK (if present)

(radio remote control certification)

The technical data plate in the receiving unit is found on the cover.

Identification of “Type” and “Model”

(to identify the radio remote control from
an approval point of view)
Technical data identification
(to identify some characteristics of the ra-
dio remote control: those of greater utility
as the frequency)
Marking
(conformity to the Directive 99/05 R&TTE)

TÜV MARK (if present)

(radio remote control certification)
MODULAR SERIES

MAMODI01-Rev.0 7 (Cap. 1)

Page 1078
 1.4 General diagnostics (no Data Feedback function)

If the system “radio remote control + machine” should not correctly function, check
if the problem has been caused by the radio remote control or by the machine. Before
carrying out any verification, therefore, connect the cable control panel:

1. if the machine does not start, the problem is caused by the machine itself.

2. If the machine starts up normally only when activated using the cable control pan-
el, the problem is caused by the radio remote control.
In this case, after having executed the procedures of power on and start-up, following
the diagnostic instructions based upon the discovered malfunction:
- the machine operates in a discontinuous manner due to the repeated switching
off of the radio remote control (§ 1.4.1)
- the machine operates partially, that is some commands are not activated
whereas others are (§ 1.4.2)
- the machine does not start up (§ 1.4.3)

1.4.1 Diagnostic when the machine operates in a discontinuous manner

Follow paragraph "LED diagnostics" of the receiving module on the radio remote con-
1.4 General diagnostics (no Data Feedback function)

trol.

Working frequency change process

With the transmitting unit started up (green LED flashing) follow this procedure:
- press the START pushbutton without releasing it
- press the STOP pushbutton
- release the START pushbutton
- turn the STOP pushbutton in the shown direction to release it
- repeat the start up procedure
NOTE: During the work frequency changing process, the receiving unit loses radio link
connection with the transmitting unit. After start up, some seconds may be required
to re-establish the connection: keep the START pushbutton pressed for about 8 -10
seconds.

1.4.2 Diagnostic when the machine operates partially

- If the machine operates partially, that is some commands are not activated whereas
others are
- check the wiring of the transmitting and receiving unit
- replace in the transmitting unit the actuators related to the commands that are
not activated by the machine (this information can be found in the radio remote
control technical data sheet)
- replace the master board in the receiving unit, if necessary.

8 (Cap. 1) MAMODI01-Rev.0

Page 1079
 1.4.3 Diagnostic when the machine does not start up

Follow the following flow chart:

Introduction
Does the green LED See
located in the NO battery and
transmitting unit battery charge di-
flash agnostics
slowly? (§ 2.1)

YES

Correctly
Is the POWER light NO Is the NO YES
connect
in the receiving unit power supply plug the plug. OK
lit? connected? Does the system
start up?

YES NO
YES

1.4 General diagnostics (no Data Feedback function)

Are the Correctly power on
YES
power supply value the receiving unit.
and the wiring Does the system
correct? start up?

YES NO

See the
diagnostic for the
corresponding re-
ceiving unit.
(§ 7.1) or (§ 8.1)

MODULAR SERIES

MAMODI01-Rev.0 9 (Cap. 1)

Page 1080
 1.5 General diagnostics (Data Feedback function)

If the system “radio remote control + machine” should not correctly function, check
if the problem has been caused by the radio remote control or by the machine. Before
carrying out any verification, therefore, connect the cable control panel:

1. if the machine does not start, the problem is caused by the machine itself.

2. If the machine starts up normally only when activated using the cable control pan-
el, the problem is caused by the radio remote control.
In this case, after having executed the procedures of power on and start-up, following
the diagnostic instructions based upon the discovered malfunction:
- the display or LED do not work, see the diagnostics in the related chapter of
the transceiving unit
- the machine operates in a discontinuous manner due to the repeated switching
off of the radio remote control (§ 1.4.1)
- the machine operates partially, that is some commands are not activated
whereas others are (§ 1.4.2)
- the machine does not start up (§ 1.5.3)

1.5.1 Diagnostic when the machine operates in a discontinuous manner

1.5 General diagnostics (Data Feedback function)

Follow paragraph "LED diagnostics" of the receiving module on the radio remote con-
trol.

Working frequency change process

With the transceiving unit started up (green LED flashing) follow this procedure:
- press the START pushbutton without releasing it
- press the STOP pushbutton
- release the START pushbutton
- turn the STOP pushbutton in the shown direction to release it
- repeat the start up procedure
NOTE: During the working frequency changing process, the receiving unit looses ra-
dio link connection with the transceiving unit. After start up, some seconds may be
required to re-establish the connection: keep the START pushbutton pressed for
about 8 -10 seconds.

1.5.2 Diagnostic when the machine operates partially

- If the machine operates partially, that is some commands are not activated whereas
others are
- check the wiring of the transmitting and receiving unit
- replace in the transceiving unit the actuators related to the commands that are
not activated by the machine (this information can be found in the radio remote
control technical data sheet)
- replace the master board in the receiving unit, if necessary.

10 (Cap. 1) MAMODI01-Rev.0

Page 1081
 1.5.3 Diagnostic when the machine does not start up

Follow the following flow chart:

Introduction
Does the green LED See
located in the NO battery and
transceiving unit battery charge di-
flash agnostics
slowly? (§ 2.1)

YES

Correctly
Is the POWER light NO Is the NO YES
connect
in the receiving unit power supply plug the plug. OK
lit? connected? Does the system
start up?

YES NO
YES

1.5 General diagnostics (Data Feedback function)

Are the Correctly power on
YES
power supply value the receiving unit.
and the wiring Does the system
correct? start up?

YES NO

See the
diagnostic for the
corresponding re-
ceiving unit.
(§ 8.1)

MODULAR SERIES

MAMODI01-Rev.0 11 (Cap. 1)

Page 1082
 1.6 Glossary

Actuator: device located in the transmitting unit through which the operator acti-
vates certain commands which are sent to the receiving unit
The joysticks, selectors and pushbuttons are actuators.

Address: number (value) used by the transmitting unit to differentiate the telegrams
sent to the corresponding receiving units. The address is contained in the address key
and uniquely identifies the radio remote control.

Address key: keys that contain the unique address of the system. They are two: one
inserted in the transmitting module and one in the receiving module.
These are necessary to operate the radio remote control.

Antenna: device that allows for the radio connection between the transmitting unit
and the receiving unit. It may be internal or external.

Automatic scan (of the frequency): function mode of the radio remote control that
allows to operate at any of the available frequencies within the permitted band.
This mode allows, in the case of interference, to change the working frequency (see
“Frequency change”) without internal interventions on the transmitting unit or the re-
ceiving unit.
See paragraphs: (§ 3.3.4), (§ 4.3.4), (§ 5.3.3), (§ 6.3.2), (§ 7.3.4), (§ 8.3.4)

Auto-switching off: automatic and autonomous switching off of the transmitting

unit when:
- the battery is not sufficiently charged
- the radio remote control is not used for a few minutes (this function may be
1.6 Glossary

disabled)
See paragraphs: (§ 3.3.4), (§ 4.3.4), (§ 5.3.3), (§ 6.3.2)

Battery: power supply for the transmitting unit. Its charge status is indicated by the
LEDs located on the transmitting unit itself. When the battery is discharged, it must
be recharged using the provided battery charger.
Only Autec batteries must be used.

Calibration: operation that consists in fixing certain values of a radio remote control
function.

Command: activating a command means activating an actuator in the transmitting

unit. Such an action corresponds to a movement or a selection in the machine con-
trolled by the receiving unit.

Common: cable wiring in the receiving unit that provides the power supply to the
contacts of a relay.

Data Feedback: radio remote control function that allows to view information and
signals concerning the machine on the transceiving unit by means of display and
LEDs.

DATAFEEDBACK TRANSMITTER unit: radio apparatus installed on the remote con-

trolled machine that transmits information and signals of the machine to the trans-
ceiving unit.

Dip switch: devices used to program some functions. It may assume two conditions
(ON and OFF) which correspond to the activation and deactivation of a determined
function.
See paragraphs: (§ 1.2.2)

12 (Cap. 1) MAMODI01-Rev.0

Page 1083
 ENABLE: signal present in the receiving unit when it has a radio link with the trans-
mitting unit. The sent commands may be executed only when this signal is present.

Introduction
FLOW: function that commands the solenoid valve that provides pressure to the oil
in the primary hydraulic circuit of the dispenser. The FLOW is activated, if pro-
grammed, by activating a movement command.
See paragraphs: (§ 7.6.4)

Function: a well defined task carried out by the radio remote control. A function may
be enabled or disabled.

Horn: (or alarm) acoustic signal for the machine which, if connected, is activated
when the START pushbutton is pressed.

Interference: disturbance in the radio link between the transmitting unit and the re-
ceiving unit. It may be caused by any radio equipment (radio including remote con-
trols) that operate in the same area.

Joystick: actuator on the transmitting unit that is activated by moving it from its
standstill position.

Joystick axis: the direction along which a joystick can be operated. A joystick can
normally have either a single axis or a double axis perpendicular to one another. Gen-
erally each axis of the joystick corresponds to an axis of the remote controlled ma-
chine's movement.

Manual selection (of the frequency): function mode of the radio remote control that
allows to operate at a frequency set intentionally within the permitted band. To pro-

1.6 Glossary
gram this mode, the dip switches located in the transmitting and receiving modules
must be set.
See paragraphs: (§ 3.3.4), (§ 4.3.4), (§ 5.3.3), (§ 6.3.2), (§ 7.3.4), (§ 8.3.4)

Movement command: command that involves a physical movement of the machine

or part of it.
In the receiving unit, the common movement commands may be obtained from a se-
ries of the STOP contact and the SAFETY contact.

Operating range: distance within which a transmitting unit is able to create a stable
radio link with its receiving unit.

Passive emergency (or passive stop): function which intervenes when an anom-
alous situation is verified during operations. When the radio link is disturbed, wrong
or interrupted, the receiving unit decides autonomously to stop the radio remote con-
trol. The action time for this function may be set.
See paragraphs: (§ 7.3.4), (§ 8.3.4)

Power on: power on the radio remote control units.

In the transmitting unit this operation allows to introduce the starting key and turn it
to the "I" position.
MODULAR SERIES

Power supply: voltage that allows the radio remote control to operate.
The power supply of the transmitting unit is provided by the battery located in the
same unit where as that for the receiving unit is supplied by an external source (in
DC or AC).

Programming or setting: to enable or to disable a radio remote control function.

Normally, programming consists in modifying the position of a dip switch or in open-
ing or closing a welding point.

MAMODI01-Rev.0 13 (Cap. 1)

Page 1084
 Pushbutton: actuator temporarily present in the transmitting unit that is activated
by pressing it and disactivated by releasing it.

Radio link: radio frequency transmission between the transmitting unit and the re-
ceiving unit. This link occurs at a determined working frequency.

Radio remote control: radio equipment used to command machines from a remote
position. It is made up of a portable transmitting unit, from which the user can re-
motely control the machine, and a receiving unit installed on board the machine itself.

Receiving module: module located in the receiving unit that transforms the radio
signal into commands to be executed by the machine.
It contains the address key which allows to recognise the unique address of the radio
remote control.

Receiving unit: radio equipment installed on board the remote controlled machine
that has the function to receive commands sent by the transmitting unit and have
them executed by the machine itself.

Run: group of radio remote control starting and power on procedures

SAFETY: safety function used to protect the system from involuntary movements
from the zero position due to possible faults.
This function constantly controls the standstill position of the movement actuators in
the transmitting unit and is available in the receiving unit in the "SAFETY" relay.

Selection command: command that does not involve physical movement of the ma-
chine or part of it.
1.6 Glossary

Selector: actuator present in the transmitting unit that can be with a toggle or rotary
switch.

Serial number: Group of letters and numbers that uniquely identify the radio remote
control. This is located on the identification plate located on the transmitting and re-
ceiving units.

Setting: see “Programming”

Signal: electric or electromagnetic radiation impulse that corresponds to an elemen-

tary piece of information. Each sent command is transformed into a signal.

Standstill position: the position, also called neutral or zero, in which the actuator
is not activated and therefore the transmitting unit does not send commands to the
receiving unit.
Correctly wired, this position is constantly controlled by the SAFETY function for the
movement commands only.

START: see “Starting”

STOP: command used each time it is necessary to immediately stop the machine to
verify a condition of danger. This is carried out by pressing the corresponding mush-
room pushbutton. Once activated, in order to restart operations after having resolved
the verified problem, the STOP pushbutton must be turned in the indicated direction
and the power on and start up procedures must be repeated.

Starting: press the START pushbutton on the transmitting unit until the green LED
starts to flash. This operation:
- can be done only if both radio remote control units are switched on
- stops when the ENABLE light located on the receiving unit switches on
14 (Cap. 1) MAMODI01-Rev.0

Page 1085
 From this moment until the next SWITCHING OFF, the commands sent by the trans-
mitting unit are received and executed by the receiving unit.

Introduction
Switching off: removes voltage from the transmitting unit thereby interrupting the
radio link.
This operation consists in removing the starting key.

Technical data sheet: a document that contains:

- the disposition of the transmitting unit commands,
- the wiring diagram between the receiving unit and the machine
- the values of the set calibrations.
The installer must fill out and verify the technical data sheet.

Telegram: a group of bits that the transmitting unit sends to the receiving unit. This
is modulated at a determined frequency and contains the unique address of the radio
remote control and the commands to be executed by the machine.

Time of reply: the time that passes from activating the actuator in the transmitting
unit to the actuation of the related command in the remote controlled machine.

Transceiving unit: portable radio equipment supplied by a battery. This send the
commands to the receiving unit that the remote controlled machine must perform and
to display information and signals received from the DATAFEEDBACK TRANSMITTER
unit
Transmitting module: module located in the transmitting unit that transforms the
command activated by the actuator in a high frequency radio signal.

Transmitting unit: portable radio equipment supplied by a battery. It has the func-

1.6 Glossary
tion of sending commands to the receiving unit that must be executed by the remote
controlled machine.

Trimmer: variable resistance that is used to regulate the values of some character-
istics or functions.

TS (Timed STOP): command that switches off the diesel motor of the machine. It
remains activated for approx. 10 seconds after activating the STOP pushbutton.

Welding point: a group of pads that are opened or closed with a drop of tin. These
are used to enable or disable some of the functions.

Wiring: group of electric cables that connect:

- the different parts among themselves inside the radio remote control unit
- the machine with the receiving unit

Working frequency change: procedure for changing the working frequency without
internal interventions on the transmitting unit or the receiving unit.
This procedure may only be carried out:
- if the radio remote control operates in the automatic scan mode
- with the transmitting (transceiving) unit started.
The frequency change is done as follows:
MODULAR SERIES

- press the START pushbutton without releasing it

- press the STOP pushbutton
- release the START pushbutton
- turn the STOP pushbutton in the direction indicated to release it
- repeat the starting procedure

Working frequency: the frequency where the radio link occurs between the trans-
mitting unit and the receiving unit. This frequency may be fixed (see “manual selec-
tion”) or modifiable (see “automatic scan”).
MAMODI01-Rev.0 15 (Cap. 1)

Page 1086
Maintenance Manual Revision 5 Combo 5000

5.3.2 Batteries and Battery Charger

Page 1087
 2 MBM06MH batteries and MBC battery
charger

BATTERY CHARGER
BATTERY AND
The MBM06MH batteries can be used in the MK10, MK10 DF, MK12, MJ, MJ DF trans-
mitting units.

MODULAR SERIES

MAMODI02-Rev.0 17 (Cap. 2)

Page 1088
 2.1 General diagnostics

Transmitting unit without Data Transmitting unit with Data

Feedback function Feedback function

Does the red LED on NO Does the red LED on NO

the transmitting unit the transceiving unit
flash? flash?

YES YES

Within 3,5 minutes, Within 3,5 minutes,

the transmitting the transceiving
unit switches off. unit switches off.

The battery is The battery is

discharged. Insert YES discharged. Insert YES
one that is certainly
charged. OK one that is certainly
OK
charged.
2.1 General diagnostics

Does the system start Does the system

up correctly? start up correctly?
NO NO

See battery charger See battery charger

diagnostic YES diagnostic YES
(2.2). OK (2.2). OK
Does the system start Does the system start
up correctly? up correctly?

NO NO

See transmitting unit See transceiving unit

diagnostic. diagnostic.
(§ 3.1) or (§ 4.1) (§ 5.1) or (§ 6.1)

18 (Cap. 2) MAMODI02-Rev.0

Page 1089
2.2 Battery charger diagnostic

BATTERY CHARGER
BATTERY AND
When the battery Remove power from After connecting
charger is supplied, NO YES
the battery charger again to power
does the green and replace the source, does the OK
POWER LED switch fuse. POWER LED switch
on? (2.5.4) on?

NO
YES

Is the CHARGE LED NO

off when there are Replace the battery
no batteries? charger.

YES YES

Replace the
Does the yellow batteries. Does the
YES NO The first battery
CHARGE LED yellow CHARGE LED introduced does not
remain off when the remain off when work: replace it.
battery is another battery is
introduced? introduced?

2.2 Battery charger diagnostic

NO

After 3 hours after YES Battery

inserting the battery,
does not work:
does the yellow
replace it.
CHARGE LED flash?

NO

After 5 hours after

NO inserting the YES
Is the yellow battery, is the Replace the battery
CHARGE LED off ? yellow CHARGE LED charger.
fixed on?

YES NO

OK OK
MODULAR SERIES

MAMODI02-Rev.0 19 (Cap. 2)

Page 1090
 2.3 Exploded view and spare parts

2.3.1 Exploded view

2.4

2.5

2.3.2 Spare parts

2.3 Exploded view and spare parts

Nr Code Description
.
2.4 A0BATT00E0014 Battery MBM06MH NiMH ≥ 0.7 Ah
2.5 A0CABA00E0006 Battery charger MBC825A (80-250 Vac)
2.5 A0CABA00E0007 Battery charger MBC930D (9-30 Vdc)

“Nr” is the paragraph number that relates to the spare part.

WARNING: The replacement of the fuse inside the battery charger must be done with
when it is not powered.

20 (Cap. 2) MAMODI02-Rev.0

Page 1091
2.4 Rechargeable battery MBM06MH

BATTERY CHARGER
The MBM06MH batteries must be recharged only using one of

BATTERY AND
the following battery chargers: MBC825A and MBC930D (see
Battery charger page 22).
The rechargeable battery must be inserted into the seat lo-
cated in the lower section of the transmitting unit.

The technical characteristics of the rechargeable battery MBM06MH and the temper-
ature range within which the battery may be charged and used can be found in the
technical data on page 24.

IMPORTANT: IT IS NECESSARY TO RECHARGE THE MBM06MH BATTERIES AT

LEAST ONCE EVERY SIX MONTHS (otherwise, their performance and integri-
ty are no longer guaranteed).

2.4 Rechargeable battery MBM06MH

MODULAR SERIES

MAMODI02-Rev.0 21 (Cap. 2)

Page 1092
 2.5 Battery charger

2.5.1 Codes

MBC825A 80 - 250 Vac battery charger

MBC930D 9 - 30 Vdc battery charger

2.5.2 Battery charger components

yellow signalling
CHARGE LED
green signalling
POWER LED

technical data plate

fuse

spare fuse

power supply cable

2.5.3 Light signals

2.5 Battery charger

All operating status of the battery charger (therefore, with the signalling POWER LED
always lit) are shown by the yellow CHARGE LED. The various statuses of the battery
charger are listed in the following table.

Type of signal Meaning

light switched off no battery or the battery has finished charging

flash (when inserting the battery) the inserted battery is completely discharged

continuous light battery recharging

IMPORTANT: once the battery has been placed in the battery charger, the recharge
with a nominal current will start after approx. 15 minutes, the time necessary for in-
itial controls on the battery status. Also in the case of reinserting a charged battery,
after the control period has finished, the charging is terminated.

The yellow signalling CHARGE LED also provides signals in the case in which the bat-
tery charger and/or batteries have failed:

The battery is broken if ... The battery charger is damaged if ...

... the LED is fixed on (if there is no battery)

... the LED flashes
(with battery inserted for more than 3 hours) ... the LED is off (when a sound battery is insert-
ed)

... the LED is off (when a battery is inserted with ... the LED is fixed on (with battery inserted for
the battery charger working correctly) more than 5 hours)

22 (Cap. 2) MAMODI02-Rev.0

Page 1093
 2.5.4 Fuse replacement

BATTERY CHARGER
BATTERY AND
Disassembly Assembly

1. 4.
Press down on the fuse Press down on the fuse
with a screwdriver and and turn it in the oppo-
turn in the direction in- site direction of that in-
dicated. dicated.

3.
2. Insert an integral fuse
Remove the fuse. with the same technical
characteristics (see
Technical data page
24).

* A spare fuse is supplied with the battery charger (see 2.5.2).

2.5 Battery charger

MODULAR SERIES

MAMODI02-Rev.0 23 (Cap. 2)

Page 1094
 2.6 Technical data and drilling template

2.6.1 Technical data

Battery charger
MBC825A
Power supply ...............................................................80 - 250Vac 50/60Hz 7W
Voltage and output current ............................................................ 9Vdc 450mA
Fuse ........................................................................ 250mA T 250V (5x20 mm)
MBC930D
Power supply .................................................................................9-30Vdc 7W
Voltage and output current ............................................................ 9Vdc 450mA
Fuse ..............................................................................2 A T 250V (5x20 mm)

Protection class........................................................................................ IP40

Dimensions ............................................................................100X134X57 mm

MBM06MH battery
Number of NiMH elements .............................................................................. 6
Total nominal voltage of the battery ....................................................... 7.2 Vdc
Battery voltage after recharging ........................................................ 8 - 8.4 Vdc
Voltage of flat battery ........................................................................... 6.6 Vdc
Power ................................................................................................ ≥0.7 Ah
Cycles number of average life ..................................................................... 500
2.6 Technical data and drilling template

Recharging time........................................................................... up to 3 hours

Recharging temperature range ................................................ (+5°C) - (+45°C)
Utilisation temperature range ................................................. (-20°C) - (+55°C)

2.6.2 Battery charger drilling template

109.5 mm

24 (Cap. 2) MAMODI02-Rev.0

Page 1095
Maintenance Manual Revision 5 Combo 5000

5.3.3 Radio Remote Transmitter

Page 1096
 4 MJ transmitting unit

TRANSMITTING UNIT
MJ
MODULAR SERIES

MALGHI04-Ver.0 51 (Cap. 4)

Page 1097
 4.1 Transmitting unit diagnostic

Release it (if you are

not able, replace the
Is the STOP YES YES
STOP pushbutton)
pushbutton
(§ 4.8.3) OK
inserted?
Does the system
start up?

NO NO

Release it/them
Are one or more YES (if you are not able, YES
movement
replace the actuator)
actuators on?
Does the system
start up?

NO
NO

Verify the integrity

Remove the
and correctness of the
battery and open YES
wiring and the
the transmitting
contacts in the battery
unit
housing. Does the
(§ 4.7.4)
system start up?
4.1 Transmitting unit diagnostic

NO

Is the keyswitch Replace the

power on selector NO keyswitch selector YES
intact and correctly (§ 4.9.3)
wired? Does the system
(§ 4.9.2) start up?

YES NO

Substitute the
interface card YES
(§ 4.5.4)
Does the system
start up?

NO

Replace the Replace the

transmitting module. NO address key. NO CALL THE
(§ 4.3.5) (§ 4.4.4) AUTEC
Does the system Does the system SERVICE
start up? start up?

YES YES

OK

52 (Cap. 4) MALMODI04-Rev.0

Page 1098
4.2 Exploded view and spare parts

TRANSMITTING UNIT
4.2.1 Exploded view of MJ transmitting unit

4.13
4.11

MJ
4.15

4.14
4.8

4.12

4.7

4.2 Exploded view and spare parts

4.5

4.3

4.6

4.7

4.9

C.1
MODULAR SERIES

4.10

MALGHI04-Ver.0 53 (Cap. 4)

Page 1099
 4.2.2 Spare parts

Nr. Code Description

4.12 A0MANI00E0047 Euchner Joystick
4.12 A0MANI00E0048 Euchner Joystick with coulisse
4.11 A0MANI00E0090 Gessmann Joystick with four contact groups
4.6 F0ANTE00E40A0 433 MHz antenna
4.5 F0SCIN00E61A0 E16SIC01A interface card
4.15 F0SELEL00E06A0 Rotary switch**
C.1 G0CHIA00P0006 Starting key
4.11 R0MANI00E06A0 Gessmann Joystick with two contact groups
4.7 R0POCO22E01A0* Wired lower control casing
4.7 R0POCO22E01A1* Actuator free lower control casing
4.7 R0POCO22E02B0* Wired upper control casing (Configuration MJ-01)
4.7 R0POCO22E03B0* Wired upper control casing (Configuration MJ-02 and MJ03)
4.7 R0POCO22E04A0* Wired upper control casing (Configuration MJ-05)
4.13 R0PULS00E0004 Toggle switch with 3 stable positions (2 unstable)
4.13 R0PULS00E0005 Toggle switch with 3 stable positions
4.13 R0PULS00E0006 Toggle switch with 2 positions (1 unstable)
4.13 R0PULS00E0007 Toggle switch with 3 positions (1 unstable)
4.13 R0PULS00E0010 Toggle switch with 2 stable positions
4.8 R0PULS00E0046 STOP pushbutton
4.10 R0PULS00E0050 START pushbutton
4.2 Exploded view and spare parts

4.14 R0PULS00E0051 Pushbutton

4.7 R0SCAT00P19A0* Upper control casing without actuators (Configuration MJ-01, MJ-
02 and MJ-03)
4.7 R0SCAT00P20A0* Upper control casing without actuators (Configuration MJ-04)
4.7 R0SCAT00P21A0* Upper control casing without actuators (Configuration MJ-05)
4.9 R0SELE00E0004 Keyswitch selector
4.3 R0TXCO06E06A0 Transmitting module E16STXEU1 (frequency 433 MHz)
4.3 R0TXCO06E07A0 Transmitting module E16STXEU2 (frequency 870 MHz)
*to order the panel and the identification plate, indicate the serial number
**to order the rotary switch, indicate the serial number

“Nr” is the paragraph number that relates to the spare part.

WARNING: Each operation (replacement or programming) within the transmitting

unit must be done with the voltage removed: before starting with the operation, re-
move the battery from the transmitting unit.

Code Description
A0CING00P0011 Collar strap
A0CING00P0012 Waist strap

54 (Cap. 4) MALMODI04-Rev.0

Page 1100
4.3 Transmitting module E16STXEU_

TRANSMITTING UNIT
4.3.1 Codes

Transmitting module E16STXEU1 (frequency 434 MHz)

Transmitting module E16STXEU2 (frequency 870 MHz)

MJ
4.3.2 Module components

Antenna (for module

E16STXEU2 only)

Connector
for the keyboard

Antenna connector (for module

E16STXEU1 only)
Connector
for the address key Dip switches

4.3 Transmitting module E16STXEU_

4.3.3 Antenna

The antenna of the transmitting module is used with the E16STXEU2 module only and
must be positioned as indicated in the photo using the ribs on the lower control cas-
ing.

870 MHZ transmitting module antenna

The antenna of the E16STXEU1 transmitting module is cut off because one is used on
the printed circuit (§ 4.6).
MODULAR SERIES

MALGHI04-Ver.0 55 (Cap. 4)

Page 1101
 4.3.4 Dip switches

There are two groups of dip switches:

- the group of four is used to program some functions:
DIP STATE FUNCTION
ON DO NOT USE
1
OFF the unit operates as a transmitting unit
ON DO NOT USE
2
OFF COMPULSORY SETTING
The first command activated between E9 and E10 (and between
ON E19 and E20)
3 prevails over the other
The command E10 prevails over E9 and the command E20
OFF
prevails over E19
ON DO NOT USE
4
OFF COMPULSORY SETTING
NOTE: the programming of the four dip switches must always be checked in the technical data sheet(§
1.2.2)

- the group of eight is used to set the working frequency and to program some func-
tions
DIP MODULE STATE FUNCTION
ON The transmitting unit never switches off automatically
1 E16STXEU_ The transmitting unit switched on without entered commands
OFF
4.3 Transmitting module E16STXEU_

switches off after approx. 3.5 minutes

ON Deactivation of low battery warning from horn on machine
2 E16STXEU_
OFF Activation of low battery warning from horn on machine
If DIP 8 is OFF automatic scan of the frequencies in the band
ON
433.050 - 434.040
E16STXEU1
If DIP 8 is OFF automatic scan of the frequencies in the band
OFF
3 434.050 - 434.790
ON DO NOT USE
E16STXEU2 If DIP 8 is OFF automatic scan of the frequencies in the band
OFF
869.700 - 870.000
3-7 E16STXEU_ ON/OFF If DIP 8 is ON, see the frequency table
Manual frequency selection mode
ON
(DIP 3 - DIP 7 according to the frequency tables)
8 E16STXEU_
Automatic frequency scan mode
OFF
in the band selected by DIP 3 (DIP 4 - DIP 7 OFF)

433.050 - 434.040 MHz 434.040 - 434.790 MHz 869.700 - 870.000 MHz

DIP SWITCH DIP SWITCH DIP SWITCH
MHz MHz MHz
3 4 5 6 7 8 3 4 5 6 7 8 3 4 5 6 7 8
433.125 ON OFF OFF OFF OFF ON 434.100 OFF OFF OFF OFF OFF ON 869.7125 OFF OFF OFF OFF OFF ON
433.200 ON OFF OFF ON OFF ON 434.125 OFF OFF OFF ON OFF ON 869.7375 OFF OFF OFF ON OFF ON
433.250 ON OFF OFF OFF ON ON 434.150 OFF ON ON ON OFF ON 869.7375 OFF OFF OFF ON ON ON
433.325 ON ON ON OFF ON ON 434.225 OFF OFF ON OFF ON ON 869.7625 OFF OFF OFF OFF ON ON
433.400 ON ON OFF OFF OFF ON 434.300 OFF ON OFF ON ON ON 869.7875 OFF ON OFF OFF OFF ON
433.425 ON ON OFF ON OFF ON 434.325 OFF ON OFF OFF OFF ON 869.8125 OFF ON OFF ON ON ON
433.475 ON ON OFF OFF ON ON 434.350 OFF ON OFF ON OFF ON 869.8125 OFF ON OFF ON OFF ON
433.500 ON ON ON ON ON ON 434.375 OFF OFF OFF OFF ON ON 869.8375 OFF ON OFF OFF ON ON
433.575 ON OFF OFF ON ON ON 434.400 OFF ON ON OFF ON ON 869.8625 OFF OFF ON OFF OFF ON
433.625 ON OFF ON OFF OFF ON 434.475 OFF OFF ON ON ON ON 869.8875 OFF OFF ON ON ON ON
433.700 ON OFF ON ON OFF ON 434.500 OFF OFF ON OFF OFF ON 869.8875 OFF OFF ON ON OFF ON
433.775 ON ON OFF ON ON ON 434.525 OFF OFF ON ON OFF ON 869.9125 OFF OFF ON OFF ON ON
433.825 ON OFF ON OFF ON ON 434.600 OFF ON OFF OFF ON ON 869.9375 OFF ON ON OFF OFF ON
433.900 ON ON ON OFF OFF ON 434.675 OFF OFF OFF ON ON ON 869.9625 OFF ON ON ON ON ON
433.950 ON OFF ON ON ON ON 434.700 OFF ON ON OFF OFF ON 869.9625 OFF ON ON ON OFF ON
434.025 ON ON ON ON OFF ON 434.725 OFF ON ON ON ON ON 869.9875 OFF ON ON OFF ON ON

56 (Cap. 4) MALMODI04-Rev.0

Page 1102
 4.3.5 Replacing the transmitting module

TRANSMITTING UNIT
Disassembly Assembly

1. 10.
Open the transmitting Close the transmitting

MJ
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

2. 9.
Remove the connectors Insert the wiring of the
of the interface card and actuators into the inter-
related wirings. face card connectors.

3. 8.
Remove the interface Fix the interface card

4.3 Transmitting module E16STXEU_

card and transmitting and transmitting mod-
module from the lower ule to the lower control
control casing by un- casing by screwing the
screwing the four four screws.
screws.

4. 7.
Separate the interface Connect the interface
card from the transmit- card to the new trans-
ting module, unscrew- mitting module, screw-
ing the four screws. ing the four screws.

6.
5. Set the dip switches in
Separate the address the new module like the
key from the transmit- dip switches in the re-
ting module, unscrew- placed module.*
ing the screw. Connect the address key
MODULAR SERIES

to the new module and

the module to the key-
board.

* If the transmitting module to be replaced is E16STXEU1, cut the antenna of the

new module (§ 4.3.3).

MALGHI04-Ver.0 57 (Cap. 4)

Page 1103
 4.4 Address keys

4.4.1 Codes

Address key E16SCHEU1 (frequency 434 MHz)

Address key E16SCHEU2 (frequency 870 MHz)

4.4.2 Key components

Connector
for the transmitting module

4.4.3 Label

A label is located in the address key that contains identifying information:

- the code of the key
- the used frequency
- the unique address

These abbreviations identify

This letter identifies the address key:
4.4 Address keys

the frequency: - E16SCHEU1

- for 434 MHz it can be - E16SCHEU2
T, U, V
- for 870 MHz it can be These numbers identify the
W, X, Z address of the address key.

58 (Cap. 4) MALMODI04-Rev.0

Page 1104
 4.4.4 Replacing the address key

TRANSMITTING UNIT
When replacing the address key in the transmitting module, also the module key in
the corresponding receiving unit must be replaced.
Disassembly Assembly

1. 4.

MJ
Open the transmitting Insert the transmitting
unit (see Opening and module (§ 4.3.5).
closing page 66). Close the transmitting
Remove the transmit- unit (see Opening and
ting module(§ 4.3.5). closing page 66).

2. 3.
Separate the address Using the screw, fasten
key from the transmit- the new address key to
ting module. the transmitting mod-
ule.

4.4 Address keys

MODULAR SERIES

MALGHI04-Ver.0 59 (Cap. 4)

Page 1105
 4.5 E16SIC01A interface card

4.5.1 Interface card components

Dip switches

Wiring connec-
Wiring connectors
tors

Upper control casing actuator wiring

connector.

Connector for the

transmitting module
4.5 E16SIC01A interface card

4.5.2 Connectors

The seven connectors on the component side of the interface card are used for the
connection of the actuator wiring of the transmitting unit:

60 (Cap. 4) MALMODI04-Rev.0

Page 1106
 Name of the

TRANSMITTING UNIT
Connector for the wiring of . .
connector
upper control casing actuators
J1
(joystick, STOP pushbutton, selectors, pushbuttons)
J2 keyswitch selector

MJ
J3 battery
J4 START pushbutton
optional connector
J5
(do not use)
one of the two actuators
J6 of the right-hand side of the transmitting unit
(if present)
one of the two actuators
J7 of the right-hand side of the transmitting unit
(if present)

4.5.3 Dip switches

There is a group of two dip switches that must be set based on the type of actuator
in the transmitting unit:

DIP STATE USE

ON Transmitting unit setting with Gessmann joystick
1
OFF Transmitting unit setting without Gessmann joystick

4.5 E16SIC01A interface card

ON DO NOT USE
2
OFF Compulsory setting

MODULAR SERIES

MALGHI04-Ver.0 61 (Cap. 4)

Page 1107
 4.5.4 Replacing the E16SIC01A interface card

Disassembly Assembly

1. 8.
Open the transmitting Close the transmitting
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

2. 7.
Remove the connectors Insert the wiring of the
of the interface card and lower control casing ac-
related wirings. tuators into the inter-
face card connectors.

3. 6.
Remove the interface Fix the interface card
card and transmitting and transmitting mod-
module from the lower ule to the lower control
4.5 E16SIC01A interface card

control casing by un- casing by screwing the

screwing the four four screws.
screws.

5.
Set the dip switches of
4. the new interface card
Separate the interface the same as the dip
card from the transmit- switches of the replaced
ting module, unscrew- card. Connect the new
ing the four screws. interface card and the
transmitting module
screwing the four
screws.

62 (Cap. 4) MALMODI04-Rev.0

Page 1108
4.6 Antenna

TRANSMITTING UNIT
This antenna must only be used with the E16STXEU1 transmitting module.

4.6.1 Antenna components

MJ
Antenna cable

4.6.2 Replacing the antenna

Disassembly Assembly

1. 8.
Open the transmitting Close the transmitting
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

4.6 Antenna
2. 7.
Remove the antenna Connect the antenna to
from the lower control the lower control casing.
casing.

MODULAR SERIES

MALGHI04-Ver.0 63 (Cap. 4)

Page 1109
 4.7 Control panels

4.7.1 Codes

R0POCO22E01A0 Wired lower control casing

R0POCO22E01A1 Actuator free lower control casing
R0POCO22E02B0 Wired upper control casing for configuration MJ-01
R0POCO22E03B0 Wired upper control casing for configuration MJ-02 and MJ-03
R0POCO22E04B0 Wired upper control casing for configuration MJ-05
R0SCAT00P19A0 Actuator free upper control casing for configuration
MJ-01, MJ-02 and MJ-03
R0SCAT00P20A0 Actuator free upper control casing for configuration
MJ-04
R0SCAT00P21A0 Actuator free upper control casing for configuration
MJ-05

to order the correct control casing, the serial number must always be given.

4.7.2 Control casing components

R0POCO22E02B0
4.7 Control panels

Starting keys
Caps and clamping nuts
for toggle switches

The difference between R0POCO22E03B0 and R0POCO22E04A0 is the type of actuators in the control
casing

64 (Cap. 4) MALMODI04-Rev.0

Page 1110
 R0SCAT00P19A0

TRANSMITTING UNIT
MJ
Contact blocking is also supplied with
this control casings as well as strips if
needed.

The difference between R0SCAT00P20A0 and R0SCAT00P21A0 is the type of drilling.

R0POCO22E01A0

4.7 Control panels

R0POCO22E01A1
MODULAR SERIES

MALGHI04-Ver.0 65 (Cap. 4)

Page 1111
 4.7.3 Battery wiring

The battery wiring is connected to the related connectors on the interface card.

black

red

4.7.4 Opening and closing

Opening Closing

1. 5.
4.7 Control panels

Remove the battery and Check the position of

unscrew the four screws the gasket and screw
as shown in photo. the four screws as
shown in photo.
Insert the battery.

2. 4.
Remove the wiring with Connect the wiring with
the actuators of the up- the actuators of the up-
per control casing from per control casing to the
the interface card con- interface card connec-
nector. tors.

4.
If present, connect the
3. antenna cable to the in-
If present, remove the terface card connectors.
antenna cable from the Otherwise position the
interface card connec- transmitting module an-
tor. tenna correctly
(§ 4.3.3)

66 (Cap. 4) MALMODI04-Rev.0

Page 1112
 4.7.5 Replacement of the lower control casing

TRANSMITTING UNIT
Disassembly Assembly

1. 6.
Open the transmitting Close the transmitting

MJ
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

2. 5.
Remove the transmit- If present, insert the an-
ting module and the in- tenna (§ 4.6.2), the in-
terface card(§ 4.3.5) terface card and the
If present, remove the transmitting module in
antenna(§ 4.6.2). the new lower control
casing(§ 4.3.5).

3. 4.
If necessary remove the If necessary drill the
actuator on the lower new lower control cas-
control casing. ing (§ 4.7.7) and intro-

4.7 Control panels

duce the actuators that
are not present.

4.7.6 Replacement of the upper control casing

Disassembly Assembly

1. 4.
Open the transmitting Close the transmitting
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

2. 3.
If necessary remove the If necessary insert the
actuator on the upper actuators in the new up-
MODULAR SERIES

control casing. per control casing.

MALGHI04-Ver.0 67 (Cap. 4)

Page 1113
 4.7.7 Drilling of the lower control casing

If the actuators are present on the right-hand side of the control casing, proceed as
indicated below:
- drill the lower control casing in the pre-drilled locations (12 mm diameter for
pushbuttons or toggle switches and 16 mm diameter for keyswitch selectors)
- drill the lower control casing at right angles
- fit the actuator following the instructions of the related paragraph
4.7 Control panels

68 (Cap. 4) MALMODI04-Rev.0

Page 1114
4.8 STOP pushbutton

TRANSMITTING UNIT
4.8.1 STOP pushbutton components

wiring

MJ
pushbutton body contact blocking
STOP
(do not use)
locking tabs anti-rotary clamping nut

Always remove the wiring (unwelding it from the contacts), anti-rotary and the con-
tact blocking.
The wiring and contact blocking of the replaced pushbutton must be reused.

4.8.2 STOP pushbutton wiring

The STOP pushbutton wiring must be performed as follows:

yellow

yellow

white

4.8 STOP pushbutton

MODULAR SERIES

MALGHI04-Ver.0 69 (Cap. 4)

Page 1115
 4.8.3 Replacing the STOP pushbutton

Disassembly Assembly

1. 10.
Open the transmitting Close the transmitting
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

A
2. 9.
Remove the contact Insert the contact block-
blocking (A) unscrewing ing (A) and tighten the
the related screws. related screws.

3.
Unweld the wiring of the 8.
contacts. Weld the wiring to the
Separate the pushbut- contacts.
4.8 STOP pushbutton

ton body by opening the Insert them by clipping

blocking tabs. them to the pushbutton
body.

4. 7.
Remove the clamping Insert the clamping nut
nut (after having un- and tighten it complete-
screwed it). ly.

6.
5. Insert the pushbutton
Remove the pushbutton body paying attention
body. that the tooth of refer-
ence is in the opposite
relative notch.

70 (Cap. 4) MALMODI04-Rev.0

Page 1116
4.9 Keyswitch selector

TRANSMITTING UNIT
4.9.1 Keyswitch selector parts

MJ
contacts

clamping pushbutton body

nut gasket

The keyswitch selector also has a starting key that can be ordered separately (code:
G0CHIA00P0006).

4.9.2 Keyswitch selector wiring

The keyswitch selector wiring must be inserted into the corresponding connectors lo-
cated in the interface card.

4.9 Keyswitch selector

blue

green

The keyswitch selector can also be used as an actuator in the upper control casing.
In this case use the available wiring.

MODULAR SERIES

MALGHI04-Ver.0 71 (Cap. 4)

Page 1117
 4.9.3 Replacing the keyswitch selector

Disassembly Assembly

1. 6.
Open the transmitting Close the transmitting
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).
Remove the transmit- Insert the transmitting
ting module and the in- module and the inter-
terface card(§ 4.3.5) face card(§ 4.3.5)

5.
2. Screw up the clamping
Unweld the wiring from nut completely (first by
the keyswitch selector hand and then with a
contacts. spanner but without
Unscrew the clamping over tightening).
nut. Weld the wiring to the
keyswitch selector con-
tacts.
4.9 Keyswitch selector

3. 4.
Remove the keyswitch Insert the keyswitch se-
selector body. lector body and the gas-
ket.

72 (Cap. 4) MALMODI04-Rev.0

Page 1118
4.10 START pushbutton

TRANSMITTING UNIT
4.10.1 START pushbutton components

contacts

MJ
nut pushbutton body

gasket

4.10.2 START pushbutton wiring

The pushbutton wiring is connected to the related connectors on the interface card

blue

green

4.10 START pushbutton

MODULAR SERIES

MALGHI04-Ver.0 73 (Cap. 4)

Page 1119
 4.10.3 Replacing the START pushbutton

Disassembly Assembly

1. 6.
Open the transmitting Insert the transmitting
unit (see Opening and module and the inter-
closing page 66). face card (§ 4.3.5).
Remove the transmit- Close the transmitting
ting module and the in- unit (see Opening and
terface card(§ 4.3.5) closing page 66).

5.
2. Screw up the nut com-
Unweld the wiring from pletely (first by hand
the pushbutton con- and then with a spanner
tacts. but without over tight-
Unscrew the nut. ening).
Weld the wiring to the
pushbutton contacts.
4.10 START pushbutton

3. 4.
Remove the pushbutton Insert the pushbutton
body. body and the gasket.

74 (Cap. 4) MALMODI04-Rev.0

Page 1120
4.11 Gessmann joystick

TRANSMITTING UNIT
4.11.1 Codes

A0MANI00E0090 Gessmann joystick with four contact groups

R0MANI00E06A0 Gessmann Joystick with two contact groups

MJ
4.11.2 Joystick components

knob

bellow

joystick body

contacts group

4.11.3 Joystick directions

4.11 Gessmann joystick

The joysticks can have two or four contact groups.
In the event there are two, they must only be directed as in the figure.

(internal view)
MODULAR SERIES

MALGHI04-Ver.0 75 (Cap. 4)

Page 1121
 4.11.4 Joystick replacement

Disassembly Assembly

1. 10.
Open the transmitting Close the transmitting
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

2. 9.
Remove the contact Insert the contact block-
blocking, unscrewing ings and secure them by
the related screws.* tightening the related
screws.*

3. 8.
Remove the wiring of Insert the wiring into
4.11 Gessmann joystick

the connectors.* the joystick connec-

tors.*

4. 7.
Unscrew the four screws Screw the four screws
that hold the joystick to that hold the joystick to
the control casing. the control casing.

6.
5. Insert the joystick body
Remove the joystick taking care not to pinch
body. the bellow.

* the joystick can have either two or four connectors: therefore, there must also
be one of two contact blockings.

76 (Cap. 4) MALMODI04-Rev.0

Page 1122
4.12 Euchner Joystick

TRANSMITTING UNIT
4.12.1 Codes

A0MANI00E0047 Euchner Joystick

A0MANI00E0048 Euchner Joystick with coulisse

MJ
4.12.2 Joystick components

knob

bellow

joystick body

contacts

4.12.3 Joystick wiring

4.12 Euchner Joystick

Before wiring the joystick:
- cut the contact protections
- bend the contacts

approx. 1 mm

bend the contacts

cut the protection

The joystick wiring must be performed as follows:

BROWN WIRE- SAFETY

WHITE WIRE- Common
MODULAR SERIES

Command E WIRE__ Command E WIRE__

WHITE WIRE- Common WHITE WIRE- Common

Command E WIRE__

WHITE WIRE- Common

MALGHI04-Ver.0 77 (Cap. 4)

Page 1123
 4.12.4 Joystick replacement

Disassembly Assembly

1. 10.
Open the transmitting Close the transmitting
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

2. 9.
Unweld the wiring of the Prepare the contacts (§
contacts. 4.12.3) and weld the
wiring.

3. 8.
Unscrew the knob. Screw the knob on by
4.12 Euchner Joystick

hand.

7.
4. Screw and secure the
Screw on the bellow by bellow having previous-
hand. ly spread the silicon
onto the its base.
WARNING: the silicon
should not run onto the
panel.

6.
5. Insert the body of the
Remove the joystick joystick taking care of
body. the direction (make the
reference on the plas-
tic).

78 (Cap. 4) MALMODI04-Rev.0

Page 1124
4.13 Toggle switch

TRANSMITTING UNIT
4.13.1 Codes

R0PULS00E0004 Toggle switch with 3 positions (2 unstable)

R0PULS00E0005 Toggle switch with 3 stable positions
R0PULS00E0006 Toggle switch with 2 positions (1 unstable)

MJ
R0PULS00E0007 Toggle switch with 3 positions (1 unstable)
R0PULS00E0010 Toggle switch with 2 stable positions

4.13.2 Toggle switch components

cap

clamping nut

spacer

nut

casing

gasket

4.13 Toggle switch

toggle switch body

contacts

MODULAR SERIES

MALGHI04-Ver.0 79 (Cap. 4)

Page 1125
 4.13.3 Toggle switch wiring

The wiring of the toggle switch is made by welding:

- the wire of the command to the contact opposite the selection
- the common wire in the central contact

Command Ex Command Ey

Command Ex contact
Command Ey contact
Common contact

If the toggle switch is present on the right-hand side of the lower control casing, its
wiring is inserted in the related connectors on the interface card:
4.13 Toggle switch

80 (Cap. 4) MALMODI04-Rev.0

Page 1126
 4.13.4 Replacement of the toggle switch on the upper control casing

TRANSMITTING UNIT
Disassembly Assembly

1. 10.
Open the transmitting Close the transmitting

MJ
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

2. 9.
Unweld the wiring of the Insert the clamping nut
contacts. in the cap and screw it
Unscrew the cap that to the toggle switch
contains the clamping body by hand.
nut. Weld the wiring to the
contacts.

3. 8.
Remove the spacer. Insert the spacer.

4.13 Toggle switch

4. 7.
Unscrew the nut. Tighten the nut.

6.
5. Insert the toggle switch
Remove the toggle body connected to the
switch body and the gasket.
gasket.
MODULAR SERIES

MALGHI04-Ver.0 81 (Cap. 4)

Page 1127
 4.13.5 Replacement of the toggle switch on the lower control panel

If the lower control casing toggle switch is replaced:

- neither the gasket or spacer needs to be used
- the nut of the replaced selector must be used (not the spare)

Disassembly Assembly

1. 9.
Open the transmitting Close the transmitting
unit (see Opening and unit (see Opening and
closing page 66). closing page 66).

2.
Unweld the wiring of the 8.
contacts. Tighten the nut.
Unscrew the nut.

7.
4.13 Toggle switch

3. Insert the clamping nut

Unscrew the cap that in the cap and screw it
contains the clamping to the selector body by
nut. hand.

6.
4. Weld the wiring to the
Remove the selector contacts.
body and the nut. Insert the selector body
and the nut of the re-
placed selector.

cut the contacts

5.
Cut the contacts of the
new selector cutting the
rheophore in half as in-
dicated in the photo.

82 (Cap. 4) MALMODI04-Rev.0

Page 1128
4.14 Pushbutton

TRANSMITTING UNIT
4.14.1 Pushbutton components

MJ
pushbutton body wiring
gasket nut

4.14.2 Pushbutton wiring

If the pushbutton is used in the upper control casing, the wires for the wiring of the
spare must not be used: the wires of the transmitting unit are always used.

If the pushbutton is used in the lower control casing, one of the three wires must be
eliminated for the wiring.
To understand which wire must be cut, perform the wiring in the same manner as
that which has to be replaced.
The wiring is connected to the related connectors on the interface card

4.14 Pushbutton
green

green

4.14.3 Replacing the pushbutton

MODULAR SERIES

Replacement is the same as that for the START pushbutton (§ 4.10.3).

Pay attention to the functioning wiring only if the pushbutton is replaced in the upper
or lower control casing(§ 4.14.2).

MALGHI04-Ver.0 83 (Cap. 4)

Page 1129
 4.15 Rotary switch

4.15.1 Codes

To order the rotary switch on the transmitting unit with related wiring, the serial
number must always be given.

4.15.2 Rotary switch components

cap

knob

nut

clamping nut

casing

gasket
4.15 Rotary switch

gasket

rotary switch body

contacts with wiring

84 (Cap. 4) MALMODI04-Rev.0

Page 1130
 4.15.3 Replacement of the rotary switch

TRANSMITTING UNIT
Disassembly Assembly

1. 8.
Open the transmitting Insert the wiring con-

MJ
unit (see Opening and nectors.
closing page 66). Close the transmitting
Separate wiring connec- unit (see Opening and
tors from the rotary closing page 66).
switch.

2. 7.
Remove the cap. Screw on the knob with
Slacken the locking nut the appropriate spanner
of the knob with the ap- (the white line must be
propriate spanner. positioned on the zero).
Remove the knob. Insert the cap (the black
line should be inline with
the white line).

4.15 Rotary switch

3. 6.
Remove the nut and the Insert the clamping nut
clamping nut. and tighten the nut.

5.
4. Insert the rotary switch
Remove the rotary connected to the gas-
switch body. kets. MODULAR SERIES

MALGHI04-Ver.0 85 (Cap. 4)

Page 1131
 4.16 Technical data and findings

4.16.1 Technical data

Frequency band ....................... 433.050 - 434.790 MHz (434.050 - 434.790 MHz)

......................................................................................... 869.700 - 870 MHz
Available radio channels .............................32 (or 16) for 433.050 - 434.790 MHz
................................................................................... 12 for 869.7 - 870 MHz
Channel spacing.................................................................................... 25kHz
Hamming distance ..................................................................................... ≥8
Probability of non-recognition of error ............................................... <10 exp-11
Typical working range ............................................................................ 100 m
Time of reply to commands ............................................................... < 100 ms
Time of reply to STOP command ........................................................ < 100 ms
Passive emergency time (passive stop) ....................................... 0.35/1 seconds
Power supply (rechargeable battery MBM06MH) .............................. NiMH 7.2 Vdc
Antenna ............................................................................................. internal
Transmitting power (frequency 434 MHz) ...................................... < 10 mW ERP
Transmitting power (frequency 870 MHz) ........................................ < 5 mW ERP
Housing .......................................................................... PA6 (20% fibreglass)
Minimum protection grade ........................................................................ IP65
Operating temperature range ................................................ (-20°C) - (+55°C)
Dimensions .................................................................... (255 x 170 x 126) mm
Weight ................................................................................................. 1.3 kg
Battery operation time (at 20°C in continuous use) ........................about 14 hours
4.16 Technical data and findings

Warning of low battery charge .............................................................. 3.5 min

4.16.2 Findings

Fastening the . . . to the. . . nr screws Paragraph

upper control lower control 4 (§ 4.7.4)
casing casing M3x22
E16SIC01A lower control 4 (§ 4.5.4)
interface card casing (3x9.5 TC*)
radio module E16SIC01A 4 (§ 4.3.5)
E16STXEU_ interface card M3x5
address key transmitting module 1 (§ 4.4.4)
E16SCHEU1 E16STXEU_ M3x5
led card upper control 2 (§ 4.7.6)
casing (3x9.5 TC*)
STOP pushbutton upper control 1 (§ 4.8.3)
contact blocking casing (3x9.5 TC*)
Gessmann upper control 4 (§ 4.11.4)
joystick casing M3x10
Gessmann joystick upper control 2 or 4 (§ 4.11.4)
contact blocking casing (3x9.5 TC*)
* self-tapping screws

86 (Cap. 4) MALMODI04-Rev.0

Page 1132
Maintenance Manual Revision 5 Combo 5000

5.3.4 Radio Remote Receiver

Page 1133
 7 Receiving unit E16

RECEIVING UNIT
E16
MODULAR SERIES

MAELME02-Rev.0 167 (Cap. 7)

Page 1134
 7.1 Receiving unit diagnostic

Remove power Check the power

NO from the receiving NO supply connections.
Is the POWER
unit. Is the F4 fuse Replace F4
light lit?
integral? (§ 7.6.6)

YES YES

NO Does the system YES

now function OK
correctly?

Check
Is fuse F5 the power supply
NO
(if present) connections.
integral? Replace F5
7.1 Receiving unit diagnostic

(§ 7.6.6)

YES

NO Does the system YES

now function OK
correctly?

Replace the master

board YES
(§ 7.6.3)
Does the system start
up correctly?

NO

CALL AUTEC
SERVICE

(continue on next
page)

168 (Cap. 7) MAELME02-Rev.0

Page 1135
 RECEIVING UNIT
YES

See receiving module

E16
Is the ENABLE NO diagnostic
light lit? (§ 7.3.5) or (§
7.4.5)

YES

Replace the address

key YES
(§ 7.5.5) OK
Does the system
start up correctly?

NO

CALL AUTEC
SERVICE

7.1 Receiving unit diagnostic

Remove
power from the NO Replace F1
receiving unit. (§ 7.6.6)
Is the F1 fuse
integral?

YES

Was the wiring Wire correctly

YES inside the receiving NO (see the technical
Is the F2 fuse
integral? unit carried out data sheet)
correctly?

NO YES

Replace the master

board YES
Replace F2
(§ 7.6.3) OK
(§ 7.6.6)
Does the system
start up correctly?

NO
MODULAR SERIES

CALL AUTEC
SERVICE

MAELME02-Rev.0 169 (Cap. 7)

Page 1136
 7.2 Exploded view and spare parts

7.2.1 Receiving unit exploded view

7.8

7.7

7.3
7.4

7.11
7.2 Exploded view and spare parts

7.6

7.9

7.10

170 (Cap. 7) MAELME02-Rev.0

Page 1137
 7.2.2 Spare parts

RECEIVING UNIT
Nr. Code Description
7.11 A0STAF00P0013 Locking rod

E16
7.6 F0BASE00E48A0 Master board E16B16AC
7.6 F0BASE00E49A0 Master board E16B22AC
7.6 F0BASE00E50A0 Master board E16B22DC (24 Vdc)
7.6 F0BASE00E51A0 Master board E16B22DC (12 Vdc)
7.9 G0ANTE00E29A0 Antenna with 5 metre long cable (frequency 434 MHz)
7.9 G0ANTE00E30A0 Antenna with 5 metre long cable (frequency 870 MHz)
7.7 G0ESBA00E21A0 Potentiometric module E16RIV4A
7.7 G0ESBA00E21B0 Potentiometric module E16RIV4B
7.7 G0ESBA00E23A0 Up/down module E16RIV1A
7.7 G0ESBA00E24A0 4 relay module with 24 Vdc supplementary contacts E16RIR4A-L
7.7 G0ESBA00E25A0 4 relay module with 12 Vdc supplementary contacts E16RIR4A-K
7.7 G0ESBA00E26A0 2 relay module with 24 Vdc supplementary contacts E16RIR2A-L
7.7 G0ESBA00E27A0 2 relay module with 12 Vdc supplementary contacts E16RIR2A-K
7.7 F0ESBA00E28A0 Module with command interlocks E16RIDWA
7.7 F0ESBA00E30A0 Module with 3 additional relays (48 Vdc) E16RIREA
7.7 F0ESBA00E30B0 Module with 3 additional relays (24 Vdc) E16RIREB
7.7 F0ESBA00E33B0 Module with command interlocks E16RIMEA
7.7 F0ESBA00E35A0 D/A converter module E16RIV15
7.7 F0ESBA00E40A0 Module with 8 additional relays E16RIR8A

7.2 Exploded view and spare parts

7.7 F0ESBA00E41A0 13 step potentiometric module E16RI01A
7.7 F0ESBA00E42A0 Module with 8 additional programmable relays E16RIR8B
7.10 G0LAMP00E04A0 Blinker kit 48 Vac
7.10 G0LAMP00E05A0 Blinker kit 110 Vac
7.8 R0CASS00P14A0 Receiving casing with cable-gland
7.8 R0CASS00P15A0 Receiving casing with 24 pole plug *
7.8 R0CASS00P15B0 Receiving casing with 64 pole plug *
7.8 R0CASS00P16A0 Receiving casing with 16 pole plug *
7.8 R0CASS00P16B0 Receiving casing with 40 pole plug *
7.8 R0CASS00P17A0 Receiving casing with 32 pole plug *
7.4 R0RXDE06A01A0 Receiving module E16RXEU1 (frequency 434 MHz)
7.4 R0RXDE06A03A0 Receiving module E16RXEU2 (frequency 870 MHz)
7.3 R0RXDE06A06A0 Receiving module E16SRXEU1 (frequency 434 MHz)
7.3 R0RXDE06A07A0 Receiving module E16SRXEU2 (frequency 870 MHz)
* depends on the serial number

“Nr” is the paragraph number that relates to the spare part.

WARNING: Each operation (replacement or programming) within the receiving unit

must be done with the voltage removed: before starting with the operation, remove
the power from the receiving unit.

IMPORTANT: When present, the black rubber must be removed from the in-
ternal surface of the casing
MODULAR SERIES

MAELME02-Rev.0 171 (Cap. 7)

Page 1138
 7.3 Receiving module E16SRXEU_

7.3.1 Codes

E16SRXEU1 Receiving module (frequency 434 MHz)

E16SRXEU2 Receiving module (frequency 870 MHz)

7.3.2 Module components

LED

Dip switches

Connector
for the address key Connector for the master board

7.3.3 LED
7.3 Receiving module E16SRXEU_

There are three LEDs in the receiving module E16SRXEU_ :

- LED 1 (the first from the left) signals the power supply for the receiving unit
- LED 2 (the second from the left) indicates the presence of a signal at the work-
ing frequency
- LED 3 (the first to the right) signals a frequency scan

LED Lit Switched off Blinking

1 receiving module receiving module ///

(green) supplied not supplied

there is a signal there is no signal the signal

2
at the operating at the operating at the working frequency
(green)
frequency frequency is disturbed

3 receiving module see see

(yellow) is broken following table following table

The correct operation of the radio remote control is indicated by the following signals
of the three LEDs:

Frequency Transmitting LED LED LED

mode unit 1 2 3

automatic scan switched on lit lit switched off

manual selection switched on lit lit switched off

automatic scan switched off lit switched off blinking

manual selection switched off lit switched off switched off

172 (Cap. 7) MAELME02-Rev.0

Page 1139
 7.3.4 Dip switches

RECEIVING UNIT
There are two groups of dip switches:
- the group of four is used to program some functions:

E16
DIP STATE FUNCTION
The module E16SRXEU_ receives and decodes the commands from E1 to E12
ON
1 only if transmitted with E21 or E22 (see DIP 3)
OFF does not set any programming
The module E16SRXEU_ receives and decodes the commands from E13 to
ON
2 E20 only if transmitted with E21 or E22 (see DIP 3)
OFF does not set any programming
if DIP 1 = ON, the module E16SRXEU_ receives and decodes the commands
ON
from E1 to E12 only if transmitted together with E22
3
if DIP 1 = ON, the module E16SRXEU_ receives and decodes the commands
OFF
from E1 to E12 only if transmitted together with E21
if DIP 2 = ON, the module E16SRXEU_ receives and decodes the commands
ON
from E13 to E20 only if transmitted together with E22
3
if DIP 2 = ON, the module E16SRXEU_ receives and decodes the commands
OFF
from E13 to E20 only if transmitted together with E21
ON The module presets the operations of the antenna in diversity
4 does not set any programming
OFF
(setting obligatory with the DATA FEEDBACK function)
NOTE: the programming of the four dip switches must be checked in the technical data sheet (§ 1.2.3)

- the group of eight is used to set the working frequency and to program some func-
tions

7.3 Receiving module E16SRXEU_

DIP MODULE STATE FUNCTION
ON Passive emergency (or passive stop) after 0.35 seconds
1 E16SRXEU_
OFF Passive emergency (or passive stop) after 1 second
ON Deactivation of low battery warning from horn on machine
2 E16SRXEU_
OFF Activation of low battery warning from horn on machine
If DIP 8 is OFF automatic scan of the frequencies in the band
ON
433.050 - 434.040
E16SRXEU1
If DIP 8 is OFF automatic scan of the frequencies in the band
OFF
3 434.050 - 434.790
ON DO NOT USE
E16SRXEU2 If DIP 8 is OFF automatic scan of the frequencies in the band
OFF
869.700 - 870.000
3-7 E16SRXEU_ ON/OFF If DIP 8 is ON, see the frequency table
Manual frequency selection mode
ON
(DIP 3 - DIP 7 according to the frequency tables)
8 E16SRXEU_
Automatic frequency scan mode
OFF
in the band selected by DIP 3 (DIP 4 - DIP 7 OFF)

433.050 - 434.040 MHz 434.040 - 434.790 MHz 869.700 - 870.000 MHz

DIP SWITCH DIP SWITCH DIP SWITCH
MHz MHz MHz
3 4 5 6 7 8 3 4 5 6 7 8 3 4 5 6 7 8
433.125 ON OFF OFF OFF OFF ON 434.100 OFF OFF OFF OFF OFF ON 869.7125 OFF OFF OFF OFF OFF ON
433.200 ON OFF OFF ON OFF ON 434.125 OFF OFF OFF ON OFF ON 869.7375 OFF OFF OFF ON OFF ON
433.250 ON OFF OFF OFF ON ON 434.150 OFF ON ON ON OFF ON 869.7375 OFF OFF OFF ON ON ON
433.325 ON ON ON OFF ON ON 434.225 OFF OFF ON OFF ON ON 869.7625 OFF OFF OFF OFF ON ON
433.400 ON ON OFF OFF OFF ON 434.300 OFF ON OFF ON ON ON 869.7875 OFF ON OFF OFF OFF ON
433.425 ON ON OFF ON OFF ON 434.325 OFF ON OFF OFF OFF ON 869.8125 OFF ON OFF ON ON ON
433.475 ON ON OFF OFF ON ON 434.350 OFF ON OFF ON OFF ON 869.8125 OFF ON OFF ON OFF ON
433.500 ON ON ON ON ON ON 434.375 OFF OFF OFF OFF ON ON 869.8375 OFF ON OFF OFF ON ON
433.575 ON OFF OFF ON ON ON 434.400 OFF ON ON OFF ON ON 869.8625 OFF OFF ON OFF OFF ON
MODULAR SERIES

433.625 ON OFF ON OFF OFF ON 434.475 OFF OFF ON ON ON ON 869.8875 OFF OFF ON ON ON ON
433.700 ON OFF ON ON OFF ON 434.500 OFF OFF ON OFF OFF ON 869.8875 OFF OFF ON ON OFF ON
433.775 ON ON OFF ON ON ON 434.525 OFF OFF ON ON OFF ON 869.9125 OFF OFF ON OFF ON ON
433.825 ON OFF ON OFF ON ON 434.600 OFF ON OFF OFF ON ON 869.9375 OFF ON ON OFF OFF ON
433.900 ON ON ON OFF OFF ON 434.675 OFF OFF OFF ON ON ON 869.9625 OFF ON ON ON ON ON
433.950 ON OFF ON ON ON ON 434.700 OFF ON ON OFF OFF ON 869.9625 OFF ON ON ON OFF ON
434.025 ON ON ON ON OFF ON 434.725 OFF ON ON ON ON ON 869.9875 OFF ON ON OFF ON ON

MAELME02-Rev.0 173 (Cap. 7)

Page 1140
 7.3.5 Diagnostic of receiving module E16SRXEU_

Is LED 1 on the NO Is the module NO Insert the

module inserted correctly? module
lit? correctly

YES

Replace the module

(§ 7.3.6) YES
YES
Does the system start OK
up correctly?

NO

Replace the master

board YES
(§ 7.8.6)
Does the system start
up correctly?
7.3 Receiving module E16SRXEU_

NO

CALL AUTEC
SERVICE

With the transmitting

unit switched on, does YES Change frequency
LED 2 on the module
blink?

NO

Replace the master

Replace the module Is LED 2 on the
NO YES board YES
(§ 7.3.6) module (§ 7.8.6)
Does the system lit? Does the system
start up?
start up?

NO NO

YES See diagnostic

for transmitting unit
(§ 3.1)

OK

174 (Cap. 7) MAELME02-Rev.0

Page 1141
 7.3.6 Replacing receiving module E16SRXEU_

RECEIVING UNIT
Disassembly Assembly

E16
1. 6.
Open the receiving unit Press the two black
(see Opening and clos- plastic pins located in
ing on page 206). the card guides and in-
Remove the locking rod sert the locking rod (§
(if present) and press 7.11). Close the receiv-
the gold-plated disk lo- ing unit (see Opening
cated in the two card and closing on page
guides. 206).

5.
2. Insert the receiving
Remove the receiving module correctly in the
module. card guides.

7.3 Receiving module E16SRXEU_

4.
Set the dip switches in
3. the new module like the
Separate the address dip switches in the re-
key from the receiving placed module.*
module. Screw the address key
onto the new module.

* to set the group of eight dip switches, in the case in which an E16S module is
replacing an E16 module, follow the restrictions reported in the introduction in
function of the transmitting unit (§ 1.2.2). MODULAR SERIES

MAELME02-Rev.0 175 (Cap. 7)

Page 1142
 7.3.7 E16S receiving module LED diagnostic

With the
transmitting unit Change
switched off and YES frequency.
the receiving unit Does the system OK
supplied, does LED start up correctly?
2 blink?

NO NO

With the Check the

transmitting unit installation
YES (position of the
switched on 10
metres from the receiving unit
receiving unit, is LED antenna and
2 switched off? wiring)

NO

Change See receiving unit

Does LED 2 on the YES NO diagnostic
frequency.
module blink? (§ 7.1)
Does the system
start up correctly?
7.3 Receiving module E16SRXEU_

YES
NO
OK
With the Check the
transmitting unit installation
YES (position of the
switched on 100
metres from the receiving unit
receiving unit, is antenna and
LED 2 switched wiring)

NO

Does LED 2 YES Change frequency

on the module
blink?

NO

See
receiving unit
diagnostic
(§ 7.1)

176 (Cap. 7) MAELME02-Rev.0

Page 1143
7.4 Receiving module E16RXEU_

RECEIVING UNIT
7.4.1 Codes

E16RXEU1 Receiving module (frequency 434 MHz)

E16
E16RXEU2 Receiving module (870 MHz frequency)

These modules MUST NEVER be used in radio remote controls with serial numbers
that start with G and D (§ 1.2.2).

7.4.2 Module components

LED

Dip switches

Connector
for the address key Connector for the master board

7.4 Receiving module E16RXEU_

7.4.3 LED

There are three LEDs in the receiving module E16RXEU1:

- LED 1 (the first from the left) signals the power supply for the receiving unit
- LED 2 (the second from the left) signals the status of the radio link with the
transmitting unit.
- LED 3 (the first to the right) signals a frequency scan

LED Lit Switched off Blinking

1 receiving unit receiving unit ///

(green) supplied not supplied

there is a radio link there is no radio link the radio link

2
(green)
with the transmitting unit with the transmitting unit is disturbed

3 receiving module see see

(yellow) is broken following table following table
MODULAR SERIES

MAELME02-Rev.0 177 (Cap. 7)

Page 1144
 The correct operation of the radio remote control is indicated by the following signals
of the three LEDs:

Frequency Transmitting LED LED LED

mode unit 1 2 3

automatic scan switched on lit lit switched off

manual selection switched on lit lit switched off

automatic scan switched off lit switched off blinking

manual selection switched off lit switched off switched off

7.4.4 Dip switches

The group of eight dip switched is used to set the working frequency and to program
some functions

DIP STATE FUNCTION

ON Passive emergency (or passive stop) after 0.5 seconds
1
OFF Passive emergency (or passive stop) after 1 second
ON Deactivation of low battery warning from horn on machine
2
OFF Activation of low battery warning from horn on machine
3-7 ON/OFF If DIP 8 is ON, see the frequency table
7.4 Receiving module E16RXEU_

Manual frequency selection mode

ON
(DIP 3 - DIP 7 according to the frequency tables)
8
Automatic frequency scan
OFF
mode (DIP 3 - DIP 7 OFF)

433.050 - 434.790 MHz 869.700 - 870.000 MHz

DIP SWITCH DIP SWITCH DIP SWITCH
MHz MHz MHz
3 4 5 6 7 8 3 4 5 6 7 8 3 4 5 6 7 8
433.075 OFF OFF OFF OFF OFF ON 433.975 ON OFF OFF OFF ON ON 869.7125 OFF OFF OFF OFF OFF ON
433.100 ON OFF OFF OFF OFF ON 434.000 OFF OFF ON OFF OFF ON 869.7375 OFF OFF OFF ON OFF ON
433.150 OFF OFF OFF ON OFF ON 434.050 ON ON OFF OFF ON ON 869.7375 OFF OFF OFF ON ON ON
433.175 ON ON OFF OFF OFF ON 434.075 OFF OFF ON ON OFF ON 869.7625 OFF OFF OFF OFF ON ON
433.275 OFF OFF OFF OFF ON ON 434.175 ON OFF ON OFF ON ON 869.7875 OFF ON OFF OFF OFF ON
433.300 ON OFF ON OFF OFF ON 434.200 OFF OFF ON OFF ON ON 869.8125 OFF ON OFF ON ON ON
433.350 OFF OFF OFF ON ON ON 434.250 ON ON ON OFF ON ON 869.8125 OFF ON OFF ON OFF ON
433.375 ON ON ON OFF OFF ON 434.275 OFF OFF ON ON ON ON 869.8375 OFF ON OFF OFF ON ON
433.525 OFF ON OFF OFF OFF ON 434.425 ON OFF OFF ON ON ON 869.8625 OFF OFF ON OFF OFF ON
433.550 ON OFF OFF ON OFF ON 434.450 OFF ON ON OFF OFF ON 869.8875 OFF OFF ON ON ON ON
433.650 OFF ON OFF ON OFF ON 434.550 ON ON OFF ON ON ON 869.8875 OFF OFF ON ON OFF ON
433.675 ON ON OFF ON OFF ON 434.575 OFF ON ON ON OFF ON 869.9125 OFF OFF ON OFF ON ON
433.725 OFF ON OFF OFF ON ON 434.625 ON OFF ON ON ON ON 869.9375 OFF ON ON OFF OFF ON
433.750 ON OFF ON ON OFF ON 434.650 OFF ON ON OFF ON ON 869.9625 OFF ON ON ON ON ON
433.850 OFF ON OFF ON ON ON 434.750 ON ON ON ON ON ON 869.9625 OFF ON ON ON OFF ON
433.875 ON ON ON ON OFF ON 434.775 OFF ON ON ON ON ON 869.9875 OFF ON ON OFF ON ON

178 (Cap. 7) MAELME02-Rev.0

Page 1145
 7.4.5 Diagnostic of receiving module E16RXEU_

RECEIVING UNIT
Insert

E16
Is LED 1 on the NO Is the module NO
inserted correctly? the module
module
correctly
lit?

YES

Replace the module

(§ 7.4.6) YES
YES
Does the system start OK
up correctly?

NO

Replace the master

board YES
(§ 7.8.6)
Does the system
start up correctly?

7.4 Receiving module E16RXEU_

NO

CALL AUTEC
SERVICE

With the transmitting

unit switched on, YES
Change frequency
does LED 2 on the
module blink?

NO

Replace the master

Replace the module NO Is LED 2 on the YES board YES
(§ 7.4.6) module (§ 7.8.6)
Does the system start lit? Does the system
start up?

NO NO
MODULAR SERIES

YES See diagnostic

for transmitting unit
(§ 3.1)

OK

MAELME02-Rev.0 179 (Cap. 7)

Page 1146
 7.4.6 Replacing receiving module E16RXEU_

Disassembly Assembly

4.
1. Insert the receiving
Open the receiving unit module in the card
(see Opening and clos- guides. Press the two
ing on page 206). Press black plastic pins locat-
the gold-plated disks in ed in the card guides
the two card guides and and insert the locking
remove the receiving rod (§ 7.11). Close the
module. receiving unit (see
Opening and closing on
page 206).

3.
2. Set the dip switches in
Separate the address the new module like the
key from the receiving dip switches in the re-
module. placed module.*
Using the screws, fix the
address key to the new
7.4 Receiving module E16RXEU_

module.

7.4.7 E16 receiving module LED diagnostic

With the transmitting See receiving unit

unit switched on 10 NO Does LED 2 NO diagnostic
metres from the on the module
(§ 7.1)
receiving unit, is LED blink?
2 switched off?

YES YES

Check the installation

Change frequency
and the wiring of the NO
(various times
receiving unit, YES
if necessary).
Does the system
Does the system start
start-up correctly?
up correctly?

NO YES

OK

180 (Cap. 7) MAELME02-Rev.0

Page 1147
7.5 Address keys

RECEIVING UNIT
7.5.1 Codes

E16SCHEU1 Address key for electronic E16S (frequency 434 MHz)

E16
E16SCHEU2 Address key for electronic E16S (frequency 870 MHz)
E16CHEU1 Address key for per electronic E16 (frequency 434 MHz or
frequency 870 MHz)

7.5.2 Key components

Connector
for the receiving module

7.5.3 Restrictions in using the address keys

The use of the address keys MUST comply to the following restrictions:

Serial number Address key Transmitting Receiving

module module
6xxxxx E16CHEU1 E16TXEU1 or E16RXEU1 or

7.5 Address keys

E16STXEU1 E16SRXEU1
6xxxxx E16CHEU1 E16TXEU2 or E16TXEU2 or
E16STXEU2 E16STXEU2
Gxxxxx / Dxxxxx E16SCHEU1 E16STXEU1 E16SRXEU1
Gxxxxx / Dxxxxx E16SCHEU2 E16STXEU2 E16SRXEU2

7.5.4 Label

A label is located on the address key that contains identifying information:

- the code of the key
- the used frequency
- the unique address

These abbreviations identify

This letter identifies the address key:
the frequency: - E16SCHEU1
- for 434 MHz it can be - E16SCHEU2
A, T, U, V - E16CHEU1
- for 870 MHz it can be
B, W, X, Z
These numbers identify the
address of the address key.
MODULAR SERIES

MAELME02-Rev.0 181 (Cap. 7)

Page 1148
 7.5.5 Replacing the address key

When replacing the receiving module address key:

- also replace the address key of the module in the relevant transmitting unit
- if the optional E16RIR8A or E16RIR8B module is present in the receiving unit,
it must be programmed (§ 7.7.14) or (§ 7.7.15)

Disassembly Assembly

1. 4.
Open the receiving unit Insert the receiving
(see Opening and clos- module (§ 7.3.6) or (§
ing on page 206). 7.4.6).
Remove the receiving Close the receiving unit
module (§ 7.3.6) or (§ (see Opening and clos-
7.4.6). ing on page 206).

2. 3.
Separate the address Using the screw, fasten
key from the receiving the new address key to
module. the receiving module.
7.5 Address keys

182 (Cap. 7) MAELME02-Rev.0

Page 1149
7.6 Master board E16B___C

RECEIVING UNIT
7.6.1 Codes

E16B16AC 16 command AC master board

E16
E16B22AC 22 command AC master board
E16B22DC-K 22 command 24 Vdc master board
E16B22DC-L 22 command 12 Vdc master board

7.6.2 Board components

Antenna Fuse F1 (STOP)

Fuse F2 (SAFETY)
Fuse F3 (SAFETY)
Card guide for
fastening the receiving
module

Connector for the receiv-

ing module

Dip switches

Card guide for

7.6 Master board E16B___C

fastening the receiving
module Faston for
wiring
Faston for the
light signals

Fuse F4 (POWER SUPPLY)

Fuse F5 (POWER SUPPLY)
Terminals for E16B16AC
power supply
Antenna

Card guide for Fuse F1 (STOP)

fastening the receiving
module Fuse F2 (SAFETY)
Fuse F3 (SAFETY)
Connector for the receiv-
ing module

Dip switches

Card guide for

fastening the receiving
module

Connector for the receiv-

ing module

Card guide for Faston for

MODULAR SERIES

fastening the receiving wiring

module

Faston for the

light signals Terminals for power supply
Fuse F5 (POWER SUPPLY)
Fuse F4 (POWER SUPPLY)
E16B22AC

MAELME02-Rev.0 183 (Cap. 7)

Page 1150
 Antenna

Card guide for

fastening the receiving
module

Connector for the receiv-

ing module
Fuse F1 (STOP)

Fuse F2 (SAFETY)
Dip switches
Fuse F3 (SAFETY)
Card guide for
fastening the receiving
module
Connector for the receiv-
ing module Faston for
wiring
Card guide for
fastening the receiving
module
Fuse F4 (POWER SUPPLY)
Faston for the
light signals Faston for
power supply
E16B22DC-L
7.6 Master board E16B___C

Antenna

Card guide for

fastening the receiving
module

Connector for the receiv-

ing module Fuse F1 (STOP)

Fuse F2 (SAFETY)
Dip switches
Fuse F3 (SAFETY)
Card guide for
fastening the receiving
module
Connector for the receiv-
ing module Faston for
wiring
Card guide for
fastening the receiving
Fuse F4 (POWER SUPPLY)
module

Faston for the Faston for

light signals E16B22DC-K power supply

184 (Cap. 7) MAELME02-Rev.0

Page 1151
 7.6.3 Replacing the master board

RECEIVING UNIT
Disassembly Assembly

E16
1. 6.
Open the receiving unit Close the receiving unit
(see Opening and clos- (see Opening and clos-
ing on page 206). ing on page 206).

2. 5.
Remove the wiring. Insert the optional mod-
First extract the receiv- ule (§ 7.7.2) and the re-
ing module (§ 7.3.6) or ceiving module (§ 7.3.6)
(§ 7.4.6) and the op- or (§ 7.4.6).
tional module (§ 7.7.2) Wire.

3. 4.
Unscrew the master Insert the master board
board's four fastening inside the receiving cas-
nuts on the receiving ing and screw on the

7.6 Master board E16B___C

casing. four nuts.
Remove the master
board.

7.6.4 Dip switches

each master board contains a group of dip switches to program various functions:

Dip switches on the master board E16B16AC

DIP STATE FUNCTION

1 ON E8 activates also E7
1 OFF does not set any programming
2 ON E10 activates also E9
2 OFF does not set any programming
3 ON E3 held by E2 (or E1) and E4 by E3
3 OFF does not set any programming
4 ON E7 held by E5 (or E6) and E8 by E7
4 OFF does not set any programming
MODULAR SERIES

MAELME02-Rev.0 185 (Cap. 7)

Page 1152
 Dip switches in the master board E16B22AC

DIP STATE FUNCTION

1 ON E10 activates also E9
1 OFF does not set any programming
2 ON E12 activates also E11
2 OFF does not set any programming
3 ON E14 activates also E13
3 OFF does not set any programming
4 ON E16 activates also E15
4 OFF does not set any programming
5 ON E18 activates also E17
5 OFF does not set any programming
6 ON E20 activates also E19
6 OFF does not set any programming
7 ON E3 held by E2 (or E1) and E4 by E3
7 OFF does not set any programming
8 ON E7 held by E5 (or E6) and E8 by E7
8 OFF does not set any programming

Dip switches in the master board E16B22DC-_

DIP STATE FUNCTION

ON E9 and E10 energise FLOW
7.6 Master board E16B___C

1
1 OFF does not set any programming
2 ON E11 and E12 energise FLOW
2 OFF does not set any programming
3 ON E16 activates also E15
3 OFF does not set any programming
4 ON E18 activates also E17
4 OFF does not set any programming

7.6.5 Power supply wiring

In the AC supplied master board (E16B__AC), wire the conductors in the power sup-
ply terminals inserting:
- the neutral conductor in terminal N
- the phase conductor in the terminal where the selected power supply is indicated

186 (Cap. 7) MAELME02-Rev.0

Page 1153
 In the DC supplied master board (E16B22DC), wire the conductors in the power sup-

RECEIVING UNIT
ply terminals inserting:
- the GND conductors in fastons 80 or 81
- the positive conductor in fastons 78 or 79

E16
7.6.6 Replacing the fuses

Disassembly Assembly

1. 6.
Open the receiving unit Insert the power supply
(see Opening and clos- connectors.
ing on page 206). Close the receiving unit
Remove the power sup- (see Opening and clos-
ply connectors. ing on page 206).

7.6 Master board E16B___C

2. 5.
Press down on the fuse Press down on the fuse,
to be replaced with a turning it in the opposite
screwdriver and turn in direction of that indicat-
the direction indicated. ed.

4.
Insert an integral fuse
with the same technical
3. characteristics (see Re-
Remove the fuse. ceiving unit technical
data and findings on
page 214).
MODULAR SERIES

MAELME02-Rev.0 187 (Cap. 7)

Page 1154
 7.6.7 Relay and faston wiring layout

The relais outputs for the wiring are the fastons with the following layout:
7.6 Master board E16B___C

E16B16AC E16B22AC

E16B22DC-L E16B22DC-K

188 (Cap. 7) MAELME02-Rev.0

Page 1155
7.7 Optional modules

RECEIVING UNIT
7.7.1 Codes

E16RIV4A Potentiometric module

E16
E16RIV4B Potentiometric module
E16RIV1A Up/down module
E16RIR4A-L 4 relay module with 24 Vdc supplementary contacts
E16RIR4A-K 4 relay module with 12 Vdc supplementary contacts
E16RIR2A-L 2 relay module with 24 Vdc supplementary contacts
E16RIR2A-K 2 relay module with 12 Vdc supplementary contacts
E16RIDWA Module with command interlocks
E16RIREA Module with 3 additional relays (48 Vdc)
E16RIREB Module with 3 additional relays (24 Vdc)
E16RIMEA Module with command interlocks
E16RIV15 D/A converter module (max 15 step)
E16RIR8A Module with 8 additional relays
E16RI01A 13 step potentiometric module
E16RIV9A D/A converter module (max 9 step)
E16RIR8B Module with 8 additional programmable relays

7.7.2 Replacing the extension module

Disassembly Assembly

7.7 Optional modules

1. 4.
Open the receiving unit Close the receiving unit
(see Opening and clos- (see Opening and clos-
ing on page 206). ing on page 206).

3.
Insert the extension
2. module, programming it
Remove the extension like the replaced module
module. and wiring it, if neces-
sary.

MODULAR SERIES

MAELME02-Rev.0 189 (Cap. 7)

Page 1156
 7.7.3 E16RIV4A: potentiometric module

The module E16RIV4A has a three or four step adjustable potentiometric output.
Trimmer

Output terminal block

Dip switches

Connector for
the master board
E16RIV4A

To configure the speeds (step) number of axis X of the joystick to the left of the waste
portable unit, DIP 1 in the module must be correctly programmed and DIP2 must al-
ways be set to off:

DIP 1 OFF: three steps in axis X of the left joystick

DIP 1 ON: four steps in axis X of the left joystick

7.7 Optional modules

To set the value of each individual step, the four trimmers in the module must be pro-
grammed (as shown in the figure):

NOTE: the values shown in

the figure are explanatory:
they can be modified based
upon need

190 (Cap. 7) MAELME02-Rev.0

Page 1157
 7.7.4 E16RIV4B: potentiometric module

RECEIVING UNIT
The module E16RIV4B has two three or four adjustable step potentiometric outputs.
Trimmer

E16
Outputs terminal block

Welding points Dip switches

Connector for
the master board
E16RIV4B

To configure the speeds (step) of axis X of the joystick to the left of the waste portable
unit and of axis Y of the joystick selected from the welding point settings, DIP 1 and
2 in the module must be programmed correctly:

DIP 1 OFF: three steps in axis X of the left joystick

DIP 1 ON: four steps in axis X of the left joystick

7.7 Optional modules

DIP 2 OFF: three steps in axis Y of the joystick selected by the
welding point settings

DIP 2 ON: four steps in axis Y of the joystick selected by the

welding point settings

The choice of which joystick is programmed with DIP 2 depends on the four welding
points located in the module:

Programming the pad contacts in the 4 welding

points for the Y axis of the joystick to the right of
the waste portable unit

Programming the pad contacts in the 4 welding

points for the Y axis of the joystick to the left of the
waste portable unit
MODULAR SERIES

The trimmers in module E16RIV4B are adjusted in the same way as in module
E16RIV4A (§ 7.7.3).

MAELME02-Rev.0 191 (Cap. 7)

Page 1158
 7.7.5 E16RIR4A-_: 4 relay module

Module E16RIR4A-_ has four additional relays that can be used to double the contacts
of four commands among those located in the master board.

Relays
Outputs terminal block

4 3 2 1

Welding points

Connector for
the master board E16RIR4A

The maximum current that can be applied to the contacts is 4A for a maximum volt-
age of 160 Vac.
7.7 Optional modules

To configure the commands to be doubled in outputs, the welding points located in

the module must be programmed correctly: each “Relay _” pad contact must be con-
nected with the pad contact that corresponds to the command that must be doubled.

Welding side Component side

In the following example, the configured commands are:

- Relay 1 coupled to E9
- Relay 2 coupled to E10
- Relay 3 coupled to E11
- Relay 4 coupled to E12

192 (Cap. 7) MAELME02-Rev.0

Page 1159
 7.7.6 E16RIR2A-_: 2 relay module

RECEIVING UNIT
Module E16RIR2A-_ has two additional relays that have a Set/Reset function that is
activated by a pair of commands that is different for each relay.

E16
Outputs terminal block
RL2 RL1

Connector for Welding points

the master board
E16RIR2A

The maximum current that can be applied to the contacts is 4A for a maximum volt-
age of 160 Vac.

7.7 Optional modules

To configure the commands that activate the two output Set/Reset functions, the
welding points located in the module must be programmed correctly:
- each of the two “Set” pad contacts must be coupled to the command that acti-
vates the corresponding relay.
- each of the two “Reset” pad contacts must be coupled to the command that
deactivates the corresponding relay.

Welding side Component side

In the following example, the programming is:

- for relay RL1:
MODULAR SERIES

- Set 1 coupled to E1
- Reset 2 coupled to E2
- for relay RL2:
- Set 3 coupled to E3
- Reset 4 coupled to E4

MAELME02-Rev.0 193 (Cap. 7)

Page 1160
 7.7.7 E16RIV1A: up/down module

The module E16RIV1A has:

- an analogic output (the value of this output is varied by the transmitting unit)
- two additional outputs for the ENABLE command
Trimmer

Power supply
for the ENABLE outputs
Power supply
for the analogic output Dip switches

Connector for
the master board

E16RIV1A

To configure the operations for the analogic output, DIP 1 in the module must be pro-
grammed and DIP 2 must be set in function of the master board:

DIP 1 OFF: the analogic output is not reset when switching off the
radio remote control

DIP 1 ON: the analogic output is reset when switching off the ra-
dio remote control
7.7 Optional modules

DIP 2 OFF: the master board is 24Vdc

DIP 2 ON: the master board is 12Vdc

To set the values related to the analogic output, the three trimmers in the module
must be programmed (as explained in the figure):

Adjusting Vbasic
Adjusting Vmax
Adjusting time incr-decr

increment/decrement time for the ad-

justable output voltage 5-15 seconds

The three trimmers are used to adjust the base

voltage value, maximum voltage and the incre-
ment/decrement time for the analogic output.
The values may vary:
- Vbasic: 0-0.9 POWER SUPPLY
- Vmax: 0-0.9 POWER SUPPLY

194 (Cap. 7) MAELME02-Rev.0

Page 1161
 7.7.8 E16RIDWA: module with command interlocks

RECEIVING UNIT
Module E16RIDWA is used to activate two commands at the same time.

E16
Dip switches

Connector for
the master board
E16RIDWA

To configure the module, the group of four dip switches must be set:

DIP STATE FUNCTION

1 ON E20 activates also E19
1 OFF does not set any programming
2 ON E14 activates also E13
2 OFF does not set any programming
3 ON E12 activates also E11
3 OFF does not set any programming
4 ON E10 activates also E9
4 OFF does not set any programming

7.7 Optional modules

7.7.9 E16RIRE_: module with three relays

Module E16RIRE_ has three relays that do not depend from commands sent by the
transmitting unit but from the wiring of the module itself (the three relays are pilota-
ble only via the terminals).

Outputs terminal block

E16RIRE_

The voltage for module E16RIREA is 48V for the left relay contacts and 24V for the
contacts of the other two relays.
The voltage for module E16RIREB is 24V for all three relay contacts.
MODULAR SERIES

MAELME02-Rev.0 195 (Cap. 7)

Page 1162
 7.7.10 E16RIMEA: module with command interlocks

The module E16RIMEA is used to program the command interlocks of the hand-held-
ed unit.

Connector for Resistors

the master board
E16RIMEA
To configure the module, the resistors must be eliminated that are related to the un-
wanted command interlocks from among the 12 present ones must be eliminated:
7.7 Optional modules

Resistor Command interlock Resistor Command interlock

R4 E11 held by E1 R1 E7 held by E1
R5 E12 held by E2 R2 E8 held by E2
R6 E13 held by E3 R3 E9 held by E3
R10 E14 held by E4 R7 E10 held by E4
R11 E15 held by E5 R8 E11 held by E5
R12 E16 held by E6 R9 E12 held by E6

196 (Cap. 7) MAELME02-Rev.0

Page 1163
 7.7.11 E16RIV15: D/A converter module

RECEIVING UNIT
The module E16RIV15 has:
- an additional output for one of the commands in the master board
- one powered analogic output (the value of this output is varied by the trans-

E16
mitting unit)

Power supply
for the additional output

Trimmer
Power supply
for the analogic output Dip switches

Connector for
the master board
E16RIV15

The maximum current that can be applied to the contacts of the additional output is
4A for a maximum voltage of 160 Vac.
The maximum voltage that can be applied to the analogic output contacts is 24 Vdc.

To configure the additional output, set the welding points S1-S6 located on the back
of the module:

7.7 Optional modules

Welding points
from S1 and S6

Activated
S1 S2 S3 S4 S5 S6
command
E15 closed open open open open open
E16 open closed open open open open
E17 open open open open open closed
E18 open open open open closed open
E19 open open open closed open open
E20 open open closed open open open
MODULAR SERIES

MAELME02-Rev.0 197 (Cap. 7)

Page 1164
 To configure the number of steps for the analogic output, set the welding point S7
located on the back of the module and the group of four dip switches:

S7 OPEN: 9 steps
Welding point S7 S7 CLOSED: 8 steps

Programming S7 DIP 1 DIP 2 DIP 3 DIP 4

9 step open OFF OFF ON ON
8 step closed OFF OFF ON ON
7 step not relevant OFF ON OFF OFF
15 step not relevant ON ON ON OFF

Note: The number of setted steps must be equal to the number of positions in the
corresponding rotary switch located in the transmitting unit

To set the values related to the analogic output, the two trimmers in the module must
be programmed (as explained in the figure):
7.7 Optional modules

The minimum and maximum values may vary:

- Vbasic: 0-0.9 POWER SUPPLY
- Vmax: 0-0.9 POWER SUPPLY

198 (Cap. 7) MAELME02-Rev.0

Page 1165
 7.7.12 E16RIV9A: D/A converter module

RECEIVING UNIT
The module E16RIV9A has:
- two additional outputs for two commands among those present in the master
board

E16
- one powered analogic output (the value of this output is varied by the trans-
mitting unit)
Terminal block for the
two

Trimmer
Terminal block
for the analogic output Dip switches

Connector for
the master board
E16RIV9A

The maximum current that can be applied to the contacts of the two additional output
is 4A for a maximum voltage of 160 Vac.
The maximum voltage that can be applied to the proportional output contacts is 12
or 24 Vdc.

To configure the additional output, set the welding points S1-S8 located on the back
of the module:

7.7 Optional modules

Welding points
from S1 and S8

Activated
S1 S2 S3 S4
command*
E17 closed open open open
E18 open closed open open
E19 open open closed open
E20 open open open closed
* available in the first three contacts starting from the left

Activated
S5 S6 S7 S8
command*
E18 closed open open open
E19 open closed open open
E20 open open closed open
MODULAR SERIES

ENABLE open open open closed

* available in the first three contacts starting from the right

MAELME02-Rev.0 199 (Cap. 7)

Page 1166
 To configure the analogic output, set the group of two dip switches

DIP STATE FUNCTION

ON the output voltage on the first level is equal
1 to the output tension on the second level:
the number of steps is equal to 8
OFF the output voltage on the first level is different
1 than the output tension on the second level:
the number of steps is equal to 9
ON the power supply
2
is 12 Vdc
OFF the power supply
2
is 24 Vdc

Note: The number of setted steps must be equal to the number of positions in the
corresponding rotary switch located in the transmitting unit

To set the values related to the analogic output, the two trimmers in the module must
be programmed (as explained in the figure):
7.7 Optional modules

analogic output

The minimum and maximum values may

vary:
- 0.1V - 22V for power supply 24 Vdc

200 (Cap. 7) MAELME02-Rev.0

Page 1167
 7.7.13 E16RI01A: 13 step potentiometric module

RECEIVING UNIT
The module E16RI01A has a 13 adjustable step potentiometric output from the trans-
mitting unit.

E16
Potentiometric output
terminal block

Connector for
the master board
E16RI01A
The maximum voltage that can be applied to the contacts is equal to 50 Vac.

The four potentiometric output terminals have the follow-

ing functions:
Terminal Function
1A central reference for the potentiometer
2A end 1 of the potentiometer
3A potentiometer cursor
4A end 2 of the potentiometer

7.7 Optional modules

MODULAR SERIES

MAELME02-Rev.0 201 (Cap. 7)

Page 1168
 7.7.14 E16RIR8A: module with 8 additional relays

The module E16RIR8A has eight outputs of eight auxiliary commands (different than
those in the master board).

Outputs terminal block STOP

LEDs
(in the perpendicular part
Connector for of the module)
the master board
E16RIR8A

The maximum current that can be applied to the contacts is 4A for a maximum volt-
age of 250 Vac.

Two LEDs are located in the perpendicular part of the module.

LED 1 LED 2
7.7 Optional modules

During normal operations:

- LED 1 indicates that the module is operating correctly
- LED 2 indicates the presence of a signal in the working frequency

LED Switched on Switched off Blinking

1 module E16RIR8A module E16RIR8A ///

(green) operating to be reset*

there is a signal there is no signal the signal

2
at the operating at the operating at the working frequency
(green)
frequency frequency is disturbed
* in this case, remove the power supply from the receiving unit

202 (Cap. 7) MAELME02-Rev.0

Page 1169
 To function, the module E16RIR8A must be programmed with the address key located

RECEIVING UNIT
in the radio module of the radio remote control:

E16
1.
Remove the power supply from
the receiving unit.
Remove the address key from
the receiving module.(§ 7.5.5)

2. Code
Insert, as shown in the photo, key
the address key in the connec-
tor located in module
E16RIR8A (in the perpendicu-
lar part).

LED 2
3.
Supply the receiving unit until

7.7 Optional modules

LED 2 (initially switched off)
switches on.

4.
Remove the power supply from
the receiving unit.
Remove the address key from
module E16RIR8A and insert it
in the radio module.
Supply the receiving unit
again.
MODULAR SERIES

MAELME02-Rev.0 203 (Cap. 7)

Page 1170
 7.7.15 E16RIR8B: module with 8 additional programmable relays

The module E16RIR8B has eight outputs of eight auxiliary commands (different than
those in the master board).
Outputs terminal block

LEDs
Contacts

Connector for
E16RIR8B
the master board

Memory key

The maximum current that can be applied to the contacts is 4A for a maximum volt-
age of 250 Vac.

The module has eight LED (one for each relay): an LED flashes when the related relay
is activated.
7.7 Optional modules

A memory key must always be present in the module, which contains all the program-
mable settings of the 8 relays.

Memory key

The E16RIR8B modules must always be programmed with the radio remote control
codes. The following procedure must be performed when the module is introduced for
the first time or when the radio remote control address key is replaced:
- make sure that the transmitting unit is switched off and that the receiving unit is
supplied
- switch on the transmitting unit
- push the START pushbutton for at least 5 seconds without releasing it

204 (Cap. 7) MAELME02-Rev.0

Page 1171
7.8 Receiving casing

RECEIVING UNIT
7.8.1 Codes

R0CASS00P14A0 Receiving casing with cable-gland

E16
R0CASS00P15A0 Receiving casing with 24 pole plug
R0CASS00P15B0 Receiving casing with 64 pole plug
R0CASS00P16A0 Receiving casing with 16 pole plug
R0CASS00P16B0 Receiving casing with 40 pole plug
R0CASS00P17A0 Receiving casing with 32 pole plug

F0CASS00P14A0 F0CASS00P15A0 F0CASS00P15B0

F0CASS00P16A0 F0CASS00P16B0 F0CASS00P17A0

7.8 Receiving casing

7.8.2 Components

Technical data
plate

Identification
plate

Cables for wiring the external

light signals

POWER signal

ENABLE signal
MODULAR SERIES

MAELME02-Rev.0 205 (Cap. 7)

Page 1172
 7.8.3 External light signals

The two light signals indicate:

- POWER: the presence of a power supply in the receiving unit
- ENABLE: the radio link is active between the transmitting and receiving units

The correct operation is signalled by:

- POWER and ENABLE lit with the transmitting unit switched on
- POWER lit and ENABLE switched off with the transmitting unit switched off.

7.8.4 Wiring POWER and ENABLE signals

To wire the POWER and ENABLE signals, insert the cables located in the receiving unit
in the corresponding master board fastons.

For master board with AC power supply: For master board with DC power supply:
- faston 75: POWER - faston 85: POWER
7.8 Receiving casing

- faston 76: POWER - faston 86: POWER

- faston 77: ENABLE - faston 83: ENABLE
- faston 78: ENABLE - faston 84: ENABLE
- faston 79: GROUND - faston 82: DO NOT CONNECT

7.8.5 Opening and closing

Opening Closing

1. 4.
Remove the power sup- Supply to the receiving
ply from the receiving unit.
unit.

3.
2. Close the cover. Screw
Unscrew the four on the four screws: first
screws. the upper two and then
Raise the cover. the lower two.

206 (Cap. 7) MAELME02-Rev.0

Page 1173
 7.8.6 Replacing the receiving casing

RECEIVING UNIT
Disassembly Assembly

E16
1. 4.
Open the receiving unit Wire and
(see Opening and clos- close the receiving unit
ing on page 206). (see Opening and clos-
ing on page 206).

2. 3.
Remove the wiring. Insert the master board
Remove the master inside the new receiving
board (with the receiv- casing and screw on the
ing module). four screws.

7.8.7 Holes for blinkers and external antenna

7.8 Receiving casing

The position of cable in the receiving casing for the blinkers and/or external antenna
(if present) must be as shown in the following photo:

- receiving casing with multiple pole plug

Drilling mark for blinkers

Drilling mark for external

antenna

The holes must be drilled in the shown marks

- receiving casing with cable-gland

Drilling mark for external

antenna (when the ca-
ble-gland is used for the
MODULAR SERIES

blinkers)
Cable-gland used for the
blinkers (if present)

The holes must always be drilled in the shown marks and their diameter must be 13
mm.

MAELME02-Rev.0 207 (Cap. 7)

Page 1174
 7.9 External antenna

7.9.1 Codes

G0ANTE00E29A0 Antenna with a 5 metre long cable (frequency 434 MHz)

F0ANTE00E30A0 Antenna with a 5 metre long cable (frequency 870 MHz)

7.9.2 Antenna components

Cable wrench

Stylus Cable-gland
7.9 External antenna

Metallic surface

Cable

Antenna casing

208 (Cap. 7) MAELME02-Rev.0

Page 1175
 7.9.3 Installation hints

RECEIVING UNIT
1. The stylus must never come into contact with metallic parts
2. The antenna must be assembled on a metallic assembly surface
3. The antenna must not be covered by a metallic structure

E16
4. The position and orientation of the antenna must be evaluated based upon its
application and the operating environment in order to favour the radio link

7.9.4 Preparing the cable for the antenna

The antenna cable is approved at the length in which it is supplied: it must therefore
never be shortened or cut.

Before mounting the antenna, the cable must be prepared:

1) cut out the cable as shown in the figure and in the table:

refolded braid internal insulator

central conductor

Refolded braid 13 mm

7.9 External antenna

Internal insulator 5 mm
Central conductor 20 mm

2) wind the central conductor around a diameter of 3.5 mm

MODULAR SERIES

MAELME02-Rev.0 209 (Cap. 7)

Page 1176
 7.9.5 Mounting the external antenna

1.
Prepare the antenna cable.
Remove the antenna from the
master board.

2.
Pass the antenna cable inside
the cable-gland (see Holes for
blinkers and external antenna
on page 7-207).
Clasp the cable wrench on the
refolded braid.

3.
7.9 External antenna

Extend the antenna cable be-

tween the receiving module
and the relays.
Unscrew the upper left fixing
nut from the master board.

4.
Fasten the cable wrench to the
master board nut and the cen-
tral conductor to the antenna
screw.
WARNING: the cable wrench
must never come into contact
with the winding of the central
conductor.

5.
Fasten the antenna to the fix-
ing bracket.
Insert and screw on the anten-
na cable.

210 (Cap. 7) MAELME02-Rev.0

Page 1177
7.10 Blinkers

RECEIVING UNIT
7.10.1 Codes

G0LAMP00E04A0 Blinker kit 48 Vac

E16
G0LAMP00E05A0 Blinker kit 110 Vac

7.10.2 Blinker components

Bracket

Gasket Blinker

Nuts/fastening screws

7.10.3 Wiring

It's recommended wiring the blinker as shown below:

7.10 Blinkers
ENABLE terminals

Power supply
from the electric
cabinet (48 Vac or

BLINKER

To wire the blinker, also follow the cable instructions (§ 7.8.7).

MODULAR SERIES

MAELME02-Rev.0 211 (Cap. 7)

Page 1178
 7.10.4 Blinker assembly

1.
Pass the cable through
the hole located in the
gasket and in the brack-
et.

2.
Wire the blinker as
shown in the photo.

3.
7.10 Blinkers

Using the supplied

screws and nuts, fasten
the blinkers and the
gasket to the bracket.

212 (Cap. 7) MAELME02-Rev.0

Page 1179
7.11 Locking rod

RECEIVING UNIT
If not already present, a locking rod must be inserted to fasten the receiving module
to the card guide.

E16
Remove, if present, the black rubber from the internal surface of the casing.

7.11 Locking rod

MODULAR SERIES

MAELME02-Rev.0 213 (Cap. 7)

Page 1180
 7.12 Receiving unit technical data and findings

7.12.1 Technical Data

Frequency band ....................... 433.050 - 434.790 MHz (434.050 - 434.790 MHz)

............................................................................................ 869.7 - 870 MHz
Available radio channels .............................32 (or 16) for 433.050 - 434.790 MHz
................................................................................... 12 for 869.7 - 870 MHz
Channel spacing.................................................................................... 25kHz
Hamming distance ..................................................................................... ≥8
Probability of non-recognition of error ............................................... <10 exp-11
Typical working range ............................................................................ 100 m
Time of reply to commands ............................................................... < 100 ms
Time of reply to STOP command ........................................................ < 100 ms
Passive emergency time (passive stop) for module E16SRXEU_ ....... 0.35/1 seconds
Passive emergency time (passive stop) for module E16RXEU_........... 0.5/1 seconds
Operating temperature range ................................................. (-20°C) - (+70°C)
Antenna........................................... integrated (internal) or dedicated (external)
Housing ..................................................................................... PA6 (20% fg)
Minimum protection grade ........................................................................ IP65
Unit dimensions ...................................................................(202x381x91) mm
Unit weight .................................................................................... max 3.5 kg
Receiving units with AC power supply
7.12 Receiving unit technical data and findings

Power supply ...................................... 24/48/55/110/230 Vac; 50/60 Hz (15 VA)

Capacity of the STOP contact ............................................................ 4A 250Vac
Capacity of the SAFETY contact ......................................................... 4A 250Vac
Max switching capacity of command contacts ................................. 10A 250 Vac*
Fuse F1 (STOP circuit) ..................................................... 4A T 250V (5x20 mm)
Fuses F2 and F3 (SAFETY circuit)....................................... 4A T 250V (5x20 mm)
Fuses F4 and F5 (POWER SUPPLY circuit) ............................1A T 250V (5x20 mm)
Receiving units with DC power supply
Power supply ..................................................................... 12 or 24 Vdc (15W)
Capacity of the STOP contact ........................................................ 10A 250Vdc*
Capacity of the SAFETY contact ....................................................2x5A 250Vdc*
Max switching capacity of command contacts ................................10A 250 Vdc**
Fuse F1 (STOP circuit) ................................................... 10A T 250V (5x20 mm)
Fuses F2 and F3 (SAFETY circuit)....................................... 5A T 250V (5x20 mm)
Fuse F4 (POWER SUPPLY circuit) ........................ 1A (at 24Vdc) T 250V (5x20 mm)
.................................................................... 2A (at 12 Vdc) T 250V (5x20 mm)

* if the radio remote control has been cabled by Autec, please refer to the technical data sheet
** capacity only valid if both terminals are used for each contact.

7.12.2 Drilling template

A 150 mm
B 75 mm
C 357.5 mm
D 118.5 mm
E 167 mm
F 350.5 mm

214 (Cap. 7) MAELME02-Rev.0

Page 1181
 7.12.3 Findings

RECEIVING UNIT
Fastening the . . . to the. . . nr screws Paragraph
receiving casing lower part of the 4 (§ 7.8.5)
cover receiving casing M5x15

E16
master board receiving casing 4 nuts (§ 7.6.3)
M5 H5
E16SCHEU_ receiving module 1 (§ 7.5.5)
E16SRXEU_ M3x5
E16CHEU1 receiving module 1 (§ 7.5.5)
E16RXEU_ M3x5

7.12 Receiving unit technical data and findings

MODULAR SERIES

MAELME02-Rev.0 215 (Cap. 7)

Page 1182
Maintenance Manual Revision 1 Combo 5000

5.4 Corded Remote Control Maintenance Manual

5.4.1 System Operation and Testing

All Jacon Shotcrete Units are supplied with a corded back up remote control system to be
used in case of a radio remote control malfunction. This corded radio remote control is
lightweight and easily transportable on the unit to allow instant availability. The unit should
be tested for operation during each 250 Hour Service
The Umbilical remote system consists of Receiver, Transmitter & Remote Cable
The remote will deactivate when:
• Remote switch is turned off at control panel
• Power is turned off on machine
Before use:
• Ensure remote unit is not damaged, no loose parts, rattle sounds inside unit.
• Plug the remote control lead into its socket.
• Ensure the receiver is securely connected to the plug.
Figure 2

Figure 1

• On the front control panel turn the remote switch ON on the Front Control
Panel or remote Enable on the Front Cabin Main Control Screen
Figure 3

• Fit remote harness over shoulders.

• Activate the remote by turning the power switch to the ON position then
turning it again to the right.

Page 1183
Maintenance Manual Revision 1 Combo 5000

Figure 4

Once activated, the LED will light up on the face of the remote & the enable light on the
receiver is lit.
Now Boom, orbital head, chemical pump and concrete pump can be all operated by the remote
control.

8 7
9

Figure 5

10

1 2 3 4 5 6

1- Hydroscaler / Chemical Pump 7- Right joystick:

- Up: Turn on the chemical pump - Up: control nozzle foward
- Down: Turn on the hydroscaler - Down: control nozzle backward
2- Oscillator On (option) - Left:Control nozzle left
3- Pump Control - Right:Control nozzle right
- Up: Pump forward 8- Central joystick:
- Down: Pump reverse - Up: control boom(lance) extend
4- Extend 1 / Extend 2 - Down: control boom(lance)
- Up: select the main boom retract
extend/retract - Left (option): Control lancing tilt
- Down: Select the lancing backward
extend/retract (optional) - Right(option): Control lancing tilt
5- Fire suppression activation switch. forward
6- ON/OFF Switch: Turn ON/OFF the 9- Left joystick:
remote. - Up: control Boom up
- Down: control Boom down
- Left:Control Boom slew left
- Right:Control boom slew right
10- Emergency stop button

Page 1184
Maintenance Manual Revision 1 Combo 5000

5.4.2 Assembly and Disassembly

If the unit malfunctions in any way it is possible to replace the damaged parts as per the
procedure below :-
1) To open the Remote Control Unit simply loosen and remove the Screws using a
phillips head screwdriver “See Figure 6”

Figure 6 Opening the unit

2) Replacing the Joystick
a. Open the Unit as described above.
b. Unscrew the Joystick Knob “See Figure 7”

Figure 7 Figure 8 Figure 9

c. Remove Square Seal Retainer plate by loosening and removing 4 retaining
screws using phillips head screwdriver. “See Figure 8”
d. Turn Face Plate panel over, loosen and remove the four screws located in each
corner of the joystick base. “See Figure 9”
e. With a soldering iron heat and remove the wiring from each terminal of the
joystick to be removed.
NOTE

Prior to removing the wiring from the terminals ensure they are marked so as to allow wires to
be soldered on to the correct contact on reassembly.

Page 1185
Maintenance Manual Revision 1 Combo 5000

f. Turn the Face Plate panel over again, unscrew the rubber boot from the
joystick base and slide off the joystick post. “See Figure 10” the Joystick can
then be removed.

Figure 10
g. Fit the new joystick in the reverse order to above and resolder wiring to the
new joystick.

3) Replacing switches # 1 to 5 “See Figure 5”

a. Open the unit as described above.
b. Loosen and remove the screwed rubber boot. “See Figure 11”

Figure 11
c. With a soldering iron heat and remove the wiring from each terminal of the
switch to be removed.
NOTE

Prior to removing the wiring from the terminals ensure they are marked so as to allow wires to
be soldered on to the correct contact on reassembly.

d. Fit the new switch in the reverse order to above and resolder wiring to the new
switch.

Page 1186
Maintenance Manual Revision 1 Combo 5000

4) Replacing the Emergency Stop Switch Assembly “See Figure 5”

a. Open the unit as described above
b. Remove the contact assembly from the rear of the emergency stop switch
assembly. “ to allow better access to the retaining nut” “See Figure 12”. There
are 2 plastic lugs that clip the contact assembly on. Gently pry them apart to
allow contact assembly to become free of switch head.

Figure 12
c. Loosen and remove the retaining nut then remove the switch head from the
panel lid.
d. With a soldering iron heat and remove the wiring from each terminal of the
contact assembly to be removed.
NOTE

Prior to removing the wiring from the terminals ensure they are marked so as to allow wires to
be soldered on to the correct contact on reassembly.

e. Fit the new switch assembly in the reverse order to above and resolder wiring
to the new switch.

Page 1187
Maintenance Manual Revision 1 Combo 5000

5) Replacing the Power Switch “See Figure 5”

a. Open the unit as described above.
b. Loosen and remove the wiring from each of the contact block
NOTE

Prior to removing the wiring from the contact blocks ensure they are marked so as to allow
wires to be refitted on to the correct contact block on reassembly.

c. Use a small flat blade screwdriver to lever out the retaining spring clip
allowing the contact blocks to be released. “See Figure 13”

Figure 13
d. Loosen and remove the retaining screw from the switch head and remove
switch head from the Panel.
e. Fit the new switch Assembly in the reverse order.

6) Replacing the Circuit Board “See Figure 14”

Figure 14
a. Open the unit as described above.
b. Remove the wiring from the terminal strip with a small flat blade screwdriver.
NOTE

Prior to removing the wiring from the terminal strip ensure they are marked so as to allow
wires to be refitted correctly to the terminal strip on reassembly.

c. Loosen and remove the 2 screws retaining the circuit board and remove the
circuit board.
d. Fit the new circuit board assembly in the reverse order to above.

Page 1188
Maintenance Manual Revision 1 Combo 5000

5.4.3 Troubleshooting
Item # Fault Description

1 Remote Control Unit will no

2 Remote arms but one joysti

3 Remote arms but all functio

4 Single switch does not work

Page 1189
Maintenance Manual Revision 1 Combo 5000

6. Air Conditioning System Operation, Testing and Adjusting

6.1 System Operation

High Pressure Side

Low Pressure R134a vapour entering the compressor
is compressed to become a high pressure/temperature
R134a vapour. This is then circulated along with lubricant
oil to the condenser. As the high pressure/temperature
vapour travels through the condenser, heat is released to
the cooler ambient air passing over the condenser tubes
condensing the vapour into a liquid. This high pressure /
temperature liquid then travel through the filter drier onto
the expansion valve where a small variable orifice provides
a restriction against which the compressor pushes.

Low Pressure Side

Suction from the compressor pulls the high pressure /
temperature liquid R134a through the small variable
orifice of the TX valve and into the low pressure side
of the A/C System. The R134a is now under low pressure /
temperature vapour where heat from the cabin being blown
over the evaporator coil surface is absorbed into the colder
low pressure refrigerant. The R134a is then pulled through
the evaporator and into the compressor. The A/C cycle
begins again as the R134a vapour is compressed and
discharged under pressure

Heat Transfer
R134a in the LOW-PRESSURE side is COLD and can
Absorb large quantities of heat from the air moving over
The evaporator.
R134a in the HIGH-PRESSURE side is HOT and the
cooler ambient air moving over the condenser can absorb
heat from it.

Summary
- When the R134a pressure is low, the R134a
Temperature is low
- When the R134a pressure is high, the R134a
Temperature is high.

Page 1190
 Maintenance Manual Revision 1 Combo 5000

A/C System with Thermal Expansion Block, Serpentine Condenser and Serpentine
Evaporator

NOTE

Temperatures given below are examples only.

Page 1191
Maintenance Manual Revision 1 Combo 5000

6.2 System Testing

6.2.1 Pressure Gauges

An accurate diagnosis and determination of air conditioning system function, and more
importantly, malfunction, depend largely upon the ability of the technician to interpret gauge
pressure readings. It is critical that technicians are equipped with a refrigeration manifold and
gauge set when testing the A/C System.

An improper gauge reading will relate to a specific problem. More than one problem may be
associated with particular gauge reading, however a system operating normally will have a
low-side gauge pressure reading that corresponds with the temperature of the liquid
refrigerant as it becomes a vapour while removing heat from the air flowing over the
evaporator coil surface. The high-side gauge readings should correspond with the temperature
of the vapour as it becomes a liquid while giving up its heat to the ambient air flowing
through the condenser.
Any deviation from ambient dependent normal gauge readings, other than slight, indicates a
malfunction. This malfunction, if within the system, may be caused by a faulty control
device, a restriction, or defective component. The engine may also effect the system
performance and will be noted as abnormal gauge readings.

Pressure Gauge Pre-Check

Always inspect pressure gauges to ensure the needles rest at zero on both the low and high
sides on atmospheric pressure. If the needles do not rest on zero, remove the hoses, open both
taps, detach the dial face and gently turn the adjustable screws until the needles rest on Zero.
Reconnect hoses and close taps.

Page 1192
Maintenance Manual Revision 1 Combo 5000

6.2.2 A/C System Performance Check

Pressure gauges reading in normal condition.

Gauges shows normal operation of

A/C System
If the pressure readings to the ambient
temperatures are different to these, then
the system is probably defective.

NOTE
Pressure gauge readings
(Low & High) depends on
outside temperature

1. Suction Pressure V’s Ambient Temperature

Example:
The outside temperature is 25’C.
The suction pressure we have
measured is 2Bar. The graph
shows that the point is in the
normal pressure

2. Discharge Pressure V’s Ambient Temperature

Example:
The outside temperature is 25’C.
The discharge pressure we have
measured is 12Bar. The graph
shows that the point is in the
normal pressure

Page 1193
 Maintenance Manual Revision 1 Combo 5000

6.2.3 Trouble Shooting

Faulty Performance of A/C System

As mentioned earlier, correct pressure gauge readings may show particular problems or
associate to a possible problem.

NOTE

(F) Fixed Displacement Compressor, (V) Variable Displacement Compressor

Page 1194
 Maintenance Manual Revision 1 Combo 5000

Faulty Performance of A/C System

NOTE

(F) Fixed Displacement Compressor, (V) Variable Displacement Compressor

Page 1195
Maintenance Manual Revision 1 Combo 5000

A/C System is Noisy

The noise heard when the A/C system is first turned on is not due to defect. In the event of
persistent noise, check for the presence of one of the following malfunction causes and apply
the corresponding solution.

In the following instances, a few defective components of the A/C system create an incorrect
inlet and outlet pressure. This phenomenon causes noise in the compressor that is actually
due to one of the causes listed below and NOT to the compressor itself.

- Incorrect amount of refrigerant (30-35% more or 70-75% less).

- Expansion Valve stuck shut or blocked
- Compressor displacement regulator valve defective (for variable displacement
compressors only)
- Clogging in the A/C system circuit
- Filter saturated with moisture.

Page 1196
Maintenance Manual Revision 1 Combo 5000

The Condenser does not dissipate enough Heat

Cause Solution
Air flow blocked by dirt/shotcrete Clean the Condenser thoroughly.
accumulated on the condensor
The Pressure Switch is not tripped at the Replace the defective part if necessary
correct pressure and temperature levels
The Electric Fan is not working Power the fan directly, replace if it still does
not work

Incorrect refrigerant amount

Air or incondensable gases or moisture in the A/C System

Cause Solution
Incorrect refrigerant amount (30-35% 1) Recover the Refrigerant
excessive or 70-75% lack) 2) Replace the A/C Filter (If filter is
Contaminated refrigerant saturated with moisture)
Filter Sturated with moisture 3) Evacuate the incondensable gases
and moisture from the A/C System.
Run the vacuum pump for at least
30mins.
4) Check the Vacuum seal using a
pressure gauge control.
5) Restore the recommended amount of
refrigerant to the system as well as
any oil recovered together with the
refrigerant.

Page 1197
Maintenance Manual Revision 1 Combo 5000

Expansion Valve Defective

Page 1198
Maintenance Manual Revision 1 Combo 5000

Ice on the Evaporator Core

Page 1199
Maintenance Manual Revision 1 Combo 5000

Blockage in the A/C System Circuit

A very useful diagnostic aid is the “feel test”. As the name implies it is a matter of quite
simply feeling tubes and components for temperature drops, indicating possible blockage
location.
By this stage you would be aware of what side of the A/C System should be hot and which
side should be cold. But what also happens with the pressure gauge reading, sometimes they
don’t make sense.
The location of the charge ports in relation to the A/C System MUST be taken into
consideration. A pressure gauge reading could be high or low depending on what side of the
charge port the blockage is located. Use the “Feel Test” as well as the pressure gauge
readings.

Normal System

High Side – Hot

Low Side - Cold

Blockage – High Side (After charge port)

High Side Pressure – High
Low Side Pressure – Low to Normal

- High Pressure Switch will not deactivate the A/C

System, Low pressure switch might.
- Compressor Noisy
- High side hose very hot before blockage
- High side hose very cool to warm after blockage

Blockage High Side (Before charge port)

High Side Pressure – Low
Low Side Pressure – Low to Normal

- High pressure switch will not deactivate the A/C

System, low pressure switch might.
- Compressor Noisy
- High Side hose very hot before blockage
- High Side hose very cool to warm after blaockage

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Maintenance Manual Revision 1 Combo 5000

Blockage – Low Side (After charge port)

High Side Pressure – Low
Low Side Pressure – High

- Low pressure switch will deactivate the A/C

System
- Frosting of the low side hose/fittings before the
blockage

Blockage – Low Side (Before charge port)

High Side Pressure – Low
Low Side Pressure – Low to Vacuum

- Low pressure switch will deactivate the A/C

System
- Frosting of the low side hose/fittings before
The blockage

Blockage – Orifice Tube (Orifice Tube System)

High Side Pressure – Low
Low Side Pressure – Low to Vacuum

- Low Pressure Switch will deactivate the A/C

System
- Frosting of the tube after the orifice tube

Blockage – Receiver Drier

High Side Pressure – High
Low Side Pressure – Low to Vacuum

- Low Pressure Switch will deactivate the A/C

System
- If the blockage is in the receiver drier itself, the
The outlet tube will be frosted

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Maintenance Manual Revision 1 Combo 5000

Checking refrigerant charge (Orifice tube System)

Run the A/C System, place one hand at the outlet side
Of the orifice tube and one hand on top of the
Accumulator.
If the temperature of the accumulator is higher than the
Temperature after the orifice tube, then the refrigerant
Charge is not to specification. Add 150g and recheck.

Blockage – Condenser

A Change of state, where high pressure vapour forms

into a high pressure liquid during the movement through
the condenser, takes place within approximately the first
1/3 of the condenser. With this change of state a slight
(depending on ambient temperature) temperature change
takes place.
Using your finger, follow the tubes of the condenser
(avoid burning you skin), you can feel where the change of
state takes place. This change however will be quite
subtlehe first. But if you feel the difference in temperature
before approximately the first 1/3, a blockage maybe
present.
With the parallel flow design condenser, refrigerant flows
through more than one tube, so the possibility exists that
the condenser will operate sufficiently in lower ambient
temperatures. B ut when the ambient temperature
increases and greater refrigerant flow is required, a
blockage in one tube will cause problems such as poor
performance and excessive discharge pressures.

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 Maintenance Manual Revision 1 Combo 5000

6.3 Refrigerant Specifications

Refrigerant Type – R134A

Refrigerant Qty – 0.4kg

NOTE

When checking refrigerant levels always test with engine at 1500RPM and
ensure High Pressure Side is 12-16 Bar and Low Pressure Side is 1-3 Bar

Page 1203
Maintenance Manual Revision 1 Transmix 5000

7 Mixer Bowl

7.1 Mixer Drum Gearbox Manual

Page 1204
 PMB series

RIDUTTORE per MIXER TRUCK

AUTOBETONIERA GEARBOXES
MANUALE di USO e OPERATION and
MANUTENZIONE MAINTENANCE MANUAL

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INDICE INDEX

1) Cronologia Revisioni ............................ 3 1) Revision History ................................... 3

2) Descrizione dei simboli ........................ 4 2) Symbols Description ............................. 4
3) Norme di Sicurezza .............................. 5 3) Safety Regulations ............................... 5
4) Identificazione del prodotto ................ 6 4) Product Identification .......................... 6
5) Configurazioni ..................................... 7 5) Configurations ..................................... 7
6) Fissaggio del riduttore ......................... 8 6) Gearbox Fixing Details ......................... 8
7) Sollevamento riduttore ..................... 11 7) Gearbox handling .............................. 11
8) Protezione per il trasporto ................ 12 8) Transportation and Storage ............... 12
9) Avvertenze ........................................ 13 9) Warnings ........................................... 13
10) Accoppiamento al motore ............... 15 10) Motor Coupling ................................ 15
11) Olio .................................................. 16 11) Oil .................................................... 16
12) Sensore tachimetrico....................... 17 12) Speed sensor .................................... 17
13) Pompa Acqua .................................. 18 13) Water Pump .................................... 18
14) Massimo carico sulla flangia ............ 19 14) Load Limits ...................................... 19
15) Serbatoio d’acqua............................ 20 15) Water tank ...................................... 20
16) Contatti ........................................... 22 16) Contacts........................................... 22

NOTA DISCLAIMER
Questa pubblicazione annulla e sostituisce ogni This publication supersedes and replaces any
precedente edizione o revisione. previous issue and revision.

PMP Industries S.p.A. si riserva il diritto di PMP Industries S.p.A. reserves the right to
apportare opportune modifiche senza preavviso. implement modifications without notice.

Vietata la riproduzione, anche parziale, senza It is prohibited the reproduction of this manual in
specifica autorizzazione. whole or in part, unless expressly authorized.

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1) CRONOLOGIA REVISIONI 1) REVISION HISTORY

Approvato (Post Vendita) / Approved (After Sales)

Rev. 01-2010 29/01/2010
_________________________________________
Prima emissione del manuale / Manual first issue of the
Approvato (Post Vendita) / Approved (After Sales)
Rev. 02-2010 18/11/2010
_________________________________________
Tolto RO1.0008 e RO1.0015 / Deleted RO1.0008 and RO1.0015
Approvato (Post Vendita) / Approved (After Sales)
Rev. 03-2013 14/06/2013
_________________________________________
Creazione Manuale per Serie PMB / PMB series Manual creation

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2) DESCRIZIONE DEI SIMBOLI 2) SYMBOLS DESCRIPTION

WATCH YOUR FEET, YOUR BACK

ATTENZIONE AI PIEDI, ALLA
AND
SCHIENA E ALLE MANI: OGGETTO
YOUR HANDS: COMPONENT IS
PESANTE DA
HEAVY,
MOVIMENTARE CON CAUTELA
MOVE IT CAREFULLY

ATTENZIONE !!! WARNING !!!

PERICOLO DI USTIONI !!! RISK OF BURNS !!!

ATTENZIONE !!! WARNING !!!

OPERAZIONE VIETATA !!! PROHIBITED OPERATION !!!

PRESCRIZIONE OBBLIGATORIA COMPULSORY REQUIREMENT

SERRARE CON TIGHTENING WITH

CHIAVE DINAMOMETRICA DYNAMOMETRIC WRENCH

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3) NORME DI SICUREZZA 3) SAFETY REGULATIONS

Questo manuale fornisce una visione generale del This handbook gives just an overall view of the
riduttore e si rivolge quindi a personale
gearbox unit and is addressed to skilled workman
qualificato e in possesso delle appropriate
attrezzature. with proper tools (properly equipped).

Per lo smontaggio / montaggio riduttore è Detailed descriptions of disassembly-assembly of

disponibile su richiesta una versione più gearbox are available in separate document.
dettagliata del manuale.
During operations of maintenance, assembly and
Durante le operazioni di manutenzione e di
disassembly use caution and proper safety
montaggio / smontaggio usare sempre cautela e
un adeguato equipaggiamento di sicurezza a equipment in observance of the rule of law.
norma di legge

ATTENZIONE! ATTENTION!
Alcuni pezzi sono molto pesanti Gearbox is made with heavy parts:
e/o taglienti: usare adeguate secure the parts and use proper
imbracature e/o sistemi di
lifting equipment.
sollevamento.

ATTENZIONE! ATTENTION!
In normali condizioni di Under normal working conditions
funzionamento il riduttore non the gearbox shall never exceed a
deve mai superare la temperatura
temperature of 100°C (212°F).
di 100°C (212°F). Qualora tale
soglia massima fosse superata si If this temperature limit is exceeded
raccomanda di interromperne it is recommendable to suspend
l’utilizzo e di attenderne il usage and wait for the cooling of the
raffreddamento. gearbox.

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4) IDENTIFICAZIONE DEL PRODOTTO 4) PRODUCT IDENTIFICATION

Ogni singolo riduttore è dotato di una targhetta di Each gearbox is supplied with an identification
identificazione (fig. 1). nameplate (fig. 1).

In caso di richiesta ricambi, informazioni ed If necessary, for spare parts enquiries,

assistenza, identificare e specificare il modello del information and service support, identify the
prodotto ed il N° di serie rilevabili sulla targhetta. models and the serial numbers reported on the
nameplates.

La targhetta di identificazione deve The data stamped on the

essere mantenuta integra e visibile. nameplate must always be visible
and undamaged.

fig.1

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5) CONFIGURAZIONI 5) CONFIGURATIONS

Senza attacco pompa acqua Without water pump connection

Con attacco pompa acqua a sinistra With water pump connection to the left

Con attacco pompa acqua a destra With water pump connection to the right

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6) FISSAGGIO DEL RIDUTTORE 6) GEARBOX FIXING DETAILS

Il riduttore deve essere fissato al tamburo della The gearbox is fixed on the drum by 24 M16
betoniera tramite 24 viti M16 poste sulla flangia screws, placed on the centering flange (see fig. 2).
centrale (fig. 2).
Le 24 viti M16 devono presentare The 24 screws must submit a
una classe di resistenza non minimum resistance class equal to
inferiore a 10.9 e la coppia richiesta
10.9. The tighten torque required
per il serraggio non deve essere
inferiore a 300Nm . should not be less than 300Nm.
La flangia di supporto del tamburo è calettata su The support flange of the drum is keyed on a self-
un cuscinetto orientabile ed è collegata al aligning roller bearing and it is connected to the
riduttore tramite un giunto. gearbox group by a toothed joint.
Questa soluzione permette al riduttore di This solution allows the gearbox to transmit the
trasmettere la coppia al tamburo anche se si
torque to the drum even if the flange and the
verifica un disallineamento tra la flangia e l'asse
principale del riduttore, condizione che si verifica main axle of the gearbox are not perfectly
normalmente per “errori” di carpenteria e per le aligned: this could happen due to “mistakes” in
flessioni del telaio e del tamburo stesso in the joinery and for the bending of the frame and
condizioni di lavoro. of the drum in the working conditions.
Per motivi di sicurezza il disallineamento massimo For safety reasons the max misalignment is
è vincolato in un intervallo di +/-6° da un blocco limited to +/- 6° by a mechanical stop (fig. 3). In
meccanico (fig. 3). In ogni caso la miglior
any case the best assembly solution is the one
condizione di accoppiamento si ottiene nella
situazione priva di disallineamento. with little or no misalignment.

Viti M20
Screw M20

fig.2 fig.3

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Durante il montaggio del riduttore verificare che: During the assembly of the gearbox check that:

• la quota presa nei tre punti indicati sia • each dimension taken at three indicated point
contenuta nel relativo range is contained into the suggested range
• in un qualsiasi punto sul flangione, durante una • in any point on the flange, during
rotazione, l’oscillazione totale sia contenuta a rotation, the total oscillation is within
all’interno del millimetro di ampiezza 1 mm of amplitude

come specificato nella figura 4. as shown in fig. 4.

Il mancato rispetto di queste indicazioni può If these instructions are not respected the life of
compromettere la durata del riduttore. the gearbox may be strongly reduced.

PMB 6.5 | PMB 7.1 PMB 6

PMB 7.2 PMB 7.8 / PMB 8

fig.4

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6) FISSAGGIO DEL RIDUTTORE 6) GEARBOX FIXING DETAILS

Il riduttore viene fissato al castello tramite 6 viti The gearbox shall be fixed to the pedestal through
M20 (fig. 5). 6 M20 screws (see fig. 5). The pedestal surfaces
Predisporre un telaio con superfici di appoggio on which the gearbox is mounted should have the
complanari caratterizzate da: following characteristics:

• una planarità di 0.15 mm; • flatness of 0.15mm;

• da una rugosità media (Ra) inferiore o uguale a • average roughness lower or equal to 6.3 μm.
6.3 μm. (vedi fig. 4); (see on fig.4);

Le 6 viti M20 (tre per ogni lato)

The 6 M20 screws (three for each
devono presentare una classe di
resistenza non inferiore a 10,9. side) must be class 10,9 or higher.
La coppia richiesta per il serraggio The tightening torque required is not
non deve essere inferiore a 600Nm. less than 600Nm.
E’ necessario utilizzare rondelle
Washers must be used for screws
sottotesta sia per le viti che per i
dadi (fig. 5 e 6). and nuts (see fig 5 and 6).

A completamento dell’ installazione To complete the mounting, two

si richiede di saldare sul castelletto mechanical stop blocks (i.e., one for
di sostegno un quadro di fermo per each side) must be welded on the
ciascun lato, preventivamente posto front of the pedestal to support the
in battuta sul riduttore (fig. 5 e 6). gearbox (Fig. 5 and 6).

Viti M20 Rondelle Viti M20 Rondelle

Screw M20 Washers Screw M20 Washers

Dado autobloccante M20 DIN 980 o dado e

Quadro di fermo Quadro di fermo controdado
Mechanical stop block Mechanical stop block Self-locking nuts M20 DIN 980 or locknuts

fig.5 fig.6

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7) SOLLEVAMENTO RIDUTTORE 7) GEARBOX HANDLING

E’ assolutamente vietato frapporre When lifting the gearbox, absolutely

cinghie o catene tra la flangia e il avoid positioning straps or chains
corpo del riduttore (fig. 7) allo scopo between the output flange and the
di sollevare la trasmissione. gearbox housing (fig. 7) .

Si raccomanda di agganciare cinghie o catene nei It is recommended to hook straps or chains to the
fori (A in fig. 8) presenti sulla superficie superiore holes (A in fig.8) on the upper surface of the
del riduttore. gearbox housing.

fig.7 fig.8

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8) PROTEZIONE PER IL TRASPORTO 8) TRANSPORTATION AND STORAGE

I riduttori vengono normalmente forniti in coppia The gearboxes are usually supplied in pairs and
e consegnati su speciali pallet che li vincolano delivered on a special pallet which holds firm the
impedendone il danneggiamento. Come ulteriore gearboxes during transportation. The gearboxes
forma di sicurezza i riduttori vengono tenuti uniti are also joint together through a bolt that keeps
tra loro per mezzo di un bullone. them together and firm.

Il riduttore esce dalla fabbrica con applicate una Gearbox inputs (i.e., hydraulic motor and water
serie di protezioni per garantirne l’integrità pump) are covered with protection devices (see
durante la fase di trasporto (fig. 9) fig. 9)

Nello specifico si tratta: In details:

• della protezione pignone motore, inserita con • motor pinion protection
interferenza
• (solo per versione CP) Protezione attacco • (only for CP version) water pump connection
pompa acqua fermata con 3 viti M8 protection fixed with 3 M18 screws.

ATTENZIONE: é necessario ATTENTION: please remove these

rimuovere tali protezioni prima del protection devices just before
montaggio del motore e della botte. making connections.

Staffa di fissaggio (*)

Clamp (*)

Protezione attacco pompa (solo versione CP)

Water pump connection protection (CP version only)

Protezione pignone motore

Motor pinion protection

fig.9

(*) Applicata solo su riduttori venduti singolarmente in casi eccezionali. Rimuovere prima del montaggio.
(*) Applied only on gearboxes supplied, as an exception, individually. Remove prior to connect.

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9) AVVERTENZE 9) WARNINGS

1) La cuffia paraolio (2) (vedi fig. 10) è realizzata 1) Output flange seal (see fig. 10) is made of NBR
in NBR (Acrilo-nitrile butadiene).
(i.e., NITRIL BUTADIENE RUBBER).
Evitare l’uso di vernici che potrebbero
danneggiarla! Protect it during painting and avoid the use of
2) Non spruzzare liquidi ad alta pressione paints that could damage it!
direttamente sulla cuffia paraolio; particelle di 2) Do not use high pressure jets directly on the
sporco potrebbero essere iniettate al interno del output flange seal: dust or dirt particles could get
riduttore e danneggiare i labbri di tenuta della
inside the gearbox and damage the seal lips.
cuffia.
3) Se il riduttore è immagazzinato per lungo 3) If the gearbox is stored for a long time before
tempo prima dell’installazione, assicurarsi che la installation, ensure that the output flange is kept
flangia sia allineata usando una staffa (Fig. 11) aligned with a clamp (Fig. 11), in order to avoid
altrimenti la cuffia paraolio potrebbe subire delle
damage to the output flange seal.
deformazioni temporanee che potrebbero
causare dei trafilamenti quando il riduttore è in
funzionamento.

Cuffia Paraolio (2) Staffa di fissaggio

Sealing Collar (2) Clamp

fig.10 fig.11

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9) AVVERTENZE 9) WARNINGS

4) Evitare di immagazzinare il riduttore in zone 4) Avoid to store the gearbox in outdoor areas, or
all’aperto, esposte ad intemperie o areas exposed to the weather or humid;
eccessivamente umide; 5) Protect the gearbox coupling surfaces (e.g.,
6) Proteggere sempre e comunque le superfici di flange, inputs and joints) with an appropriate
accoppiamento come flange alberi e giunti con un protecting product;
adeguato prodotto antiossidante; 6) When installing the gearbox on the drum, avoid
7) Evitare di preinstallare il riduttore sul tamburo leaving it hanging loose. This can seriously
lasciandolo penzolare liberamente. Tale damage the output flange seal (see fig. 12 e 13
operazione può seriamente danneggiare la cuffia below);
di tenuta (vedi fig. 12 e 13);

Tamburo
NO!
Drum
Riduttore
Gearbox

fig.12

NO!

fig.13

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10) ACCOPPIAMENTO AL MOTORE 10) MOTOR COUPLING

Nelle figure 14 e 15 è possibile vedere una parte Fig. 14 and 15 show the gearbox connection to
specifica della connessione al motore idraulico: il the hydraulic motor: the gearbox is supplied with
riduttore viene fornito con un O-ring per la an O-Ring to be applied to the motor.
connessione al motore. The motor coupling is a SAE type splined
L’accoppiamento al motore avviene tramite un
connection with 21 teeth.
collegamento scanalato tipo SAE a 21 denti.
Splined connections with a different number of
Su specifica richiesta è possibile ottenere
collegamento scanalato con un differente numero teeth are available on request.
di denti. La trasmissione può essere fornita The gearbox can be supplied with or without the
indifferentemente con o senza attacco pompa. pump connection.

fig. 14 fig. 15

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7.2 Mixer Drum Gearbox Lubrication

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11) OLIO 11) OIL

ATTENZIONE: il riduttore è fornito senza olio: non ATTENTION: the gearbox is supplied without oil.
utilizzare il riduttore prima di aver effettuato il Make sure to fill the gearbox with the appropriate
rifornimento. Rifornimento, drenaggio e rabbocco oil quantity prior to operating it.
dell’olio si effettuano attraverso i tappi indicati in Gearbox filling, draining and refilling shall be
fig. 16. Il rifornimento può avvenire carried out through the plugs shown in fig. 16.
indifferentemente dal tappo [1] o [2], il livello è The oil filling can be carried out from plugs [1] or
dato dal tappo a specola [3]; lo scarico olio si può [2] and the oil level can be seen through the sight
eseguire tramite il tappo [4]. La quantità di olio da glass [3]. The oil draining shall be done trough
inserire per il raggiungere il livello corretto è plug [4].
indicata sul disegno di installazione. Utilizzare The oil quantity needed to reach the correct level
solo olio di tipo minerale. Al fine di garantire la is indicated on the installation drawing. Use only
massima protezione alla trasmissione e ai a mineral type oil.
cuscinetti si consiglia di usare olio tipo: Recommended oil type is:
SAE 85W90 API GL4/GL5 SAE 85W90 API GL4/GL5
La trasmissione di potenza è completamente fatta The power transmission is completely made of
di acciaio cementato così che non rilascia alcuna hardened steel so that it does not release any of
delle impurità che solitamente si formano a causa the impurities that are usually formed due to
dell’usura in un accoppiamento acciaio-ghisa. wear in a mating steel-cast iron
Ogni 1500 ore di lavoro si raccomanda di: Every 1500 gearbox working hours we
• sostituire l’olio del riduttore recommend to:
• verificare il buon funzionamento della • change the gearbox oil
valvola di sfiato e di pulirla (se ostruita • check the functionality of the breather
può portare a un’ usura più rapida delle plug and clean it if necessary (i.e., if
guarnizioni) obstructed could give faster wear of seals)
• verificare la coppia di serraggio delle 6 viti • check the tightening torque of the screws
M20 di collegamento al telaio e delle 24 on the pedestal (i.e., 6 M20 screws) and on
viti M16 di collegamento alla botte (vedi the drum (i.e., 24 M16 screws); see fig.2
fig. 2 e 3 a pagina 8) and 3 on page 8.
Si raccomanda inoltre di verificare regolarmente il It is recommended to regularly check the oil level
livello dell’olio attraverso il tappo trasparente (3) from the sight glass (3) and top it back to the
e di rabboccare se necessario. appropriate level, if necessary.

2
3

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8 Shotcrete Boom Assembly

8.1 System Operation, Testing and Adjusting

8.1.1 System Operation

The Combo 5000 has a triple extension slewing boom. Vertical movement is achieved via a hydraulic
lift cylinder. A rack and pinion assembly provides horizontal slewing.

A rotation motor style shotcreting nozzle assembly attached to the boom extension allows 360O
rotation with 110O tilting motion. This system allows for accurate control of the spray nozzle
assembly. Air and chemical injection is facilitated at the nozzle head.

The Combo 5000 Boom and orbital head assembly is controlled using a 3 joystick radio remote
control system.

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8.1.2 Testing and Adjusting

For the Boom and Orbital Head to operate effectively it is critical that regular testing be
carried out to ensure the system operates in a safe and trouble free manner. To ensure this the
following tests should be carried out at regular intervals during the maintenance of the unit:-

a) Control Speed Testing and Adjusting

The boom and orbital head assembly function control speeds are set in the factory.
These speeds are critical to the performance of the unit. If the speeds are too fast the
operational life of the boom will be reduced significantly. See the table below for the
operational speeds

Boom Extension Speed From Fully Retracted to Fully Extended 16-18 Seconds
Boom Retraction Speed From Fully Extended to Fully Retracted 16-18 Seconds
Boom Fully Raised Speed From Lowest Point to Highest Point 17-20 Seconds
Boom Fully Lowered Speed From Highest Point to Lowest Point 17-20 Seconds
Boom Slew Left Speed Through 180’ from Right to Left 35-40 Seconds
Boom Slew Right Speed Through 180’ from Left to Right 35-40 Seconds
Nozzle Rotate Left Speed From Rotated Fully Right to Rotated Fully Left 3-5 Seconds
Nozzle Rotate Right Speed From Rotated Fully Left to Rotated Fully Right 3-5 Seconds
Nozzle Tilt Forward Speed From Tilted Fully Back to Tilted Fully Forward 3-5 Seconds
Nozzle Tilt Back Speed From Tilted Fully Forward to Tilted Fully Back 3-5 Seconds

If it is necessary to adjust the speeds follow the procedure below:-

1) Start the unit and arm the radio remote control

2) Increase the engine RPM to max 2200rpm
3) Operate the function and time the movement
4) If the movement is either too slow or too fast it will be necessary to adjust the
mechanical stops on the boom control valve
Speed
Speed Adjustment
Adjustment Screws
Screws

Figure 1. Boom Control Valve Figure 2. Boom Control Valve Adjustment

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5) There are two adjustment screws on each segment of the boom control valve bank
each adjustment corresponds with a particular function ie:- Boom Extend has one
screw . Boom Retract has another screw for adjustment.
6) If the Function in question requires speeding up, unlock the speed adjustment
screw lock nut and using an allen key wind the screw out (Counter-Clockwise)
until the desired speed is achieved. As shown in Figure 2 Above
7) Relock lock nut
8) If the Function in question requires slowing down, unlock the speed adjustment
screw lock nut and using an allen key wind the screw in (Clockwise) until the
desired speed is achieved. As Shown in Figure 2 Above
9) Relock the Lock nut.

b) Boom Circuit Hydraulic Compensator Pressure

The boom circuit hydraulic compensator pressure is factory set to 250Bar. To test this
simply plug a pressure gauge into the test point panel as shown in Figure 3 below then
follow the procedure below:-

1) Plug In Pressure Gauge 0 – 400 Bar

2) Start the unit
3) Arm the Radio Remote Control
4) Select the Boom Retract function and hold till it fully retracts
5) Read the Pressure gauge should reach 250Bar

Boom System
Pressure test
point

Figure 3. Test Point Panel

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If the Compensator pressure is not set at 250Bar it will be necessary to adjust. Follow
the procedure below to adjust the pressure.

1) Plug In Pressure Gauge 0 – 400 Bar

2) Start the unit
3) Arm the Radio Remote Control
4) Select the Boom Retract function and hold till it fully retracts
5) Read the Pressure gauge should read 250Bar if Pressure is below 250 Bar loosen
the lock nut on the Compensator DR Adjustment as shown below and wind in
(Clockwise) Until desired pressure 250Bar is achieved, then relock the lock nut.

Pressure
Compensator
Adjustment
“DR”

Figure 4. Open circuit axial piston pumps 95cc

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c) Slewing System Back Lash

It is important to check that the slewing system has the correct backlash. This can be
checked by following the Procedure below :-

1) Slew Boom to 90’ from Centre as shown in Figure 5 Below

2) Apply pressure by physically pushing with your hand in the directions shown in
Figure 5 Below.
3) If the back lash is too great ie: you can feel the boom rocking as you push against it.
Then the backlash between the Racks and Pinion must be reduced.
4) To adjust the back lash, loosen the set screw lock nut as shown in Figure 5 Below
5) Turn the set screw clockwise until slight resistance is felt then relock the set screw
lock nut.
6) Carry the same procedure as in # 5 above out on the opposite side.

Back Lash
Adjustment
Screws

Figure 5. Slewing System Back Lash Adjustment

d) Wear Pads Thickness

Visually inspect the wear pads at weekly intervals. The wear pads must be changed
when the thickness is = or < than 6mm. Failure to replace the wear pads when they
have reached the stated wear thickness limit can result in them coming and out of the
boom and will affect the operation and safety of the boom.

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8.2 Assembly and Dissasembly

8.2.1 Assembling and Disassembling the Boom Base

It is essential that during the assembly process of the Boom Base the work area is clean and
all components are thoroughly cleaned prior to assembly.

Stage 1 “Preparing the Boom Base Weldment”

The first stage of assembly begins with the Boom Base Weldment as shown below “See
Figure 6”.

Clean area
thoroughly

Figure 6. Boom Base Weldment

Clean the Boom Base weldment thoroughly prior to assembly, paying special attention to the
cylinder mounting holes and machined faces.

NOTE

Ensure the Boom Base Assembly is placed securely and level on the workshop
floor, prior to beginning assembly.

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Stage 2 “Fitting the Back Lash Pads and Adjustment Screws”

Once the Boom Base Weldment is placed in a stable & level position, it is now possible to
begin assembly. Firstly take the backlash wear pads and adjustment screws and fit into the
weldment as shown below.

Leave the
Adjustment screws
wound out for the
moment

Figure 7. Fitting the Back Lash Wear Pads and Adjusting Screws

NOTE

The back lash adjustment screws will be adjusted later on in the assembly
once the boom column has been fitted

Stage 3 “Fitting the Racks”

Place the two racks into the weldment as shown below

Figure 8. Fitting the Racks

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Stage 4 “ Fitting the Hydraulic Pistons”

Clean the Hydraulic Pistons and fit the wear strips and piston U-Seals to each of the 4
Pistons. Then fit each piston to the ends of the racks as shown below

Figure 9. Fitting the Hydraulic Pistons

Stage 5 “Fitting the Hydraulic Piston Retainer Pins”

Fit the Hydraulic Piston Spring Pins to lock the pistons in place. These will need to be
hammered into place using a pin punch.

Figure 10. Fitting the Hydraulic Tie Rods

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Stage 6 “Fitting the Hydraulic Cylinders”

Prior to fitting the hydraulic cylinders ensure they are spotlessly cleaned. Then apply clean
hydraulic oil to the Hydraulic Piston Seals. Then follow the procedure below :-

4
1

2
3

Figure 11. Fitting the Hydraulic Cylinders

1) Fit Cylinder Number 1 as shown above and fit the Capscrews and Washers then
tighten the Capscrews to 50Nm.
2) Push the rack into the fitted cylinder # 1 until it bottoms out in the direction shown
above by the Red Arrow.
3) Fit Cylinder Number 2 as shown above and fit the Capscrews and Washer then tighten
the Capscrews to 50Nm.
4) Push the rack into the fitted cylinder # 2 until it bottoms out in the direction shown
above by the Blue Arrow.
5) Fit Cylinder Number 3 & 4 as shown above and fit the Capscrews and Washer then
tighten the Capscrews to 50Nm.
6) Now tighten all Capscrews as per torque recommendations below.

1) Torque M14 Capscrews to 40% of full torque = 70 NM Then >

2) Torque M14 Capscrews to 70% of full torque = 123 NM Then >
3) Torque all fasteners to full torque using a cross pattern. 176NM Then >
4) Apply at least one final full torque to all Capscrews in a
clockwise direction until all torque is uniform.

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Stage 7 “Fitting the Bushes to the Boom Base”

Prior to fitting the bushes to the Boom base ensure the mating surfaces are clean and free
from any signs of damage.

Figure 12. Fitting the Bushes to the Boom Base

Apply a thin layer of grease to the internal and external of the bushes and insert into the boom
base as shown above.

8.2.2 Assemble the Boom Column

Stage 8 “Fitting the Boom Column to the Boom Base”

The boom column can now be fitted to the boom base assembly, ensure that the column
mating surfaces are cleaned and a thin layer of grease is applied.

Figure 13. Fitting the Boom Column

Ensure the boom column is facing 90’ to the boom base weldment as shown above and is
facing away from the saddle clamp welded pad. This will ensure the boom is in the correct
operational position.

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Stage 9 “Fitting the Boom Lift Cylinder”

The boom Lift cylinder can now be fitted, ensure all mating faces are cleaned

Figure 14. Fitting the Boom Lift Cylinder

Firstly prior to lifting the boom lift cylinder into position fit the bushes to the cylinder clevis’
as shown above. These may need to be tapped into place with a soft hammer. Once fitted
apply a thin layer of grease to the inside of the bushes and lift into place as shown above.
Then fit the boom lift cylinder bottom pin and using circlip pliers attach the circlips.

NOTE

Tie the Boom Lift Cylinder back against the Boom Column to prevent
cylinder from falling forward.

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8.2.3 Assembling and Disassembling the Boom Extensions

Stage 10 “Fitting the Main Stage Extension Body”

Figure 15. Fitting the First Stage Extension Body

Ensure the Boom Base is secure prior to fitting the Main Stage Extension Body. Then fit the
bushes to the extension body as shown above in preparation for lifting into place. Once the
bushes are fitted lift the body into place and fit the pins as shown above then with circlip
pliers fit the circlips to retain the pins.

Stage 11 “Fitting the Guide Rail”

Figure 16. Fitting the Guide Rail

Next fit the Hydraulic Cylinder guide rail to the body as shown above and tighten the M8
Capscrews to 32Nm.

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Stage 12 “Fitting the Main Stage Weldment Slides”

Figure 17. Fitting the Sliding Blocks

Fit the sliding block nuts into the sliding block and place into position inside the boom
segment then insert the M8 x 12mm Hex Bolt with Flat Washer through the hole in the
extension weldment and tighten into the sliding block torque to 32Nm typical both block
assemblies. Then fit the Metal V Insert into the section and retain with two retaining screws.

Stage 13 “Fitting the 1st Stage and Sliding Blocks”

Figure 18. Fitting the 1st Stage

The first stage will not fit into the main stage section when fully assembled therefore it is
necessary to fit the first stage into the main stage section without the sliding blocks fitted.
Once inserted slide the section all the way into the mating stage and fit the sliding blocks
from the opposite end as indicated by the red arrow above. Once the sliding blocks have
been inserted in position torque the retaining screws to 32Nm.

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Stage 14 “Fitting the 1st Stage Sliding Blocks”

Figure 19. Fitting the 1st Stage Sliding Blocks

Fit the sliding block nuts into the sliding block and place into position inside the boom
segment then insert the M8 x 12mm Hex Bolt with Flat Washer through the hole in the
extension weldment and tighten into the sliding block torque to 32Nm typical both block
assemblies. Then fit the Metal V Insert into the section and retain with two retaining screws.

Stage 15 “Fitting the 2nd Stage & Sliding Blocks”

Figure 20. Fitting the 2nd Stage & Sliding Blocks

The second stage will not fit into the first stage section when fully assembled therefore it is
necessary to fit the second stage into the first stage section without the sliding blocks fitted.
Once inserted slide the section all the way into the mating stage and fit the sliding blocks
from the opposite end as indicated by the red arrow above. Once the sliding blocks have
been inserted in position torque the retaining screws to 32Nm.

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Stage 16 “Fitting the 2nd Stage Sliding Blocks”

Figure 21. Fitting the 2nd Stage Sliding Blocks

Fit the sliding block nuts into the sliding block and place into position inside the boom
segment then insert the M8 x 12mm Hex Bolt with Flat Washer through the hole in the
extension weldment and tighten into the sliding block torque to 32Nm typical both block
assemblies. Then fit the Metal V Insert into the section and retain with two retaining screws.

Stage 17 “Sub Assembly Hydraulic Cylinders Stage 1 & 2”

Figure 22. Sub Assembly Hydraulic Cylinders Stage 1 & 2

Take the stage 1 and Stage 2 Hydraulic Extension Cylinders and orientate as shown in figure
23 above. To one end fit the guide rail follower and pin and to the other end fit the pin and
tighten both pins to 300Nm.

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Stage 18 “Fitting the 1st & 2nd Stage Hydraulic Cylinder Sub Assembly”

Figure 23. Fitting the Hydraulic Cylinders

Fit the Hydraulic Cylinder Guide Rail Follower into the guide rail slot and slot the central
pin marked above with blue arrow into the slot as shown, then retain with locking capscrew.
Then slot each cylinder rod trunnion into slots as indicated by the red arrows above and
Retain with the keeper plates and fit the retaining screws.

Stage 19 “Fitting the 3rd Stage Extension Weldment and Sliding Blocks”

Figure 24. Fitting the 3rd Stage

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The third stage will not fit into the second stage section when fully assembled therefore it is
necessary to fit the third stage into the second stage section without the sliding blocks fitted.
Once inserted slide the section all the way into the mating stage and fit the sliding blocks
from the opposite end as indicated by the red arrow above. Once the sliding blocks have
been inserted in position torque the retaining screws to 32Nm.

Stage 20 “Fitting the 3rd Stage Hydraulic Cylinder”

Figure 25. Fitting the 3rd Hydraulic Cylinder

Sit the third stage extension cylinder into its saddle and slide forward to allow clevis end to
fit into third stage extension weldment fit the pin and retain with locking pins. Then tighten
saddle assembly in place.
The Boom is now fully assembled, for disassembly simply reverse the procedure above.

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8.2.4 Assembling and Disassembling the Boom Covers

Now the boom is fully assembled it is possible to fit the protective boom covers. These
covers are fitted to protect the boom from shotcrete rebound and from rock falls. Follow the
procedures below to assemble and disassemble the boom covers

Stage 1 “Fitting the 1st Boom Cover”

Figure 26. Fitting the 1st Boom Cover

Drop the first cover onto the boom assembly as shown above and fit the four M10 Hex Bolts
with Flat and Spring Washers as indicated by the blue arrow above. The fit the two M8 Hex
Bolts with Flat washers and Nyloc Nuts as indicated by the red arrow above. Torque the
M10 Bolts to 38Nm and Torque the M8 Bolts to 19Nm.

Stage 2 “Fitting the 2nd Boom Cover”

Figure 27. Fitting the 2nd Boom Cover

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Drop the second cover onto the first cover as shown above and slide the cover up onto the
two M10 studs that are welded to the Boom assembly. Once in place fit the two M10 Nyloc
Nuts with Flat washers to the studs and tighten until they just pull tight then back off one
turn. This allows the covers to float slightly during operation.
Stage 3 “Fitting the 3rd Boom Cover”

Figure 28. Fitting the 3rd Boom Cover

Drop the third cover onto the second cover as shown above and slide the cover up onto the
two M10 studs that are welded to the Boom assembly. Once in place fit the two M10 Nyloc
Nuts with Flat washers to the studs and tighten until they just pull tight then back off one
turn. This allows the covers to float slightly during operation.

Stage 4 “Fitting the 4th Boom Cover”

Figure 29. Fitting the 4th Boom Cover

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Drop the fourth cover onto the third cover as shown above and slide the cover up onto the
two M10 studs that are welded to the Boom assembly. Once in place fit the two M10 Nyloc
Nuts with Flat washers to the studs and tighten until they just pull tight then back off one
turn. This allows the covers to float slightly during operation.
Boom Covers Completely Assembled

Figure 30. Fully Assembled Boom Covers

The Boom Covers are now fully assembled and can be disassembled by reversing the
procedure above.

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8.2.5 Assembling and Disassembling the Orbital Head Assembly

Stage 1 “Fitting the Manual Extension Weldment”

Figure 31. Fitting the Manual Extension Weldment

Slide the Manual Extension weldment into the Boom Assembly as shown above, then retain
with the ¾” UNF x 51/2” Hex Hd Bolt fitted with a washer under the head and under the ¾”
Nyloc Nut through the hole indicated by the blue arrow. Once fitted torque the ¾” UNF bolt
and nut to 315 Ft/Lbs.

Stage 2 “Fitting the Rotator Stop”

Figure 32. Fitting the Rotator Stop

Ensure the Mating faces are cleaned and without damage. Fit the rotator stop to the manual
extension weldment and secure with 6 x M10 Hex Hd Bolts fitted with Flat Washers both
sides and retained with M10 Nyloc Nuts. Then torque the fasteners to 54Nm. Ensure the
Stopper is located at the top when assembling.

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Stage 3 “Fitting the Rotary Motor to the Rotator Stop”

Figure 33. Fitting the Rotary motor

Ensure the Mating faces are cleaned and without damage, lift the Rotary Motor into position
ensuring the oil fill plug is located half way up to allow for filling and retain with M12 x 30
Hex Hd Bolt with Spring washers. Tighten all bolts in sequence to 94Nm.

Stage 4 “Fitting the Motor Mount”

Figure 34. Fitting the Motor Mount

Ensure all mating faces are cleaned and without damage, lift the motor mount into position as
shown above and retain with M10 Hex Hd Bolts fitted with spring washers. Tighten in
sequence to 54Nm.

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Stage 5 “Fitting the Nozzle Mount & Tilt Cylinder”

Figure 35. Fitting the Nozzle Mount & Tilt Cylinder

Ensure all mating faces and bores are cleaned and without damage, fit the Permaglide bushes
with a soft hammer lift the nozzle mount into position as shown above and fit the Dia 30mm
Pin. Fit washers to each side of the pin and lock pin in place with R Clips. Fit Cylinder,
Spacers and Pin to clevis end of cylinder and lock in place with R-Clips.

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Stage 6 “Fitting the Nozzle Mount & Nozzle ASSY”

Figure 36. Fitting the Nozzle Mount & Nozzle Assembly

Ensure all mating faces are cleaned and without damage, fit the nozzle mount adaptor plate
and retain with M12 x 40mm Bolts and Nuts with Spring Washers tension to 94Nm. Then fit
Nozzle Mount as above, then clamp nozzle into place with snap clamp

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Stage 7 “The completed Orbital Head Assembly”

Figure 37. The Completed Assembly

The Assembly is now completed for disassembly simply follow the above procedures in the
reverse order.

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9 Concrete Pumping Module

9.1 System Operation, Testing and Adjusting

9.1.1 System Operation

The concrete pump consists of a receiving hopper, two concrete cylinders and pistons,
and a swing tube concrete valve. A continuous flow of concrete through the delivery line is
produced by the sequence of operation of the two concrete pistons with the swing tube. The
swing tube rocks between the two concrete cylinders under a controlled hydraulic sequence to
direct the flow between the two concrete cylinders, the hopper and the discharge outlet.

The swing tube allows one concrete cylinder to be directly open to the hopper on the
suction stroke, while simultaneously the other cylinder is directly connected through the swing
tube to discharge. At the end of the piston travel the direction changes and the swing tube is
shifted to direct the flow output from the other cylinder to discharge.

The two concrete pistons and swing tube are driven with hydraulic power. Hydraulic
pressure and flow is alternately applied to the two hydraulic pistons which in turn drive the
two concrete pistons. Alternate pressure is applied to the ends of the swing tube throw
cylinder.

Hydraulic pressure applied to the piston rod side causes one piston to move forward on
the discharge stroke, while a closed slave loop connecting the piston head ends causes the other
piston to move back on the suction stroke. This reciprocating action is controlled by two
proximity switches. These proximity switches are located on the ends of the master hydraulic
cylinder and are electrically switched by the movement of the piston in the master cylinder.
One collar on the front of the master piston operates a proximity switch which in turn controls
the swing tube hydraulic piston changeover valve (cycle valve). The second collar on the rear
of the piston operates a second proximity switch to change piston travel direction and swing
tube motion. The control of both pistons, so they maintain an exact, opposed diagonal relation
as they reciprocate, is obtained through two simple by-pass ports “Make Up” in the slave
hydraulic cylinder. As the piston in this cylinder travels back and forth to the ends it will add
or subtract oil from the closed slave loop connection of the piston head areas of each cylinder.
Therefore on every stroke the position of the cylinders is monitored. Exact piston travel is
controlled to allow equal concrete discharge.

Figure 1
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9.1.2 Testing
For the Concrete Pumping module to operate effectively it is critical that regular tests
are carried out. These will ensure long trouble free performance of the unit. To carry out testing
of the Concrete Pumping Module the following checks should be carried out:-

a) Main Ram Pressure

The Main Ram Pressure Setting is the pre-set pressure used to control the maximum
hydraulic pressure allowed into the pumping module hydraulic pumping cylinders.
This setting is pre-set at Jacon to 150 Bar. To test this follow the procedure below

1) Locate the main ram pressure gauge at the rear of the unit. “See Figure 2”
2) Start the Unit
3) Switch Pump “ON” at the rear control panel “See Figure 2”
4) Switch Pump “Lock” at the rear control panel “See Figure 2”
5) Pumping Module will high pressure out on the Main Ram pressure Gauge.
6) Read and Record the Pressure gauge. Gauge should read 150Bar

Figure 2. Rear Pump Control Panel

b) Swing Ram Pressure
1) Locate the swing ram pressure gauge at the rear of the unit. “See Figure 2”
2) Start the Unit
3) Swing Ram Pressure will activate after approx. 5 seconds
4) Read and Record the Pressure gauge. Gauge should read 100Bar.

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9.1.3 Pressure Adjustments

a) Main Ram Pressure Setting

The Main Ram Pressure Setting is the pre-set pressure used to control the
maximum hydraulic pressure allowed into the pumping module hydraulic pumping
cylinders. This setting is pre-set at Jacon to 150 Bar. To test this follow the procedure
below

1) Locate the main ram pressure gauge at the rear of the unit. “See Figure 3”
2) Start the Unit
3) Switch Pump “ON” at the rear control panel “See Figure 3”
4) Switch Pump “Lock” at the rear control panel “See Figure 3”
5) Pumping Module will high pressure out on the Main Ram pressure Gauge.
6) Read and Record the Pressure gauge. Gauge should read 150Bar

Figure 3. Rear Controls

7) If Gauge reads lower than 150 Bar then adjust the relief valve “See Figure 4” by
loosening the lock nut with a 13mm Spanner and adjusting the valve adjustment
know in “Clockwise” until 150 Bar is achieved
8) If Gauge reads higher than 150 Bar then adjust the relief valve “See Figure 4” by
loosening the lock nut with a 13mm Spanner and adjusting the valve adjustment
know out “Counter Clockwise” until 150 Bar is achieved.
9) Re-Lock the lock nut on the relief valve.

Relief Valve

Figure 4. Relief Valve

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b) Swing Ram Pressure Setting

1) Locate the swing ram pressure gauge at the rear of the unit. “See Figure 3”
2) Start the Unit
3) Swing Ram Pressure will activate after approx. 5 seconds
4) Read and Record the Pressure gauge. Gauge should read 100Bar.
5) If Gauge reads lower than 100 Bar then adjust the unloader valve “See Figure 5” by
loosening the lock nut with a 13mm Spanner and adjusting the valve adjustment out
“Clockwise” until 100 Bar is achieved.
6) If Gauge reads higher than 100 Bar then adjust the unloader valve “See Figure 5” by
loosening the lock nut with a 13mm Spanner and adjusting the valve adjustment out
“Counter Clockwise” until 100 Bar is achieved.
7) Relock the lock nut on the Unloader Valve

Unloader
Valve

Figure 5 Unloader Valve

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9.2 Assembly and Dissasembly

Below is the completed Pumping module assembly utilised in the Combo 5000, followed by a
comprehensive assembly and disassembly instruction procedure.

Figure 6. Pumping Module Complete

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9.2.1 Assembling the Pumping Module & Hopper

It is essential that during the assembly process of the Pumping Module the work area is
clean and all components are thoroughly cleaned prior to assembly.

Stage 1 “Preparing the Hopper Shell”

The first stage of assembly begins with the hopper shell as shown below “See Figure 7”.

Clean Area
Thoroughly

Figure 7. Hopper Shell Assembly

Clean the hopper back plate thoroughly prior to assembly, paying special attention to the
cylinder holes and tie rod threads.

NOTE

Ensure the Hopper shell is placed securely and level on the workshop floor,
prior to beginning assembly.

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Stage 2 “Fitting the Tie Rods”

Once the hopper shell is placed in a stable & level position, it is now possible to begin assembly.
Take the 6 Concrete Cylinder Tie Rods and apply thread sealant to the tie rod end with the
shortest thread 1” Long. Then screw each tie rod into the corresponding six threaded holes in
the hopper back plate. Using two M20 Hex nuts back to back tighten the tie rods into the hopper
shell and torque to 372 NM.

Apply Sealant to
the threaded rods

Figure 8. Fitting the Tie Rods

Stage 3 “Fitting the Concrete Cylinders and Hopper Adaptors”

Place a piece of timber under the tie rods towards the exposed threaded end in preparation for
the concrete cylinders. Obtain the Concrete Cylinders and Hopper adaptors and clean
thoroughly. Apply a bead of silicon to the mating surfaces of the adaptors and insert into the
hopper back plate. Then apply a silicon bead to the mating surfaces of the concrete cylinder
at the short stepped end of the cylinder, and insert into the hopper adaptors.

Apply Silicon
inside and outside

Figure 9. Fitting the Concrete Cylinders and Hopper

Adaptor

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Stage 4 “ Fitting the Waterbox and Tensioning

Clean the mating surfaces of the exposed ends of the concrete cylinders and the waterbox.
Apply a bead of silicon to the exposed ends of the concrete cylinders and slide waterbox over
the tie rods forward until the concrete cylinders are firmly located into the waterbox. Place six
M20 Hex nuts on the exposed tie rod threads and tension as described below. Ensure the top
of the waterbox is in line “parallel” with the top of the hopper.

Apply Silicon
inside and outside

Slave Side

Master Side

Figure 10. Fitting the Waterbox and Tensioning

1) Hand tighten M20 Nuts. Then >

2) Torque M20 Nuts to 40% of full torque = 170 NM Then >
3) Torque M20 Nuts to 70% of full torque = 298 NM Then >
4) Torque all fasteners to full torque using a cross pattern. 426 NM Then >
5) Apply at least one final full torque to all fasteners in a clockwise direction until all
torque is uniform.

NOTE

Ensure torque procedure is followed to ensure correct alignment of cylinders

and ensure that the waterbox is parallel with the hopper to ensure the
assembly is not twisted.

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Stage 5 “Sub Assembly 1 Gland Seal Housing Assembly”

Prior to progressing further in the assembly of the pumping module it is now necessary to
assemble the gland seal housing sub assemblies. To achieve this follow the procedure below
:-

1) Clean the two gland housings thoroughly.

2) Place individually in a vice with the shallow counterbore facing up.
3) Take the 2” Vee Pack seals and apply grease. Then insert the Vee Pack into the
counterbore until fully home .
4) Turn the assemblies over in the vice so the deeper counterbore is now facing up. Insert
and adjust the 2 Bushes in the right positions in turn as below.
5) Then take the BS-244 O-Ring and apply grease. Insert into the shallow groove on the
front face “ the grease will assist in holding the ring in place”.
6) Finally insert the BS-235 O-Ring its Back Up O-Ring into the remaining groove .

NOTE

Ensure the Vee Pack must be inserted first and in the

correct way .

Vee Pack

BS-244 O-Ring Gland Housing

Bush BS-235 O-Ring and

Back Up O-Ring

Figure 11. Gland Seal Housing Assembly

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Stage 5 “Sub Assembly 2 Gland Retainer Assembly”

Prior to progressing further in the assembly of the pumping module it is now necessary to
assemble the gland seal housing sub assemblies. To achieve this follow the procedure below
:-

1) Clean the two gland retainers thoroughly.

2) Place individually in a vice with the shallow counterbore facing up.
3) Take the Wiper Seal and apply grease. Then insert into the counterbore until fully home .
4) Turn the assemblies over in the vice . Then insert and adjust the Hallite-87 Wear Trip in
the right position as picture below

Vee Pack Gland Retainer Plate

Hallite-87 Wear Trip

Figure 12. Gland Retainer Assembly

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Stage 7 “Sub Assembly 3 Gland Housing and Gland Retainer”

The Gland Housing and Gland Retainer will be assembled by using six M8x30 Socket HD Cap
Screws and six M8 Flat Washers as Fig.13 below :

Figure 13. Gland Housing and Gland Retainer Assembly

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Stage 6 “ Sub Assembly 4 Piston Rods”

Jacon will in most cases supply the Piston rod Assemblies already pre-assembled, however in
some cases it may not be the case therefore if required follow the procedure below to assemble
the piston rods.
1) Place the slave piston rod into a vice ensure the shaft is well protected from damage
by the vice.
2) Apply grease to the Internal Piston O-Ring and slide onto threaded end of the slave
piston rod and push all the way down to the corner.
3) Screw the piston onto the shaft and using a Piston Locking spanner tighten with a
sharp tap of a hammer.
4) The piston must then be retained permanently by drilling a Dia 3/16” hole through the
piston and the shaft assembly. Ensure the drilling passes through the centre of the
piston rod. “See Picture below”
5) Once the drilling has been completed tap a 3/16” Roll Pin into the drilled hole and
centre pop to deform hole so roll pin is permanently fixed in place.
6) Carry out the same with the Master Piston rod ensuring the impulse collar is fitted
first.
7) Fit the 2 x Wear Strips to each Piston Wear
8) Fit the Compression Seal to each Piston centre groove Strips

Slave Piston Rod

3/16” Drilling then roll

pin fitment position

Master Piston Rod Compression

Seal

Figure 14. Piston Rods

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Stage 7 “Fitting the Piston Rods and the Hydraulic Cylinders”

To do this step, we should follow the procedure below:

1) Fit the Piston Rods to the Gland Retainer Plates. Simply slide firstly the slave piston rod
through the slave gland housing, through the bronze bushes and through the vee pack seal
and rod wiper until rod is exposed outside of the Gland Retainer Plate. Carry this out with
the master piston rod as well. Once fitted check signs of cut seal during installation.

2) Insert the whole Rod into the Hydraulic Cylinder. The direction of the Hydraulic Cylinder
must be fitted in the the right way as Fig.15. Ensure the Hydraulic Cylinders are cleaned and
apply a thin layer of hydraulic oil to the inside of the cylinder and to the piston seals and
wear strips to assist with assembly and prevent seal damage.
Figure 15

Gland Housing
Figure 16

Cylinder Flange

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3) Now push the whole block of the Piston Rod and the Hydraulic Cylinder to the pumping
module assembly as Fig.19 until the Ø22 holes of Cylinder Flange and M20 holes of the
Water Box are coincided. Then use four M20x60 Socket HD Cap Screws and four Spring
Washers for tightening as Fig.18 .

Figure 17 Figure 18

Spring Washer M20x60 Socket

HD Cap Screw

4) Carry this out with the master piston rod as well .

Figure 19

NOTE

It may be necessary to hammer the cylinder into position using a block of timber
on the end of the cylinder to prevent damage. Take care not to contaminate the
cylinder with timber shards. Place a rag over the cylinder to prevent ingress.

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Stage 8 “Fitting the End Caps”

To do this step , we should follow the procedure below :

1) Apply grease to the O-Rings and fit to the Slave and Master Cylinder Flanges .
2) Fit the End Caps to the pumping module assembly by using the M20x190 Socket
HD Cap Screws and Tension as described below.

End Cap
Cylinder Flange

M20x190
Socket HD
Cap Screws

ORING BS244-
90 DURO

Figure 20. Fitting the End Caps

1) Hand tighten Screws. Then >

2) Torque Screws to 40% of full torque Then >
3) Torque Screws to 70% of full torque Then >
4) Torque all fasteners to full torque using an allen key. Then >
5) Apply at least one final full torque to all nuts in a clockwise direction until all
torque is uniform.

NOTE

It is critical that the cylinders are parallel to each other using a steel rule
measure the gap between the cylinders to ensure they are parallel,
horizontally and vertically.

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Stage 8 “Fitting the Tail End Manifold Bracket and the Main Manifold”

To do this step , we should follow the procedure below :

1) Apply grease to the two O-Rings BS-219 and fit to two holes at the bottom of the
Tail End Manifold Bracket .
2) Fit the Tail End Manifold Bracket to the End Caps by using the M14x100 Socket
HD Cap Screws and Tension as described below.
3) Apply grease to the two O-Rings BS-219 and fit to two holes at the side of the Tail
End Manifold Bracket .
4) Fit the Main Manifold to the Tail End Manifold Bracket by using the M12x90 Socket
HD Cap Screws and Tension as described below.
M14x100
Socket HD
Cap Screws

Main Manifold Tail End

Manifold
Bracket

ORING BS219-
90 DURO M12x90
Socket HD
Cap Screws
ORING BS219-
90 DURO

Figure 21. Fitting the End Caps

1) Hand tighten Screws. Then >

2) Torque Screws to 40% of full torque Then >
3) Torque Screws to 70% of full torque Then >
4) Torque all fasteners to full torque using an allen key. Then >
5) Apply at least one final full torque to all nuts in a clockwise direction
until all torque is uniform.

NOTE

It is critical that the cylinders are parallel to each other using a steel rule
measure the gap between the cylinders to ensure they are parallel,
horizontally and vertically.

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Stage 9 “Sub-Assembly 5 Piston Cups”

To assemble the piston cups follow the procedure below:-

a. Hold the Piston Body in a vice with the flat face pointing up.
b. Place the Piston Cup O-Ring into the groove and with a soft hammer
firmly tap into the groove until it is seated well into the groove.
c. Fit the Piston Cup to the flat face ensuring bolt holes are lined up.
d. Fit the Piston Plate to the inside countersunk side of the piston cup.
e. Grease the bolts and fit to the Piston Body through the piston plate and
piston cup.
f. Tension the Bolts to 33 Ft/lbs

3/8” UNF Piston

Hex Bolts Plate
Piston
Cup

O-Ring

Piston
Body

Figure 22. Assembling the Piston Cups

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Stage 10 “ Fitting the Piston Cups”

Prior to fitting the Piston Cups assemblies ensure grease is applied to the outer edge. The
more grease applied the better here, this will make installation easier. Follow the procedure
below to fit the piston cups:-

1) The piston cups must be fitted into the cylinders perpendicular initially.
2) Push the Piston cup down into the concrete cylinder until only ¼” of the piston cup is
visible protruding from the concrete cylinder.
3) The piston cup must then be spun 90’ in the concrete cylinder. This is a difficult
operation if never done before.
4) Using a long lever and a spacer, place lever on the edge of the piston and apply pressure.
5) Take a 32mm Spanner and hook the open end over the piston cup radius groove and use
the front of the water box as a lever.
6) Push forward on the spanner and pull back on the lever. The piston should rotate in the
barrel until flat.
7) Carry out same procedure for both sides.

Piston Cup

Figure 23. Fitting the Piston Cups

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Stage 11 “ Fitting the Rod Coupling”

Retract the Piston Rod fully before fitting the Rod Coupling. This will help our installation
easier. Use three M12x30 Socket HD Cap Screws to fit the Rod Coupling to the Piston as
Fig.28.

Figure 24 Figure 25

Rod Coupling M12x30

Socket HD
Cap Screws

Figure 26

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Stage 12 “Fitting the Concrete Piston Couplings”

The Concrete Piston Couplings can now be fitted
1) Fit one end of the Concrete Piston Coupling to the Rod Coupling by using two M12x55
Socket HD Cap Screws and two Washers.
2) Fit the other end to the Piston Cup by using two M12x45 Socket HD Cap Screws and two
Washers.

M12x55 Socket
Figure 27 Figure 28
HD Cap Screws

Piston Coupling M12x45 Socket

Figure 29 HD Cap Screws

To disassemble the pumping module carry out the reverse of the procedure above. Except
for the piston cups which can be levered straight out without turning perpendicular to the
concrete cylinder barrel.

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9.2.2 Setting and Adjusting the Proximity Switches

On occasions it may be necessary to adjust or replace the proximity switches. The procedure
below describes the method of adjusting or replacing the proximity switches at both ends of
the master cylinder.

a) Adjust / Replacement Procedure Waterbox Proximity Switch

In Fig.32 we can see the Waterbox and End cap Proximity switches and there locations in the
Pumping module Assembly. Each Proximity Switch has a 4 Pin M12 Plug and Lead fitted.
These plugs are opaque in design and incorporate a set of operational LED’s internal in the
Plug head. The LED’s indicate the current operational status of the Proximity Switches.
As shown below:-

Green LED Illuminated indicates Power to

Proximity Switch

Orange LED Illuminated indicates Promixity

Switch is sensing.
LED’s In
Plug Head

WARNING
The proximity switches have a sensing gap of 1.5mm Maximum. Therefore
the adjustment procedure must be followed precisely to avoid impact between
proximity switch collar and proximity switch, which will result in severe
equipment damage.

Figure 30. Proximity Switch

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To adjust / Replace the water box proximity switch follow the procedure below :-

1) Start the unit and cycle the pumping module in reverse until the master cylinder is
extended fully. This can be achieved by removing the waterbox proximity switch plug
head prior to starting the unit. The pump will cycle until it requires a signal from the
waterbox proximity switch which will not be possible due to the removed lead. Confirm
the piston rod is in the correct position by sighting the piston cup on the master side in the
hopper.
2) Select the Waterbox proximity switch as shown below in Figure 31 below

Water Box End Cap

Proximity Switch Proximity Switch

Figure 31. Proximity Switch Positions

3) Remove the Proximity Switch plug head by loosening the Knurled swivel nut.
4) Loosen the proximity switch lock nut using a 17mm Spanner and turning Counter-clockwise.
5) Ensure you have the replacement proximity on hand as when you remove the faulty
proximity switch oil will escape from the cylinder barrel.
6) Remove the faulty proximity switch by turning counter-clockwise until the switch
becomes free of the pumping module.
7) Immediately fit the new proximity switch into the same port as the faulty proximity
switch was removed from.
8) Wind proximity switch in until it makes gentle contact with the proximity switch collar.
As you are winding the proximity switch in “clockwise” you will notice that at a certain
point it will become fairly tight this is the point where the O-Ring begins to seat into its
groove.
9) Refit the Proximity switch plug head and turn the ignition DO NOT START THE
ENGINE
10) Switch the Pump to the ON position.
11) Fit the Proximity switch head to the new proximity switch.
12) You should now see a Green and Orange LED illuminate in the switch plug head.
13) With the switch head plug still connected, wind the proximity switch out “Counter-
Clockwise” until the Orange LED goes out. This is the maximum sensing distance
position.
14) Wind the switch in “Clockwise” until the Orange LED illuminates once more then
advance clockwise another ½ turn then lock the lock nut with a 17mm Spanner. See
sectional drawing below Figure 34
Adjusted Water Box Proximity
Switch will have ½ mm clearance
Figure 32

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Water Box Proximity
Collar
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To adjust / Replace the end cap proximity switch follow the procedure below :-

1) Start the unit and cycle the pumping module in reverse until the master cylinder is
extended retracted. This can be achieved by removing the end cap proximity switch
plug head prior to starting the unit. The pump will cycle until it requires a signal from
the end cap proximity switch which will not be possible due to the removed lead.
Confirm the piston rod is in the correct position by sighting the piston cup on the slave
side in the hopper.
2) Select the End cap proximity switch as shown below in Figure 33 below.

Water Box End Cap

Proximity Switch Proximity Switch

Figure 33. Proximity Switch Positions

3) Remove the Proximity Switch plug head by loosening the Knurled swivel nut.
4) Loosen the proximity switch lock nut using a 17mm Spanner and turning Counter-
clockwise.
5) Ensure you have the replacement proximity on hand as when you remove the faulty
proximity switch oil will escape from the cylinder barrel.
6) Remove the faulty proximity switch by turning counter-clockwise until the switch
becomes free of the pumping module.
7) Immediately fit the new proximity switch into the same port as the faulty
proximity switch was removed from.
8) Wind proximity switch in until it makes gentle contact with the proximity switch collar.
As you are winding the proximity switch in “clockwise” you will notice that at a certain
point it will become fairly tight this is the point where the O-Ring begins to seat into
its groove.
9) Refit the Proximity switch plug head and turn the ignition DO NOT START THE
ENGINE
10) Switch the Pump to the ON position.
11) Fit the Proximity switch head to the new proximity switch.
12) You should now see a Green and Orange LED illuminate in the switch plug head.
13) With the switch head plug still connected, wind the proximity switch out “Counter-
Clockwise” until the Orange LED goes out. This is the maximum sensing distance
position.
14) Wind the switch in “Clockwise” until the Orange LED illuminates once more then
advance clockwise another ½ turn then lock the lock nut with a 17mm Spanner. See
sectional drawing below Figure 34

Figure 34 End Cap Proximity Switch Collar

Adjusted End Cap Proximity

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Switch will have ½ mm clearance
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9.2.3 Assembling and Disassembling the Hopper

Below is the completed Pumping module Hopper assembly utilised in the Combo 5000,
followed by a comprehensive assembly and disassembly instruction procedure.

Figure 35. Hopper Assembly Complete

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Stage 1 “Preparing the Hopper Shell”

Ensure this area is

spotlessly clean

Figure 36. Hopper Shell Preparation

Prior to beginning assembly of the Hopper Assembly it is essential that all mating faces are
cleaned thoroughly. Any contamination may result in premature failure of components.

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Stage 2 “ Fitting the Anti Chip Rings and Wear Plate”

Figure 37. Fitting the Anti Chip Rings and Wear Plate

• Insert the anti-chip rings into the hopper back plate as shown above. Ensure the 6mm
Lips face into the hopper
• Apply silicon to the hopper face wear the wear plate will sit.
• Place wear plate onto the 2 exposed 6mm Anti-Chip ring lips, ensuring they are lined
up.
• Apply grease to the ¾” UNF bolts to ensure removal is easy in the future.
• Place bolts through the Wear Pate and Hopper Back Plate
• Fit nuts to the exposed thread on the outer side of the Hopper.
• Tighten Nuts as per torque recommendations below.

1) Hand tighten ¾” UNF Nuts. Then >

2) Torque ¾” UNF Nuts to 40% of full torque = 126Ft/Lbs Then >
3) Torque ¾” UNF Nuts to 70% of full torque = 252Ft/Lbs Then >
4) Torque both nuts to full torque using a cross pattern. 315Ft/Lbs Then >
5) Apply at least one final full torque to all nuts in a clockwise direction until all
torque is uniform.

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Stage 3 “ Fitting the Flanged Bearing Assembly:

Ensure this area is

spotlessly clean

Figure 38. Fitting the Flanged Bearing Assembly

• Ensure the mating face area is clean

• Apply Grease to the 4 x ½” UNF bolts.
• Push bolts through the flanged bearing and flanged bearing seal.
• Locate the assembly into the bearing retainer.
• Ensure the grease nipple ports face as follows:- “See Arrows Above”
o 1 x Facing straight up
o 1 x Facing to the right looking from the view shown above.
• Tighten the ½” UNF Bolts as described below.

1) Hand tighten ½” UNF Nuts. Then >

2) Torque ½” UNF Nuts to 40% of full torque = 36Ft/Lbs Then >
3) Torque ½” UNF Nuts to 70% of full torque = 63Ft/Lbs Then >
4) Torque both nuts to full torque using a cross pattern. 90Ft/Lbs Then >
5) Apply at least one final full torque to all nuts in a clockwise direction until all
torque is uniform.

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Stage 4 “ Preparing to fit the Swingtube & Wear Ring”

Figure 39. Preparing to Fit the Swing tube and Wear Ring

It is difficult to fit the swingtube through the flanged bearing seal unless a dummy sleeve is
used. This will ensure the flanged bearing seal is formed in the correct direction. Ie pointing
into the hopper when swingtube is fitted. Simply push dummy sleeve through seal from the
back of the hopper as shown above.

Stage 5 “Sub-Assembly Preparing the Swingtube for fitment”

Figure 40. Swingtube Sub-Assembly

Ensure the shaft is cleaned thoroughly, apply a thin layer of grease to the shaft then slide the
hardened sleeve on until the hole in the sleeve lines up with the M8 threaded hole on the shaft.
Fit the M8 x 25 Hex hd bolt to retain the hardened sleeve.

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Stage 6 “Fitting the Swingtube and Wear Ring”

Figure 41. Fitting the Swingtube and Wear Ring

The swingtube can now be fitted by simply pushing through, leave the wear ring off at this
stage and push until the wear ring locator touches the wear plate. Remove the dummy sleeve
from the outside of the hopper and slide the swingtube back enough to allow the wear ring to
be fitted. Then slide forward again until the wear ring touches the wear plate.

Stage 7 “Fitting the Chromed Outlet”

Figure 42. Fitting the Chromed Outlet

Ensure the mating surfaces of the chromed outlet and swing tube are cleaned. Apply a thin
layer of grease to the mating surfaces and the 6 x 3/8” UNF Hex Hd Bolts. Then fit and retain
with the nuts. Hand tighten the bolts and nuts then torque as below:-

1) Hand tighten 3/8” UNF Nuts. Then >

2) Torque 3/8” UNF Nuts to 40% of full torque = 15Ft/Lbs Then >
3) Torque 3/8” UNF Nuts to 70% of full torque = 26Ft/Lbs Then >
4) Torque both nuts to full torque using a cross pattern. 37Ft/Lbs Then >
5) Apply at least one final full torque to all nuts in a clockwise direction until all
torque is uniform.

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Stage 8 “Fitting the Outlet Seal and Cast Outlet”

Figure 43. Fitting the Outlet Seal and Cast Outlet

Fit the outlet seal and cast outlet following the procedure below:-

• Ensure all components are cleaned

• Apply a layer of grease to the outlet seal housing to aid fitment and slide over the
chromed outlet until the shoulder is firm against the hopper plate
• Apply grease to the outlet seal and slide over the chromed outlet and into the outlet
seal housing. A soft hammer may be required as this is tight fit.
• Apply grease to the O-Ring and sit into the outlet seal housing groove.
• Apply grease to the 4 x ½” UNF Hex Hd Bolts.
• Fit the Outlet Seal Housing and retain with the bolts and nuts hand tighten ensure the
nuts are on the outside of the hopper as this will make maintenance easier in the future.
• Torque the bolts as below

1) Hand tighten ½” UNF Nuts. Then >

2) Torque ½” UNF Nuts to 40% of full torque = 15Ft/Lbs Then >
3) Torque ½” UNF Nuts to 70% of full torque = 26Ft/Lbs Then >
4) Torque both nuts to full torque using a cross pattern. 37Ft/Lbs Then >
5) Apply at least one final full torque to all nuts in a clockwise direction until all
torque is uniform.

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Stage 9 “Fitting the Bell Crank”

Figure 44. Fitting the Bell Crank

Fit the bell crank as described below :-

1. Ensure the swing tube is approximately in the centre of the wear plate.
2. Slide the Plain Washer over the swing tube shaft.
3. Slide the bell crank onto the swingtube shaft square and ensure the teardrop is
pointing up as shown above.
4. Slide the Thrust Washer over the swing tube shaft.
5. Fit the 11/4” UNF Nyloc nut and tighten until the wear ring can only just rotate on
the wear plate.
6. Grease then Tighten the Bell Crank Locking Bolt ¾” UNF to 315 Ft/Lbs

NOTE

If the wear plate and wear ring has too bigger gap then bleeding of the concrete
will occur during pumping resulting in blockages. If the wear plate and wear ring
are too tight then the swing ram will struggle to swing the swingtube across.

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Stage 10 “Fitting the Swing Ram Assembly”

Figure 45. Fitting the Swing Ram Assembly

The swing ram assembly can now be fitted. Slide the swing ram into place as shown above
and fit the two swing ram pins. Retain the pins with the nyloc nuts and tighten.

NOTE

Do not fully tighten the Nyloc nuts the pins are knurled pull into the clevis’
and leave a 6mm Gap from fully tight. This will allow for easier removal when
servicing is required.

Stage 11 “Fitting the Hopper Grate Rubber Bump Stops”

Figure 46. Fitting the Rubber Bump Stops

Apply grease to the bump stop threads and screw into the plates as shown above.
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Stage 12 “ Fitting the Hopper Grate Rubber Bushes and Inner Flange Grate Hinges”

Rubber Bushes

Inner Flange
Grate Hinge

Figure 47. Fitting the Hopper Grate Rubber Bushes and

Inner Flange Grate Hinges

Apply grease to the 2 x Rubber Bushes and slide into the Rubber Bush Housings and then
insert the Inner Flange Grate Hinges into the Rubber Bushes on each side of the hopper as
shown above.

Stage 13 “Fitting the Hopper Grate”

Figure 48. Fitting the Hopper Grate

Hold the grate in position inside the hopper and slide the hopper grate hinge through the
bushes and through the tubes on the grate.

NOTE

If the Hopper will have a vibrator the grate tubes must now be welded to the
grate hinge.

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Stage 14 “Adjusting the Swingtube”

Now that the hopper is fully assembled it is necessary to check the swing tube adjustment.
To do this follow the procedure below:-

1) Swing the swing tube in one direction until the swing ram cylinder bottoms out.
2) Measure the gap in the hopper between the edge of the wear ring and the wearplate bolt.
3) Swing the tube in the opposite direction until the swing ram cylinder again bottoms out.
4) Measure the gap between the opposite edge of the wear ring and the opposite wear plate
bolt
5) The gap should be the same + or – 5mm
6) If the gap is not even then adjust the swingram clevis by loosening the lock nut.
7) The rotate the swing ram shaft either in or out depending on which way the adjustment is
required. Milled Flat to allow turning of shaft
8) The relock the lock nut. during adjustment

Lock Nut

Figure 49. Adjusting the Swing Tube

To disassemble the hopper simply reverse the procedure above.

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9.2.4 Assembling and Disassembling the Swing Ram

Stage 1 “Preparing the Clevis End Cap”

Figure 50. Preparing the Clevis End Cap

Clean the clevis end cap paying special attention to the grooves and place clevis end cap in a
vice holding by the clevis ears.

Stage 2 “Fitting the Tie Rods”

Figure 51. Fitting the Tie Rods

Apply grease to the tie rod threads and screw the four tie rods into the clevis end cap. The
threads are ¾” long on one end and 1” long on the other. The ¾” long ends must be screwed
into the clevis end cap. Tighten the tie rods with a pair of stilsons or multi grips.

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Stage 3 “ Fitting the Hydraulic Cylinder”

Figure 52. Fitting the Hydraulic Cylinder

Apply Grease to the O-Ring and seat into the O-Ring groove on the Clevis end cap. Then slide
the cylinder into the larger groove on the clevis end cap.

Stage 4 “ Assembling the Piston Rod Assembly”

Figure 53. Assemble the Piston Rod Assembly

The piston rod and piston are a one piece unit that is welded, therefore only the delta seal
requires fitment. To fit the seal firstly fit the black rubber centre section and stretch into the
piston centre groove with the raised section of the seal pointing out. Then fit the two orange
plastic wear strips on either side of the black rubber section. Ensure the chamfer on the wear
strips point in towards the centre of the black rubber seal.

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Stage 5 “Fitting to Piston Rod Assembly and End Cap”

Figure 54. Fitting the Piston Rod and End Cap

Apply clean oil to the Piston and seal and slide into the cylinder. Ensure the seal stays in its
position. Then clean the end cap paying special attention to the grooves. Grease and fit the O-
Ring to the end cap then slide the end cap over the tie rods and down until the cylinder sits in
the end cap groove.

NOTE

Ensure the Ports on the clevis end cap and end cap are both facing in the same
direction.

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Stage 6 “Tightening the Tie Rod Nuts”

Figure 55. Tightening the Tie Rod Nuts

Fit the tie rod ½” UNF nuts to the tie rods and tighten as below:-

1) Hand tighten ½” UNF Nuts. Then >

2) Torque ½” UNF Nuts to 40% of full torque = 15Ft/Lbs Then >
3) Torque ½” UNF Nuts to 70% of full torque = 26Ft/Lbs Then >
4) Torque both nuts to full torque using a cross pattern. 37Ft/Lbs Then >
5) Apply at least one final full torque to all nuts in a clockwise direction until all
torque is uniform.

Stage 7 “Fitting the V-Pack Seal”

Figure 56. Fitting the V-Pack Seal

Apply grease to the V-Pack seal and push over the rod. The seal is tight on the rod and may
require twisting over the threaded section. The seal comes in four sections and it will be easier
to put one section at a time over the rod. Ensure the final section to be put over the Rod is the
Orange piece.

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Stage 8 “Assembling the Gland Cap”

Figure 57. Assembling the Gland Cap

Ensure the Gland cap is clean. The fit the 1” Rod wiper as sown above. Using a rubber mallet
will assist in fitment. Then using a centre punch place 4 punch marks at 90’ spacing around
the outer edge of the rod wiper housing. This will ensure the rod wiper stays in position during
operation.

Stage 9 “Fitting the Gland Cap”

Figure 58. Fitting the Gland Cap

Slide the gland cap over the piston rod and fit the 5/16” UNF Capscrews as shown above.
Tighten as described below:-

1) Hand tighten 5/16” UNF Nuts. Then >

2) Torque 5/16” UNF Nuts to 40% of full torque = 115Ft/inches Then >
3) Torque 5/16” UNF Nuts to 70% of full torque = 200Ft/inches Then >
4) Torque both nuts to full torque using a cross pattern. 288Ft/inches Then >
5) Apply at least one final full torque to all nuts in a clockwise direction until all
torque is uniform.

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Stage 10 “Fitting the Clevis”

Figure 59. Fitting the Clevis

Screw the Clevis lock nut onto the piston rod end then screw the clevis on. Leave loose as
adjustment will be required when fitted to the hopper

To disassemble the swing ram cylinder assembly simply reverse the instructions above.

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9.3 Trouble Shooting

Item # Fault Description Possible Cause Action

1 Module does not cycle +Pump not switched on +Switch Pump On

and Low Pressure on +Wiring to 51cc Gear Pump on +Check Wiring in Intact
Main Ram Pressure Solenoid damaged
Gauge. +51cc Gear Pump Solenoid Faulty +Check and Replace Solenoid

2 Module does not cycle +Proximity switch(es) are out of adjustment +Check Adjustment
and High Pressure on +Proximity switch(es) are faulty +Test and Replace faulty
the Main Ram Pressure Proximity switch
Gauge +Pump Cycling Solenoid Wiring is +Check and Repair Wiring
damaged
+Pump Cycling Solenoids are faulty +Check and Repair damaged
solenoid
3 Swing tube throws +Wear ring is too tight +Adjust wear ring
slowly + Accumulator bladder is damaged +Check Accumulator pre-charge
and repair if required.
+Swing Ram pressure is low +Adjust swing ram pressure
+Swing Ram cylinder seal is damaged +Test cylinder for bypass

4 Swing tube does not +Piston rod is broken +Replace piston rod
move during cycling +Hopper grate is open +Close Hopper grate
+Hopper grate proximity switch is faulty +Replace Proximity switch
+Hopper dump valve solenoid wiring is +Repair Wiring
damaged
+Hopper dump valve solenoid is faulty +Replace solenoid

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10 Chemical Pump

10.1 System Operation, Testing and Adjusting.

The heart of the pumphead consists of a specially constructed pump hose which lies contorted
against the inside of the pump housing. Both ends of the hose are connected to the suction
and discharge lines by means of a flange construction. A bearing mounted rotor with two
facing pressing shoes is in the centre of the pumphead.
In Phase 1 the lower pressing shoe compressed the pump hose by the rotational movement of
the rotor, forcing the fluid through the hose. As soon as the pressing shoe has passed, the hose
recovers to its original shape due to the mechanical properties of the material

Figure 1. Phase 1
In Phase 2 the product is drawn into the hose by the continuous turning motion of the rotor.

Figure 2. Phase 2
In Phase 3, the second pressing shoe will subsequently compress the pump hose. Due to the
continuous rotating movement of the rotor not on new product is sucked in, but also the
already present product is pressed out by the pressing shoe. When the first pressing shoe runs
from the pump hose, the second pressing shoe has already closed the pump hose and product
is prevented from flowing back. This method of liquid displacement is also known as the
“positive displacement principle”

Figure 3. Phase 3

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The pump head is driven hydraulically by a roller type hydraulic motor which provides
turning motion via a splined coupling to the pump head shaft. The speed of this hydraulic
motor can be varied from 0-100% by using the Chemical Pump Needle Valve Adjustment

Chemical Pump Speed

Control Valve

The chemical product is sucked from the chemical tank via a filter screen into the pump head
and then pumped through the flowmeter head finally being ejected at the nozzle. The
flowmeter head then sends a signal to the flowmeter display where the chemical flow output
can be easily read by the operator. The flowmeter display is located directly above the
Chemical pump flow control valve allowing adjustment to the flow to be done and read from
the front control station. Whenever a new hose is fitted to the Pump head it is recommended
that the flowmeter calibration be checked this can be easily achieved by setting the output to
4ltrs a minute and filling contents into a measuring jug and timing for 1 minute to ensure that
4 ltrs is delivered over that minute. The unit cannot be adjusted and if calibration is incorrect
it must be returned to OEM for repair.

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10.2 Components

The chemical pumping system consists of the following components:-

a) Chemical Tank

Chemical
Tank

Figure 1. Chemical Tank Assembly

b) Chemical Filter Screen

Chemical Tank
Filter Screen

Figure 2. Chemical Filter Screen

c) Chemical Pump Head
Hydraulic
Motor
Chemical
Pump Head

Figure 3. Chemical Pump Assembly

d) Splined Coupling located between the chemical pump head and the chemical pump
hydraulic motor
e) Hydraulic Motor located in line with the chemical pump head providing drive

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f) Chemical Flow Meter head and display

Flowmeter
Flowmeter Display

Figure 4. Flowmeter Display

g) Chemical Pump can be activated by using Front Left Side Control Panel or via either
the Corded or Cordless Remote Control.

Chemical Pump
Activation Switch

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10.3 Inspections and Routine Maintenance

In the diagram below it is indicated which maintenance and periodic inspections need to be
carried out on the hose pump to guarantee an optimal safety, operation and life of the pump.
Point Action To be Carried Out Remark

1 Check the Lubricant Before start up of the pump and Make sure the pump casing
Level on a 50 Hour scheduled service is filled to half way level.
interval during operation See Maintenance “Changing
Lubricant”
2 Check the pumphead Before start up of the pump and See “Troubleshooting”
for any leakage around on a 50 Hour scheduled service
the cover and the interval during operation
flanges
3 Check pump for If Necessary See “Troubleshooting”
deviating temperature
or strange noises
4 Check pressing shoes When replacing the pump hose See “Replacing Pump
for excessive damage Hose”
5 Internal Cleaning of the Cleaning of the system or See “ Flushing the System”
pump hose product change.
6 Replacing Pump Hose Preventative, this means after See “Replacing Pump
75% of the hose life of the first Hose”
hose.
7 Changing Lubricant When replacing the pump hose See “Replacing Pump Hose
or during the 250 Hour & Changing Lubricant”
Scheduled Service
8 Replacing pump seal If Necessary See “Replacing Seal Ring,
Bearings and wear ring”
9 Replacing Bearings If Necessary See “Replacing Seal Ring,
Bearings and wear ring”

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10.3.1 Flushing the Pump Hose and Chemical Lines

• If we do not properly flush the chemical pump and lines, the remaining additive will
become crystallized and make the hose diameter increasingly smaller, consequently
increasing the pump’s pressure and the risk that the pump will stop.
• The chemical pump is cleaned by pumping water that has been added through the inlet.
To flush the chemical lines on Combo 5000, the hoses must be disconnected into three
parts
Line 1 Line 2 Line 3

Disconnect

Figure 1. Chemical Lines

Plugs Chemical Line

Figure 2 Drain Plug Figure 3. Line from Pump to Nozzle

1) Line 1 : Transfer Chemical from the tank through the Filter to the pump.
- Disconnect the Hose at Red Point as picture above.
- Unplug two Drain Plugs under the Chemical Tank.
- Attach mine water supply to the disconnected Hose. Water will run out the
Drain Plug.
- Keep on this operation until the water runs clean.

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2) Line 2 : Transfer Chemical from the pump to the flow meter

- Disconnect the Hose at two Yellow Points as picture above.
- Attach mine water supply to the disconnected hose until the water runs clean.

3) Line 3 : Transfer Chemical from the flow meter to the Shotcrete Nozzle.
- Disconnect the Hose at the Blue Point as picture above
- Attach mine water supply to the disconnected hose. Water will run out the
Shotcrete Nozzle

Shotcrete Nozzle

- Ensure Concrete Spray nozzle is pointing down into a collection drum

- Keep on this operation until the water runs clean.
NOTE

High Pressure Water runs through the Flow Meter can cause damage

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10.3.2 Changing the Pump Lubricant

The Chemical Pump Lubricant should be changed each time the pump hose is replaced and
also during the 250 Hour Scheduled Service. The pump lubricant should be drained and
refilled as follows:-
1. Remove the Chemical Pump Front Cover using a 10mm Spanner to allow lubricant to
Drain. The Chemical pump has a lubricant capacity of ½ ltr and due to its location it
will be difficult to catch the lubricant in a tray. Therefore it is suggested that Oil
absorbent cloth is laid down in the side enclosure under the chemical pump assembly
to catch any spillage.

Loosen and Remove

Front Cover

Figure 4. Chemical Pump Assy

2. Check the internal condition of the pump hose whilst the Front Cover is removed
3. Flush out casing cavity to remove any contaminants.
4. Check Pump Cover O-Ring prior to refitting Pump Cover.
5. When refitting the Pump Cover ensure all bolts are refitted and tightened in the
correct sequence and to correct tightening torque as shown below. “ See Figure 5”
6. The pump housing can now be filled with new lubricant via the breather/vent on the
cover. For this purpose remove the breather cap and position a funnel in the breather.
7. Fill until the lubricant is half way up the site level gauge on the front cover.

Figure 5. Bolt Tightening Sequence and Torque

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10.3.3 Replacing the Pump Hose

The pump hose can be changed without removing the pump cover. However it is
recommended that prior to replacing the hose the front cover is removed to flush the case and
change the lubricant as shown above in Section 10.3.2. The following instructions below
describe the method of changing the pump hose:-

NOTE

Ensure the Chemical lines are disconnected and plugged prior to

disassembling the Chemical Pump. Failure to do so will result in uncontrolled
loss of chemical.

1. Loosen all Hose Clamps Shown as Item 1 on Figure 4 Below.

2. Remove and plug Inlet and Outlet Hoses.
3. Loosen and Remove Flange Brackets by removing M6 Bolts x 8 off as shown as Item
4 on Figure 4 below
4. Pull Hose inserts out of Inlet and Outlet of Chemical Pump Hose as shown as Item 3
on Figure 4 below
5. Remove Rubber Bushing from Inlet and Outlet Side of the Chemical Pump. As
Shown in Figure 4 below
6. The pump hose can now be removed by starting and jogging the chemical pump
slowly. It is recommended that switching on and off of the Chemical Pump is carried
out using the Radio remote control allowing complete control when extruding the old
hose.
7. Prior to fitting the new hose ensure it is thoroughly cleaned and lubricant applied to
the external of the hose. Insert the hose into the suction port of the pump and jog
pump until hose is pulled through and appears from the outlet port and even length of
hose is present in both ports.
WARNING

Chemical Pump Operating speed should be reduced when jogging the new
chemical hose into place to prevent the new hose from travelling too far and
ejecting from the pump outlet port at high speed.

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8. Refit the Rubber Bushes, Hose Clamps, Inserts and Flange Brackets to the Inlet and
Outlet Ports.
NOTE

Ensure the Hose clamps are located to allow tightening when flange brackets
are fitted. Do not tighten any of the refitted components at this point.

9. Tighten the Inlet port side refitted components and refit the chemical suction line
fully.
10. Jog the motor very slowly until the hose butts up against the flange bracket on the
Outlet port side. Then tighten all refitted components and then refit the chemical
outlet hose.
11. Finally refill the chemical pump with lubricant as described in Section 10.3.2 Above.

Figure 9 Chemical Pump Assembly

Figure 6. Chemical Pump 3D View

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10.4 Removal and Installation

Removal and Installation of the Chemical pump Assembly can be carried out as per the
procedures below.
10.4.1 Removal of the Chemical Pump Head

The chemical pump head can be removed as per the procedure below:-
a) Close the ball valve mounted on the rear of the Chemical Tank. This will prevent the
flushing water from back filling the chemical tank.
b) Remove the Chemical Inlet and Outlet lines from the Chemical Pump head and Plug
hoses to prevent spillage of residual chemical in lines.
c) Loosen 4 x M8 Bolts with a 13mm Spanner as shown in Figure 1

Loosen and
Remove M8
Bolts x 4 off

Figure 1. Chemical Pump 3D View

d) The Chemical Pump Head can simply be pulled straight off the coupling and out of
the unit.
e) Once Removed check the splined coupling for signs of damage if teeth are worn
ensure replacement when refitting pump head as shown in Figure 2

Figure 2. Splined Coupling Set

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10.4.2 Removing the Coupling Guard

The chemical pump coupling guard can now be removed easily by loosening and removing
the 4 x M6 Hex Hd Bolts that retain the Coupling guard to the mounting plate. Remove the
bolts and simply lift off the guard. As shown in Figure 3 below

Loosen and Remove

M6 Bolts x 4 off
Remove
from Coupling guard
Hoses
and remove
Remove
Mounting

Figure 3. Coupling Guard

10.4.3 Removing the Hydraulic Motor

The Hydraulic Motor can now be removed by following the procedure below :-
a) Remove the two Hydraulic Lines and plug and cap fittings and hoses with 2 x 9/16”
JIC Plugs and Caps. As shown in Figure 3 Above
b) Loosen and remove the two ¾” UNF hydraulic motor mounting bolts and nuts and
remove.
c) The Hydraulic Motor can simply be removed from its mounting frame once bolts
have been removed.
10.4.4 Reassembly

For Re-assembly of the unit simply follow the procedures above in the reverse order, and
when re-tensioning the bolts and fittings follow the chart below:-
Item # Description Torque Setting Lubricated

1 M6 Metric Course Grade 8.8 12NM No

2 M8 Metric Course Grade 8.8 29NM No
3 M12 Metric Course Grade 8.8 101NM No
4 9/16” JIC – 18 24-28NM Yes

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10.5 Troubleshooting
Item # Fault Description Possible Cause Action

1 No Chemical Ejecting at Hydraulic Motor Not Turning Check Hydraulic Motor

Spray Nozzle Delivery line blocked Turning
Delivery line burst off Check integrity of delivery
Pump Head Hose Damaged Hoses
Chemical Tank Empty Check Chemical Tank Fill
Chemical tank Isolation Ball Valve Level
Closed Check and Confirm
Chemical Screen Filter Blocked Chemical Tank Isolation
Ball Valve is Open
Check Chemical Screen
Filter is clean.
2 High Pump Head Non Standard Pump Lubricant used Ensure correct Lubricant is
Temperature Low Lubricant Level used.
Internal Friction on the hose caused by Check Suction lines are not
blocked or poor suction blocked
Check Chemical Screen
Filter is clean.
3 Low Capacity/Pressure Chemical tank Isolation Ball Valve Check and Confirm
Partially Closed Chemical Tank Isolation Ball
Suction Line partially blocked Valve is Fully Open
Chemical Screen Filter Partially blocked Check Suction Lines are
Hose Ruptured or Badly Worn not blocked
Check Chemical Screen
Filter is Clean
Check Hose is in Good
Condition
4 Hose pulled into Pump Insufficient or no hose lubricant in pump Add extra lubricant
head Ensure correct lubricant is
Non Standard Pump Lubricant Used used
5 Lubricant leaking at Hose blocked by an incompressible Remove Hose, Check for
flange bracket object in the hose. The hose cannot Blockages and replace if
be compressed and will be pulled necessary
into the pump housing. Tighten Flange Bracket
Bolts of Flange Brackets Loose Bolts
Bolts of Hose Clamp Loose Tighten Hose Clamps
6 Hydraulic Motor not Activation Switch not turned on Turn activation switch on
turning Activation Switch Contact Damaged Check Activation switch
Wiring from the switch to the node contact for continuity
damaged Check Wiring Continuity
Node Damaged Fit replacement node and test
Wiring from Node to the Solenoid Coil Check Wiring Continuity
Damaged Check Solenoid Plug
Solenoid Coil Plug Damaged Replace solenoid Coil and
Solenoid Damaged Test
Solenoid Valve Spool Jammed Manually operate spool by
override pin.

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10.6 Specifications

10.6.1 Pumphead Performance

Description Pump Head Type SP15

Max Capacity Continuous L/Hr 378

Max Capacity Intermittent L/Hr 605
Capacity per Revolution Ml/Rev 84
Max Allowable Discharge Pressure kpa 500
Allowable Ambient Temperature Range ‘C -20’C – 45’C
Max Allowable Product Temp Range ‘C 40’C

10.6.2 Materials

Description Pump Head Type SP15

Pump Housing Cast Iron

Cover Mild Steel
Pump Rotor Cast Iron
Bracket/insert Stainless Steel (AISI 316)
Seals Nitrile
Rubber Bush NBR CAN 28%

10.6.3 Weight and Dimensions

Description Pump Head Type SP15

Net Weight kg 20
Gross Weight kg 20.5
Dimension of Pump Hose mm 15 x 36 x 755
Weight of Pump Hose kg .70

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11 Hydroscaler

11.1 System operation

This hydroscaler is attached to Combo 5000 machine. The water injection nozzle is attached to the shotcrete
arm and its operation is similar to shotcrete operation. However, only one operation (either shotcrete or
hydroscaling) can be performed at any one time. The safety issues concerning high water pressure is the
isolation of the shotcrete pump when hydroscaling, control over the flow and pressure of the waterjet and
forcing the operator to electrically & hydraulically neutralise the waterblaster hydraulic control valve prior
to operation. This allows full control over the pump so that the water pump is not started automatically
when switching from shotcrete to hydroscaling.

DANGER
The Hydroscaler injects water at very high pressure. Never point the nozzle at
any personnel or inappropriate item including equipment. It can cause serious
injury, damage or death.

Having these two systems of the same section makes operation of both systems simultaneously
unachievable. This section has a fully proportional spool which is controlled by a manually adjustable
Pressure Reducing Valve. Increasing or Decreasing this control valve will directly increase and decrease
pressure and flow at the hydroscaler nozzle outlet. The reduced pressure from this valve passes through a
solenoid operated control valve which will either block or allow signal pressure to control the valve spool,
effectively giving an on/off function. In the hydraulic pilot line between the Pressure reducing valve and
solenoid operated control valve there is a pressure switch of which serves the purpose of preventing the
hydroscaler being turned on in pressurised condition
The general arrangement of components on the hydroscaler is shown in the schematics. It is divided into
two sections i.e. hydraulic and water. The hydraulic section consists of hydraulic pump, solenoid operated
control valve, manually adjustable flow control valve, pressure switch and main control spool. This
hydraulic system drives the HPW pump and is controlled using the ‘manually adjustable flow control valve’
to adjust flow.
The water required for hydroscaling is drawn from mine mains. It is passed through strainer/regulator into
HPW pump. Water that leaves the HPW pump is fed through high-pressure hose and exits through nozzles
at the end of shotcrete boom. A needle valve is fitted within the HPW pump to relieve pressure in the high
pressure line by trotting in into the low pressure side of the pump. This relieves the pressure in the high
pressure lines without interference from operator in the event of any blockages in high-pressure system.

Water path

Low Pressure System High Pressure System

Water supply Minsup Strainer / Hydraulic actuated Nozzle

coupling Regulator
(mine mains) HPW Pump

Pressure relieve valve

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12.1 Operation

• Upon arriving at the heading requiring hydroscaling/shotcreting inspect the ground conditions. Do
not hydroscale weak sections in rock mass (clay or sandy seams, fault zones etc.)
• Work from supported ground.
• Ensure the work area is clear of other co-workers.
• Use appropriate PPE. Expect bombardments from high speed rock particles.
1) Using the boom controls move the boom to the section that need to be hydroscaled.

Boom
Controls

2) Activate either the Corded or Radio Remote Control

3) Switch hydroscaling to SCALE position on either the corded or radio remote transmitter.

Scale Switch Scale Switch

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4) Depress hydroscaler activation button on the Front Left Side Control Panel so that hydroscaling
function is activated.

5) Wind in speed control valve to increase pressure and wind out to decrease pressure.

NOTE
Scale systematically from wall to backs. Do not attempt to scale large
blocks if present. Mechanical means of scaling need to be considered to
remove such blocks. Do not hydroscale clay or sandy seams.

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11.2 Additional Hydroscaler Components

The system consists of High Pressure Water Pump, Flow Control Valve, Spray Nozzle (at the end of the
Boom), Water Inlet Hose .

Hydroscaler Water Nozzle Hydroscaler Pump

Hydroscaler
Inlet

Mine Water inlet to Hydroscaler Pump Strainer

Hydroscaler Pump
This pump is hydraulically driven, located at the left hand side of the Machine.
Water is delivered to the Hydroscaler pump from the Mine Water inlet at the rear of the machine.
This hose delivers water direct to the Hydroscaler Pump through an inline strainer.

Strainer & Pressure Regulator

Mine Water is supplied from the coupling at the rear of the machine and is passed through a strainer with
a direct hose to the pump. The strainer prevents grit and debris from entering the pumping system.

Pressure
Regulator

Strainer

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NOTE

It is important to regularly clean the strainer as a blocked strainer will

severely affect the operation of the Hydroscaler

Nozzle & hoses

High pressure water is delivered to the Boom Hydroscaler Nozzle, Via High Pressure Water Hose
WARNING

Jacon recommends the use of Waterblast Hose with a pressure rating of

750BAR and 2.5 Safety Factor

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11.3 Disassembly and Reassembly Instructions

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NOTE

Prior to disassembling the pump, ensure that the corresponding spare

parts list is at hand for instance reference and authentication.

HPW-pumps may be roughly divided into three groups with the reference to their construction:

1) Units with separate water suction and discharge manifolds but without separate sealing (Water)
flanges – TYPE I
2) Units with separate water suction and discharge manifolds as well as separate sealing (Water)
flanges – TYPE II
3) Pumps with water suction and discharge channels integrated into the pump body and water heads.
Separate sealing flanges are used in this construction – TYPE III

NOTE

If pump is to be clamped in a vice always use aluminium or plastic slip

jaws in order to prevent damage to pump casing.

WARNING

Ensure that both the water and hydraulic circuit are depressurised prior to
removing the pump from the Maxijet MX3

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1) Loosen and Remove Socket head

Capscrews
2) Remove P & T Hydraulic Inlet Manifold

NOTE
Throughout this maintenance document the seals are highlighted by a
red exclamation mark as seen above. Refer to the spare parts manual to
reference

3) Detaching the Water Manifolds

3.1) It is recommended to mark the water heads

And corresponding ends of the pump body
Prior to disassembly, to ensure that the unit
Will be reassembled correctly

3.2) Detach both the suction and the discharge manifolds

3.3) Remove Suction water valves

From Suction manifold as
Well as discharge water valves
From the pumps water heads

Note!
Water valves used in HPW pumps
have the same construction, but
differ by their appearance. On that
ground we can divide them into
two typres : Type A with plastic
valve cap and Type B with steel
valve cap.

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4) Detaching the Water Heads

4.1) Loosen and Remove Capscrews and detach both water heads:

4.2) Water head of

a pump of TYPE 1

4.3) Detaching Waterheads and water valves from pump of TYPE III

NOTE
For items 3.3 & 4.3 ! The valve spring is shorter and of considerably
bigger defection rate than the suction valves one. Do not mix up the
valves when reassembling the pump!

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5) Detaching the Piston Assembly

5.1) Drive out the Piston

assembly with Plastic or
Wooden Hammer

NOTE

Ensure the Piston is re-installed in the same direction during

reassembly.

5.2) Pull out the seal

flange if your pump is
provided with them.

5.3) Pull the Piston Assembly out by hand

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6) Detaching the Cylinder Liner

6.1) Tip out the cylinder liner together with the other seal flange. Use a plastic pipe or wooden block
of a suitable diameter.

6.2) HPW-pumps equipped with steel bodies are usually provided with a cylinder liner of different
appearance.
6.2.1) The Cylinder Liner is locked in place with a locking ring.
6.2.2) Prior to detaching the cylinder liner from the pump body, remove the locking ring from its annular
groove using two screwdrivers.

6.2.3) Tip out the cylinder liner. Use a plastic pipe or wooden block of a suitable diameter

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7) Dismantling the Piston Assembly

7.1) Remove the Hydraulic Piston Seal

7.2) Attach the piston key to the water piston end as shown on the sketch and vice the assembly firmly

NOTE

If you are not going to change water pistons, it is recommended to mark

them prior to detaching in order to restore an original installation.

7.3) Warm the Hydraulic Piston

Max. upto 150’C with a hot air blower
To plastificate the tightening glue used
In threaded joints

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7.4) Use an allen key to loosen and

remove set screws on water pistons

7.5) Using a Hook wrench detach the hydraulic piston from the other water piston

7.6) Detach the seal from the guide piece of reversal valve.

7.7) Warm up the threaded joint if necessary

7.8) Unscrew the reversal valve guide. Use the other piston key and suitable spanner

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7.8.1) If the Valve guide is fastened with an Capscrew, use an allen key to loosed and remove the joint.

7.9) Attach the Piston Key to the other water piston and vice the assembly firmly

7.10) Using a hook wrench detach the hydraulic piston from the water piston

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7.11) Vice the other piston key firmly

7.12) Put the hydraulic cylinder onto viced key, fitting the keys pins into the holes in the valve spool.
Fit the other key into the holes in the valve seat and open the valve. Use a suitable spanner.
You may have to warm up the unit if the joint is too tight.

NOTE
Clean all the parts, change seals and any worn components. Then reassemble
in the opposite order.

8) Re-Assembling the Piston Unit

Assembling the hydraulic Piston refer to the previous section and to the Spare Parts Pages of your HPW
unit.

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Apply a thin coat of glue to the thread. Ensure that the glue is spread uniformly. Tighten joints with the
appropriate tools by hand as tight as possible

Having pre-assembled the piston unit, do not forget to lock the water pistons. First make short indents to
the threaded shanks of both water pistons through the threaded holes in the hydraulic cylinder. A drill bit
of Dia 3mm is recommended. Clean holes after drilling with compressed air.

Then apply a thin coat of glue to the set screws and lock the water pistons.

NOTE
Allow the glue a sufficient time to cure, see specific product details for
recommendations

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The reversal valve guide should be fastened with an allen screw.

Assemble the hydraulic piston. Refer to the previous pages as

well as to the Spare Parts List for you HPW-Unit

Apply a thin layer of glue

to the thread.

Fasten the valve guide BUT

Attach the Piston
DO NOT TIGHTEN!
key to the water
Allow the valve guide to
pistons end and
travel around the screws
apply a thin coat
shank.
of glue to a
thread. Ensure
that Glue is
spread uniformly

Put the Hydraulic Piston on the

pre-assembled water piston. Align
the reversal valve spool with its
guide. Screw the hydraulic piston
on the water piston, when valve’s
guide is getting centred with the
valve itself.

SECURE THE VALVE”S

GUIDE – TIGHTEN THE
CAPSCREW

Screw the hydraulic piston against

the stop and tighten the joint with
a hook wrench.
All Joints should be
tightened by hand as
tight as possible

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9) Re-Assembling the Pump

“TYPE I”

Assembly 1 Assembly 2

Assembly 1
- Pump body with locked cylinder and seal Assembly 3
- Water head with all Seals
- Fastening Screws.
Assembly 2
- Complete Piston Unit
Assembly 3
- Water Head with all Seals
- Fastening screws.

“TYPE II”

Assembly 1 Assembly 2

As for a pump of TYPE II ASSEMBLY 1 and 2 Assembly 3

include complete tightening flange.
Vaseline or mineral oil can be applied to seal
grooves as well as to mating surfaces to make
seal installation and assembling easy.
Use a plastic or wooden hammer and plastic pipe
when driving and fitting sub units together.

Assemble the water valves and insert them into the annular grooves in the suction manifold and
water heads in the proper way. Attach water manifolds to the pump.
Finalise the pump assembly by attaching the P & T block and any other detached units and parts.
Test the unit on completion

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“TYPE III”

Assembly 1 Assembly 2

DO NOT FORGET TO INSTALL THE

WATER VALVES IN ASSEMBLY 1
Vaseline or mineral oil can be applied to
seal grooves to make installation easier.
Apply a thin coat of Vaseline to the
mating surfaces and put the piston
assembly with the cylinder liner
ASSEMBLY 2 into the pump body
ASSEMBLY 1.
Drive the ASSEMBLY 2 against the stop
with a plastic or wooden hammer and
plastic pipe.

After having installed

the remaining seals and
water valves to the
pump body and other
water head, assemble
the pump

Finalise the pump assembly by attaching the P & T – block and other detached units and parts.
Alternatively, it is possible to assemble a pump of TYPE III broadly in the same way as TYPE II
Test the pump prior to use

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11.4 Torque Specifications, Seal Installation and Recommended Tightening Glues

11.4.1 Torque Specifications

TIGHTENING TORQUES FOR BOLTS / SCREWS

Size Strength / Class Tightening Torques Nm

M6 8.8 8
12.9 16
M8 8.8 24
12.9 40
M10 8.8 35
12.9 75
M12 8.8 65
12.9 130
M14 8.8 90
12.9 220
M16 8.8 170
12.9 290

11.4.2 Seal Installation

11.4.3 Recommended Tightening Glues

Recommended tightening Glues

Manufacturer Product ID Notes
Worth saBesto
Loctite Loctite 542
Weiconlock AN 305-42
Tightening Glue Activator
Weiconlock Activator F

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Section 12 Service Schedules

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12.1 TMX5BP Combo 5000 Daily Service Sheet

Model Combo 5000 Engine Hours Time Allocated:

Serial Number Date Time Taken:
Engine Make MERC
Engine Model 906 Technician Name
Engine Serial Number

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Pre-Service
OEM Record Hour Meter Reading from Main Display Screen Engine Hours……………….
OEM Record Brake Application Number from Main Display Screen Braking Hours………………
OEM Record Tramming Hours from Main Display Screen Tramming Hours………….
OEM Record Spraying Hours from Main Display Screen Spraying Hours…………….

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Lubrication
OEM Check Engine Oil Level
OEM Check Coolant Level in Engine
OEM Check Hydraulic Oil Level
OEM Check Axles for Oil Leaks
OEM Check Mixer Bowl Gearbox for Oil Leaks
OEM Check Diesel Level in Diesel Tank

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 MAINTENANCE MANUAL REV 1 Combo 5000

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Grease
OEM Grease all Spray Boom Joints
OEM Grease all Axle Joints
OEM Grease Pumping Module
OEM Grease Mixer Drum Rollers and Pedestal

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Boom & Controls
OEM Clean the Spray Boom
OEM Remote Pendant – Test Emergency Stops
OEM Check all Functions on the Remote Control Pendant
OEM Check that the Boom can be operated manually with ease
and functions return to their neutral position
OEM Visually inspect Spray Boom for signs of leakage, damage
or wear

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Engine
OEM Check fan and alternator belt tension and wear
OEM Check all hoses, fuel lines, pipes and harnesses for wear,
security, clamping and chafing
OEM Inspect Air Pre-Cleaner bowl and clean if required
OEM Inspect Air Cleaner Elements
OEM Inspect Exhaust System for leaks, security and mountings
OEM Check for Fuel and Oil Leaks around the Engine

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Frame
OEM Carry out a visual inspection of structural parts to detect
any deformation, cracking or crack development.
OEM Check all Access doors, hinges and latches for damage
and wear

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Drive Train
OEM Check Wheel Nut Indicators, Nuts and Studs for Signs of
Damage
OEM Inspect Wheels and Tyres for signs of damage

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Cabin
OEM Check cabin doors, hinges and latches for damage and
wear
OEM Check Cabin door interlock sensors for damage and
security

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 MAINTENANCE MANUAL REV 1 Combo 5000

OEM Check condition of seat belt, stalk, buckle and mounts for
damage and operation of Seat Belt Switch
OEM Check all instruments and Gauges are operational

OEM Check FOPS/ROPS any noticeable damage will require the

cabin to be repaired by an authorised repairer
OEM Check all Lights are working correctly
OEM Check Windows for Cracks and Security
OEM Check Wiper Operation, Blades, Washer and Washer
bottle fill level

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Hydraulics
OEM Check Condition of the Oil Cooler Core and Operation of
the Cooler fans
OEM Inspect Hydraulic Lines, Connections and other hydraulic
system components for leaks and Damage
OEM Check Operation of all Hydraulic controls and Stabiliser
Legs
OEM Check all Cylinders for oil leaks, damage and wear

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Electrical
OEM Check and Test Emergency Stop Controls
OEM Check and Test Isolator shuts machine down
OEM Check and Test Starter Isolator operation
OEM Check all Lights
OEM Test Horn Operation
OEM Check Operation of Reverse Alarm
OEM Check Operation of Gauges
OEM Check Dash Warning LED’s

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Fire
OEM Record type of Fire Extinguisher, Check for Service Date Service Date………………
and Charge.
OEM Check Fire Suppression, Check for Service Date and Service Date………………
Charge, Condition of all Actuators, Nozzles, Caps, Hoses
and Bottle

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Mixer Bowl Assembly
OEM Visually inspect Mixer Bowl for signs of damage

OEM Inspect Mixer Bowl Pedestal and Chute Controls

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 MAINTENANCE MANUAL REV 1 Combo 5000

OEM Test Mixer Bowl for Operation

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Pumping and Other
OEM Visually inspect Pumping Module and Hopper for signs of
damage
OEM Inspect Waterbox for signs of concrete Ingress

OEM Test Concrete Pump Operation

OEM Test Chemical Pump Operation
OEM Test Vibrator Operation
OEM Test Hydroscaler Operation
OEM Test Water pump Operation

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Post Service
OEM Remove all Isolation Tags
OEM Check and Test Spray Boom
OEM Check Start Operation
OEM Check Engine Oil Pressure
OEM Check Shutdown Systems
OEM Check all Lights and Horns
OEM Test Tramming FWD / REV
OEM Test Steering Front / Rear / Four Wheel Steer
OEM Test Wipers
OEM Carry Out Park Brake Test Pass / Fail
OEM Carry Out Service Brake Test Pass / Fail

ID SERVICE INSTRUCTION COMMENTS/ACTIONS INITIAL

Service Notes

1
2
3
4
5
6
7
8
9
10

Page 1326
Maintenance Manual Revision 1 Combo 5000

12.2 50 Hour Service Schedule

Page 1327
50 HOUR SERVICE SERVICE DOCUMENT NUMBER SD50-TMX5BP-001
MODEL # COMBO 5000 SERVICE PERSON :-
SERIAL #
ENGINE SERIAL #
ENGINE HOURS SUPERVISOR :- TOTAL CUSTOMER SUPPORT
SERVICE DATE
SERVICE KIT PART NUMBER :-

IMPORTANT NOTICE Effective servicing is fundamental to the provision of SAFE and RELIABLE Plant & Equipment. This service sheet not only sets out the requirements for the service, but it also acts
as a record that the individual tasks have been completed efectively. Hence it acts to protect the person who completed the service task in the event that the quality of the
service is questioned. Each task is to be checked off as completed by the maintainer / technician. Checking off the task is an aknowledgment that the records of As inspected
Work carried out, Done and Notes are complete and accurate at the time of checking off.

PRE-SERVICE REQUIREMENTS RISK ASSESSMENT

NOTIFICATIONS
ISOLATIONS

SERVICE STAGE PRE-SERVICE

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.1.00.001 Machine Inspection Inspect pre-start book and compare to outstanding work list
ensure all issues are inspected and remedied or reported
SD50.1.00.002 Machine Inspection Visual inspection general condition of Transmix machine.
( ) Covers / Service Doors ( ) Mud Flaps / Guards
( ) Component Guarding ( ) Mixer Bowl
( ) Carrier ( ) Cabins ( ) Pumping Module ( ) Boom
SD50.1.00.003 Machine Inspection Inspect Jack Cylinders & feet are secure and serviceable. 4 Places. (
) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.1.00.004 Machine Inspection Check Major Components. Make a general visual inspection of the
machine for apparent maintenance requirements prior to washing
the machine. Record findings
SD50.1.00.005 Machine Inspection Inspect Engine, Transmission & Hydraulic Oil levels. Ensure the
machine is safe to operate
SD50.1.00.006 Cabin Inspect cabin entry / egress points and note the condition of hand
/ grab rails, steps & three points of contact
SD50.1.00.007 Carrier Inspect the following external cabin components for condition,
cleanliness, security and serviceability
( ) Door Windows ( ) Door Seals ( ) Door Hinges ( ) Front
Windscreen ( ) Side Windows ( ) Door Latches & Strikers
SD50.1.00.008 Cabin Inspect condition of operator seats, seat belts & all their functions
SD50.1.00.009 ELV Electrical Test operation of the audible alarms. ( ) Horn ( ) Reverse ( ) Start
Up ( ) Remote Activation
SD50.1.00.010 Critical Task Perform Park Brake Test
SD50.1.00.011 Critical Task Perform Service Brake Test
SD50.1.00.012 ELV Electrical Test the operation of the park brake / diesel engine start interlock

Page 1328
SD50.1.00.013 ELV Electrical Test Drivers door proximity Switch's & Seat belt switch's
SD50.1.00.014 ELV Electrical Inspect the operation of all internal cabin gauges and lights
SD50.1.00.015 ELV Electrical Ensure correct operation of all carrier lights. ( ) Tramming Front (
) Tramming Rear ( ) Work Lights ( ) Beacons ( ) Brake / Tail Lights
from front & rear cabin
SD50.1.00.016 ELV Electrical Test for correct operation of 2 way radio
SD50.1.00.019 Pre-Service Clean the inside of the cabins

SERVICE STAGE DYNAMIC SERVICE-CARRIER AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.2.00.001 Pre-Service Investigate any unusual noises and vibrations coming from
drivelines and support bearings
SD50.2.00.002 Condition Monitoring Inspect final Drive magnetic plugs and rate the plug. 4 Places ( )
Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.003 Condition Monitoring Inspect final drive oil levels & condition. Replace as required 4
Places ( ) Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.004 Steering Inspect Steering Stops for excessive wear and damage
SD50.2.00.005 Steering Inspect Steering cylinder ball joints for excessive movement
SD50.2.00.006 Steering Inspect Steering cylinders for leaks, inspect rods for damage and
condition
SD50.2.00.007 Steering Inspect King Pins ( ) Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.008 Carrier Inspect Suspension Springs ( ) Pos1 ( ) Pos2 ( ) Pos3 ( )Pos4
SD50.2.00.009 Inspect Spring Hanger Pins & Bushes ( ) Pos1 ( ) Pos2 ( ) Pos3 ( )
Carrier Pos4
SD50.2.00.019 ELV Electrical Test Throttle Switch Function
SD50.2.00.021 Control System Test Engine Emergency Shutdown Systems
Control System Test the Operation of the fire suppression shutdown pressure
SD50.2.00.022 switch

SERVICE STAGE DYNAMIC SERVICE-MIXING DRUM AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.2.01.001 Mixing Drum Test Funtion of Mixing Drum Forward ( ) Reverse ( )
SD50.2.01.002 Mixing Drum Inspect Mixing drum rollers operational ( ) left ( ) right
Check the mixing drum control valve can be operated with ease
SD50.2.01.003 Mixing Drum
and locking function is operable
Check the drum chute tilt cylinder control valve operates up and
SD50.2.01.004 Mixing Drum
down and returns to neutral
SD50.2.01.005 Mixing Drum Check the Chute rotation is free and easy to manual shift
SD50.2.01.006 Mixing Drum Inspect drum chute tilt cylinder for serviceability
Inspect Mixing Drum Support strap for any signs of damage and is
SD50.2.01.013 Mixing Drum
adequately tensioned around drum ring.

SERVICE STAGE DYNAMIC SERVICE-BOOM

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER

Page 1329
SD50.2.02.001 Boom Test function of Boom slew table
SD50.2.02.002 Boom Inspect boom slew table actuator cylinders for serviceability
Test Function of boom telescope, inspect for excessive lateral &
SD50.2.02.003 Boom
vertical movement. Adjust as required
SD50.2.02.004 Boom Inspect boom Telescope cylinders for serviceability
SD50.2.02.005 Boom Test function of Boom lift cylinder

SD50.2.02.006 Boom Inspect boom lift cylinder for serviceability

SD50.2.02.007 Boom Test function of rotary & orbital head actuators

SD50.2.02.008 Boom Inspect rotary & orbital head actuators for serviceability
Boom Inspect Boom pins, bushes & thrust washers for excessive wear ( )
SD50.2.02.009
Boom Telescope ( ) Boom Lift
SD50.2.02.010 Boom Inspect Boom slew table bushes for excessive wear

SERVICE STAGE DYNAMIC SERVICE-CONCRETE PUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.2.03.001 Concrete Pump Inspect Waterbox internals for signs of shotcrete
SD50.2.03.002 Concrete Pump Inspect Waterbox Oil Level
SD50.2.03.003 Concrete Pump Inspect Swing Tube Alignment
SD50.2.03.004 Concrete Pump Inspect the Hopper Grate Vibrator operation
SD50.2.03.005 Concrete Pump Test the function of the hopper grate pilot dump valve
SD50.2.03.006 Concrete Pump Test the operation of the pump lock function
SD50.2.03.007 Concrete Pump Test the operation of the pump reverse function
SD50.2.03.008 Concrete Pump Inspect maximum main ram pressure
SD50.2.03.009 Concrete Pump Inspect maximum swing ram pressure
SD50.2.03.010 Concrete Pump Ensure Concrete pump can cycle at 18 strokes / Minute

SERVICE STAGE WET SERVICE-AFFF AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.00.001 Fire Extinguishers Inspect internal fire extinguishers for ( ) Pressure ( ) Tamper Tag (
) Service Tag ( ) Mounting Bracket ( ) Labels ( )
General Condition ( ) Bags ( ) Invert to prevent packing
SD50.3.00.002 Fire Extinguishers Inspect External fire extinguishers for ( ) Pressure ( ) Tamper Tag (
) Service Tag ( ) Mounting Bracket ( ) Labels ( )
General Condition ( ) Bags ( ) Invert to prevent packing
SD50.3.00.003 AFFF Inspect AFFF bottle for ( ) Secure Mounting ( ) General Condition (
) Serviceable Bracket ( ) Gauge ( ) In Date Service Tag
SD50.3.00.004 AFFF Inspect the following AFFF hardware for positioning, mounting,
routing, leaks & hose condition. ( ) Nozzle Caps ( ) Nozzles ( )
Nozzle Bracket ( ) Pyro Tube
SD50.3.00.005 AFFF Inspect AFFF cabin and external actuator points. ( ) Correct
Pressure ( ) Signage ( ) Service Tags ( ) Tamper Tags
SD50.3.00.006 AFFF Inspect AFFF control system for security, serviceability & Adequate
water proofing. ( ) Control Boxes ( ) Pressure Switches ( ) Wiring (
) Mounting

Page 1330
 SERVICE STAGE WET SERVICE-ENGINE AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.01.001 Engine Inspect the engine bay for air, exhaust, oil & fuel leaks
SD50.3.01.004 Engine Ensure Correct engine oil level. Top up if required
SD50.3.01.011 Fuel System Inspect fuel tank for damage, security and mounting
Fuel System Insect the fuel hoses for damage, wear , chaffing , leaks, loose hose
SD50.3.01.012 fittings or mountings. Ensure stainless steel braided fuel hoses are
fittedd or an approved fuel line fitted with heat resistant sheathing
Induction/Exhaust Inspect engine air induction system for damage, leaks or perished
SD50.3.01.013
System hoses.
SD50.3.01.016 Induction/Exhaust Inspect turbo charger, heat shields & exhaust for mounting,
System security and signs of leaks.
SD50.3.01.018 Induction/Exhaust Clean Air Prefilter Bowl
System
SD50.3.01.019 Cooling System Inspect the cooler pack for mounting and serviceability
SD50.3.01.020 Cooling System Inspect the cooling system hoses for deterioration & replace if
necessary
SD50.3.01.022 Cooling System Ensure Correct Coolant level. Top up as required
SD50.3.01.023 Cooling System Inspect Drive belts, pulleys, fans, shroud and tensioners for
condition
SD50.3.01.024 ELV Electrical Visually Inspect the Alternators for mounting, loose terminals,
corrosion, security and alignment
SD50.3.01.025 ELV Electrical Inpect Starter motor for condition and security
SD50.3.01.026 ELV Electrical Inspect the engine wiring harness for chaffing, security, routing
near sharp edges, corrosion, loose or damaged connectors. Ensure
the harness is correctly supported
SD50.3.01.027 Engine Visually inspect the engine mountings for cracks, deterioration,
broken or loose bolts
SD50.3.01.028 Engine Inspect Engine compartment hoses and piping for any damage,
wear, chaffing, leaks, loose hose fittings or mountings

SERVICE STAGE WET SERVICE-POWERTRAIN AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.02.001 Critical Task Measure Brake Pack Wear. 4 Places ( ) Pos 1 ( ) Pos 2 ( )
Pos 3 ( ) Pos 4
SD50.3.02.002 Power Train Inspect differentials magnetic plugs & rate each plug. 2 Places ( )
Pos 1 ( ) Pos 2
SD50.3.02.006 Power Train Inspect differential breathers. Clean / Replace as required. 2 Places
( ) Front ( ) Rear
SD50.3.02.007 Power Train Visually inspect differential mounting bolts ( ) Front ( ) Rear
SD50.3.02.008 Power Train Inspect Axle Bump Stops Front and Rear
SD50.3.02.009 Power Train Ensure Axle drive motors are mounted securely & free from oil
leaks

Page 1331
SD50.3.02.010 Power Train Inspect drive motor oil supply lines. Ensure they are serviceable,
adequately secured & fit for purpose
SD50.3.02.014 Power Train Ensure drive motor - axle coupling covers are in place and
serviceable ( ) Front ( ) Rear
SD50.3.02.016 Power Train Grease steering pivots (King Pins) & ball joints
SD50.3.02.017 Power Train Inspect tyres & rims for damage and correct match up. Record
Tread Depths. ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.3.02.018 Power Train Inspect and record tyre inflation pressures. Adjust as required. 4
Places ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.3.02.019 Power Train Inspect wheel bolts Tensions. 4 places ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 (
) Pos 4

SERVICE STAGE WET SERVICE-HYDRAULICS AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.03.001 Hydraulics Inspect Hydraulic Structure for leaks, loose fittings, damage,
condition, cracks and security. ( ) Tank ( ) Breather ( ) Suction
Hoses
SD50.3.03.002 Hydraulics Inspect Hydraulic Structure electrical equipment for serviceability
and adequate waterproofing. ( ) Oil Temp Switch ( ) Wiring
SD50.3.03.003 Hydraulics Inspect the hydraulic pumps. Ensure they are free from oil leaks,
mounted securely & their suction lines are serviceable. ( )
Tramming ( ) Mixer Bowl ( )Steering ( ) Brake ( ) Boom/Pumping
Module ( ) Swing Ram
SD50.3.03.004 Hydraulics Inspect hydraulic oil cooler components. Ensure they are free from
oil leaks, secure & are in a serviceable condition. ( ) Cooler ( )
Motors ( ) Fans ( ) Shrouds

SERVICE STAGE WET SERVICE-CARRIER AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.04.001 Carrier Grease carrier via central lubrication points. Ensure all points are
receiving grease ( ) Steering Cylinders ( ) King Pins ( ) Spring
Hanger Pins
SD50.3.04.002 Carrier Inspect undercarriage wiring harness, hoses & pipes for any
damage, wear, chaffing, leaks, loose hose fittings or mountings
SD50.3.04.003 Carrier Visually inspect all the warning, work and driving lights mounts
and condition of wiring
SD50.3.04.004 Carrier Inspect the wash down hose reels for leaks, security, damage,
mounting and condition
SD50.3.04.005 Carrier Inspect components mounted in front of the cabins for condition,
mounting and serviceability. ( ) Solenoids ( ) Orbital Steering
Valve ( ) Brake Valve ( ) Brake Accumulators
SD50.3.04.006 Carrier Inspect components mounted in right hand of unit for condition,
mounting & Serviceability ( ) Boost Filter ( ) Boost Control
Manifold

Page 1332
SD50.3.04.007 ELV Electrical Inspect the battery components for condition, cleanliness,
security, damage, corrosion and serviceability. ( ) Batteries ( )
Hold down clamps ( ) Isolator ( ) Jump Start Receptacle ( )
SD50.3.04.008 ELV Electrical Inspect the batteries state of charge
SD50.3.04.009 ELV Electrical Inspect the electrical junction boxes
SD50.3.04.010 Water System Inspect the water pump hoses for mounting, security, routing,
damage, chaffing and leaks
SD50.3.04.011 Water System Inspect the waterpump motor, water pump top seal and drive
coupling for leaks, mounting, security and condition
SD50.3.04.012 Hydraulics Inspect the rear control valves, regulators and solenoids for
condition, security, damage, leaks & Loose fittings
SD50.3.04.013 Carrier Inspect rear compartment hoses and piping for any damage, wear,
chaffing, leaks, loose fittings or mountings
SD50.3.04.014 Carrier Ensure all reflective equipment is in place.

SERVICE STAGE WET SERVICE-CABIN AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.05.001 Cabin Inspect Cabin ROPS/FOPS structure for cracks, damage and repairs
SD50.3.05.002 Cabin Ensure the operators guide is located in the cabin and is in a
serviceable condition
SD50.3.05.003 Cabin Visually inspect the Rotating Beacon for condition mounting and
condition of wiring
SD50.3.05.004 Cabin Inspect all communication antennas for security and condition
SD50.3.05.005 Cabin Inspect the following internal cabin components for condition,
Cleanliness, security, damage, moisture ingress and serviceability (
) Brake & Throttle Pedals ( ) Cabin Controls ( ) Steering Shaft &
Wheel
SD50.3.05.007 Cabin Fill Windscreen Washer Bottle

SERVICE STAGE WET SERVICE-MIXER DRUM AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.06.001 Mixer Drum Grease Drum Rollers ( ) Left ( ) Right
SD50.3.06.002 Mixer Drum Grease Drum Chute SlewIng Mount ( ) Top ( ) Bottom ( ) Rear
SD50.3.06.003 Mixer Drum Grease Drum Ring
SD50.3.06.004 Mixer Drum Insepct Drum Chute Cylinder for Leakage
SD50.3.06.005 Mixer Drum Inspect Drum Chute for signs of fatigue and damage and locking
ring is serviceable

SERVICE STAGE WET SERVICE-BOOM

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.06.002 Boom Inspect Cylinder Mounting Points & telescope segments surfaces
for cracking & signs of fatigue. ( ) Boom Lift ( ) Boom Extension 1 (
) Boom Extension 2 ( ) Boom Extension 3

Page 1333
SD50.3.06.003 Boom Inspect mounting / condition of boom telescope sequence valves
& hosing. Repair / Replace as required
SD50.3.06.004 Boom Tension boom telescope extension cylinders mounting bolts &
clamps
SD50.3.06.005 Boom Inspect Oscillating assembly security, signs of fatigue & Cracking
SD50.3.06.006 Boom Tension Oscillating Assembly. ( ) 360' Actuator ( ) 180' Actuator (
) Noozle Mount
SD50.3.06.008 Hydraulics Inspect all Hydraulic & delivery hoses through the loom. Replace
as required
SD50.3.06.009 Hydraulics Re-wrap & Hang Hoses
SD50.3.06.010 Hydraulics Grease Boom

SERVICE STAGE WET SERVICE-CONCRETE PUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.07.001 Concrete Pump Inspect Hopper Condition, Mounting & Serviceability. ( ) Grate &
Pivot ( ) Hopper ( ) Discharge Doors ( ) Frame Work ( ) Vibrator (
) Accumulator Dump Valve
SD50.3.07.002 Concrete Pump Inspect Gap between cutting ring and wear plate
SD50.3.07.003 Concrete Pump Inspect Swing tube for concrete build up
SD50.3.07.004 Concrete Pump Inspect concrete transfer pipes & Hoses for internal build up
SD50.3.07.005 Concrete Pump Inspect pump controls and gauges condition, mounting &
serviceability
SD50.3.07.006 Concrete Pump Grease concrete Pump. ( ) Swing Cylinder ( ) Central Grease Point
( ) Grate Pivot

SERVICE STAGE WET SERVICE-HYDROSCALER

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.08.001 Hydroscaler Inspect Hydroscaler Pump, Hosing and Nozzle for signs of damage,
fatigue and leakage
SD50.3.08.002 Hydroscaler Test Operation of Hydroscaler

SERVICE STAGE WET SERVICE-WATERPUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.09.001 Hydroscaler Inspect Water Pump, Hosing and Nozzle for signs of damage,
fatigue and leakage
SD50.3.09.002 Hydroscaler Test Operation of Waterpump

SERVICE STAGE POST SERVICE AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.4.00.001 Post Service Ensure all covers have been refitted
SD50.4.00.002 Post Service ensure all previous tasxks on the service sheet are complete
SD50.4.00.003 Post Service Ensure all oil levels are in the safe start zone
SD50.4.00.004 Post Service Start Engine. Inspect for Oil & Fuel Leaks

Page 1334
SD50.4.00.005 Post Service Ensure Correct Engine Oil, Coolant, Hydraulic Oil Level. Top up if
Required
SD50.4.00.006 Post Service If any repairs or adjustments have been made to the Combo 6000
system RETEST now and ensure correct operation carry out Service
Brake and Park Brake Test
SD50.4.00.007 Post Service Completion of the service, clean all incidental spills, including oil
spills on the wheel ends, oily marks within the operators station
and around all filter housings
SD50.4.00.008 Post Service Ensure work area is clean and all tooling has been replaced on
completion of service. Ensure all waste is disposed of correctly
SD50.4.00.009 Post Service Advise the maintenance shift supervisor when the service is
complete
SD50.4.00.010 Post Service Supervisors MUST perform a quality control inspection of the
machine to ensure all tasks performed have been completed to an
acceptable standard
SD50.4.00.011 Post Service Supervisors MUST review the service sheet to ensure all tasks have
been addressed and all fields requireing data have been filled in
and completed correctly
SD50.4.00.012 Post Service Inspect defect reports, ensure the required planned and
unplanned defects have been actioned in accordance with their
SD50.4.00.013 Post Service Review all Oil filter Cuts and SOS oil samples bottles information
slips are correctly filled out & available for collection
SD50.4.00.014 Post Service Contact mine control to release the machine & move the machine
to the GO line
SD50.4.00.015 Post Service Sign off the service sheet on completion of the service and enter
the completion date and time

Page 1335
REFERENCE
DOCUMENT LINK

Page 1336
Page 1337
Page 1338
Page 1339
Page 1340
Page 1341
Maintenance Manual Revision 1 Combo 5000

12.3 250 Hour Service Schedule

Page 1342
250 HOUR SERVICE SERVICE DOCUMENT NUMBER SD250-TMX5BP-001
MODEL # COMBO 5000 SERVICE PERSON :-
SERIAL #
ENGINE SERIAL #
ENGINE HOURS SUPERVISOR :- TOTAL CUSTOMER SUPPORT
SERVICE DATE
SERVICE KIT PART NUMBER :-

IMPORTANT NOTICE Effective servicing is fundamental to the provision of SAFE and RELIABLE Plant & Equipment. This service sheet not only sets out the requirements for the service, but it also acts
as a record that the individual tasks have been completed efectively. Hence it acts to protect the person who completed the service task in the event that the quality of the
service is questioned. Each task is to be checked off as completed by the maintainer / technician. Checking off the task is an aknowledgment that the records of As inspected
Work carried out, Done and Notes are complete and accurate at the time of checking off.

PRE-SERVICE REQUIREMENTS RISK ASSESSMENT

NOTIFICATIONS
ISOLATIONS

SERVICE STAGE PRE-SERVICE

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.1.00.001 Machine Inspection Inspect pre-start book and compare to outstanding work list
ensure all issues are inspected and remedied or reported
SD50.1.00.002 Machine Inspection Visual inspection general condition of Transmix machine.
( ) Covers / Service Doors ( ) Mud Flaps / Guards
( ) Component Guarding ( ) Mixer Bowl
( ) Carrier ( ) Cabins ( ) Pumping Module ( ) Boom
SD50.1.00.003 Machine Inspection Inspect Jack Cylinders & feet are secure and serviceable. 4 Places. (
) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.1.00.004 Machine Inspection Check Major Components. Make a general visual inspection of the
machine for apparent maintenance requirements prior to washing
the machine. Record findings
SD50.1.00.005 Machine Inspection Inspect Engine, Transmission & Hydraulic Oil levels. Ensure the
machine is safe to operate
SD50.1.00.006 Cabin Inspect cabin entry / egress points and note the condition of hand
/ grab rails, steps & three points of contact
SD50.1.00.007 Carrier Inspect the following external cabin components for condition,
cleanliness, security and serviceability
( ) Door Windows ( ) Door Seals ( ) Door Hinges ( ) Front
Windscreen ( ) Side Windows ( ) Door Latches & Strikers
SD50.1.00.008 Cabin Inspect condition of operator seats, seat belts & all their functions
SD50.1.00.009 ELV Electrical Test operation of the audible alarms. ( ) Horn ( ) Reverse ( ) Start
Up ( ) Remote Activation
SD50.1.00.010 Critical Task Perform Park Brake Test
SD50.1.00.011 Critical Task Perform Service Brake Test
SD50.1.00.012 ELV Electrical Test the operation of the park brake / diesel engine start interlock

Page 1343
SD50.1.00.013 ELV Electrical Test Drivers door proximity Switch's & Seat belt switch's
SD50.1.00.014 ELV Electrical Inspect the operation of all internal cabin gauges and lights
SD50.1.00.015 ELV Electrical Ensure correct operation of all carrier lights. ( ) Tramming Front (
) Tramming Rear ( ) Work Lights ( ) Beacons ( ) Brake / Tail Lights
from front & rear cabin
SD50.1.00.016 ELV Electrical Test for correct operation of 2 way radio
SD250.1.00.018 Pre-Service Clean Carrier, Cooler Pack, Engine Bay, batteries, Mixer Drum and
rollers
SD50.1.00.019 Pre-Service Clean the inside of the cabins

SERVICE STAGE DYNAMIC SERVICE-CARRIER AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.2.00.001 Pre-Service Investigate any unusual noises and vibrations coming from
drivelines and support bearings
SD50.2.00.002 Condition Monitoring Inspect final Drive magnetic plugs and rate the plug. 4 Places ( )
Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.003 Condition Monitoring Inspect final drive oil levels & condition. Replace as required 4
Places ( ) Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.004 Steering Inspect Steering Stops for excessive wear and damage
SD50.2.00.005 Steering Inspect Steering cylinder ball joints for excessive movement
SD50.2.00.006 Steering Inspect Steering cylinders for leaks, inspect rods for damage and
condition
SD50.2.00.007 Steering Inspect King Pins ( ) Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.008 Carrier Inspect Suspension Springs ( ) Pos1 ( ) Pos2 ( ) Pos3 ( )Pos4
SD50.2.00.009 Inspect Spring Hanger Pins & Bushes ( ) Pos1 ( ) Pos2 ( ) Pos3 ( )
Carrier Pos4
Critical Task Test & Record Individual Brake Accumulators nitrogen pre-charge (
SD250.2.00.011 ) Front ( ) Rear
SD250.2.00.012 Critical Task Test & Record brake charge pressures
SD250.2.00.013 Critical Task Test & Record Service Brake Pressures ( ) Front ( ) Rear
SD250.2.00.014 Critical Task Test & Record Park Brake Release Pressure ( ) Front ( ) Rear
SD250.2.00.015 Critical Task Test & Record the Diesel Positioning Pump standby pressure
SD250.2.00.016 Critical Task Test & Record Steering System Maximum Pressure
SD250.2.00.017 Critical Task Test & Record Tramming Pump Standby & Maximum Pressure
SD250.2.00.018 Critical Task Test & Record Transmission pump Boost Pressure
SD50.2.00.019 ELV Electrical Test Throttle Switch Function
SD250.2.00.020 Hydraulics Test the function of the emergency park brake release valve
SD50.2.00.021 Control System Test Engine Emergency Shutdown Systems
Control System Test the Operation of the fire suppression shutdown pressure
SD50.2.00.022 switch

SERVICE STAGE DYNAMIC SERVICE-MIXING DRUM AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.2.01.001 Mixing Drum Test Funtion of Mixing Drum Forward ( ) Reverse ( )
SD50.2.01.002 Mixing Drum Inspect Mixing drum rollers operational ( ) left ( ) right

Page 1344
 Check the mixing drum control valve can be operated with ease
SD50.2.01.003 Mixing Drum
and locking function is operable
Check the drum chute tilt cylinder control valve operates up and
SD50.2.01.004 Mixing Drum
down and returns to neutral
SD50.2.01.005 Mixing Drum Check the Chute rotation is free and easy to manual shift
SD50.2.01.006 Mixing Drum Inspect drum chute tilt cylinder for serviceability
SD250.2.01.011 Mixing Drum Test and Record the Mixing Drum Hydraulic Pump boost pressure
Test and Record the Mixing Drum Maximum Pressure ( ) A Leg ( )
SD250.2.01.012 Mixing Drum
B Leg
Inspect Mixing Drum Support strap for any signs of damage and is
SD50.2.01.013 Mixing Drum
adequately tensioned around drum ring.

SERVICE STAGE DYNAMIC SERVICE-BOOM

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.2.02.001 Boom Test function of Boom slew table
SD50.2.02.002 Boom Inspect boom slew table actuator cylinders for serviceability
Test Function of boom telescope, inspect for excessive lateral &
SD50.2.02.003 Boom
vertical movement. Adjust as required
SD50.2.02.004 Boom Inspect boom Telescope cylinders for serviceability
SD50.2.02.005 Boom Test function of Boom lift cylinder

SD50.2.02.006 Boom Inspect boom lift cylinder for serviceability

SD50.2.02.007 Boom Test function of rotary & orbital head actuators

SD50.2.02.008 Boom Inspect rotary & orbital head actuators for serviceability
Boom Inspect Boom pins, bushes & thrust washers for excessive wear ( )
SD50.2.02.009
Boom Telescope ( ) Boom Lift
SD50.2.02.010 Boom Inspect Boom slew table bushes for excessive wear

SERVICE STAGE DYNAMIC SERVICE-CONCRETE PUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.2.03.001 Concrete Pump Inspect Waterbox internals for signs of shotcrete
SD50.2.03.002 Concrete Pump Inspect Waterbox Oil Level
SD50.2.03.003 Concrete Pump Inspect Swing Tube Alignment
SD50.2.03.004 Concrete Pump Inspect the Hopper Grate Vibrator operation
SD50.2.03.005 Concrete Pump Test the function of the hopper grate pilot dump valve
SD50.2.03.006 Concrete Pump Test the operation of the pump lock function
SD50.2.03.007 Concrete Pump Test the operation of the pump reverse function
SD50.2.03.008 Concrete Pump Inspect maximum main ram pressure
SD50.2.03.009 Concrete Pump Inspect maximum swing ram pressure
SD50.2.03.010 Concrete Pump Ensure Concrete pump can cycle at 18 strokes / Minute

SERVICE STAGE WET SERVICE-AFFF AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER

Page 1345
SD50.3.00.001 Fire Extinguishers Inspect internal fire extinguishers for ( ) Pressure ( ) Tamper Tag (
) Service Tag ( ) Mounting Bracket ( ) Labels ( )
General Condition ( ) Bags ( ) Invert to prevent packing
SD50.3.00.002 Fire Extinguishers Inspect External fire extinguishers for ( ) Pressure ( ) Tamper Tag (
) Service Tag ( ) Mounting Bracket ( ) Labels ( )
General Condition ( ) Bags ( ) Invert to prevent packing
SD50.3.00.003 AFFF Inspect AFFF bottle for ( ) Secure Mounting ( ) General Condition (
) Serviceable Bracket ( ) Gauge ( ) In Date Service Tag
SD50.3.00.004 AFFF Inspect the following AFFF hardware for positioning, mounting,
routing, leaks & hose condition. ( ) Nozzle Caps ( ) Nozzles ( )
Nozzle Bracket ( ) Pyro Tube
SD50.3.00.005 AFFF Inspect AFFF cabin and external actuator points. ( ) Correct
Pressure ( ) Signage ( ) Service Tags ( ) Tamper Tags
SD50.3.00.006 AFFF Inspect AFFF control system for security, serviceability & Adequate
water proofing. ( ) Control Boxes ( ) Pressure Switches ( ) Wiring (
) Mounting

SERVICE STAGE WET SERVICE-ENGINE AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.01.001 Engine Inspect the engine bay for air, exhaust, oil & fuel leaks
SD250.3.01.002 Engine Change Engine Oil ( ) Drained ( ) Filled
SD250.3.01.003 Engine Replace Engine Oil Filters
SD50.3.01.004 Engine Ensure Correct engine oil level. Top up if required
SD250.3.01.008 Fuel System Replace Fuel Filters
Fuel System Replace Pre-Filter Element
SD250.3.01.009

SD50.3.01.011 Fuel System Inspect fuel tank for damage, security and mounting
Fuel System Insect the fuel hoses for damage, wear , chaffing , leaks, loose hose
SD50.3.01.012 fittings or mountings. Ensure stainless steel braided fuel hoses are
fittedd or an approved fuel line fitted with heat resistant sheathing
Induction/Exhaust Inspect engine air induction system for damage, leaks or perished
SD50.3.01.013
System hoses.
SD250.3.01.015 Induction/Exhaust Replace inner & outer air filter elements
System
SD50.3.01.016 Induction/Exhaust Inspect turbo charger, heat shields & exhaust for mounting,
System security and signs of leaks.
SD50.3.01.018 Induction/Exhaust Clean Air Prefilter Bowl
System
SD50.3.01.019 Cooling System Inspect the cooler pack for mounting and serviceability
SD50.3.01.020 Cooling System Inspect the cooling system hoses for deterioration & replace if
necessary
SD50.3.01.022 Cooling System Ensure Correct Coolant level. Top up as required
SD50.3.01.023 Cooling System Inspect Drive belts, pulleys, fans, shroud and tensioners for
condition
SD50.3.01.024 ELV Electrical Visually Inspect the Alternators for mounting, loose terminals,
corrosion, security and alignment

Page 1346
SD50.3.01.025 ELV Electrical Inpect Starter motor for condition and security
SD50.3.01.026 ELV Electrical Inspect the engine wiring harness for chaffing, security, routing
near sharp edges, corrosion, loose or damaged connectors. Ensure
the harness is correctly supported
SD50.3.01.027 Engine Visually inspect the engine mountings for cracks, deterioration,
broken or loose bolts
SD50.3.01.028 Engine Inspect Engine compartment hoses and piping for any damage,
wear, chaffing, leaks, loose hose fittings or mountings

SERVICE STAGE WET SERVICE-POWERTRAIN AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.02.001 Critical Task Measure Brake Pack Wear. 4 Places ( ) Pos 1 ( ) Pos 2 ( )
Pos 3 ( ) Pos 4
SD50.3.02.002 Power Train Inspect differentials magnetic plugs & rate each plug. 2 Places ( )
Pos 1 ( ) Pos 2
SD50.3.02.006 Power Train Inspect differential breathers. Clean / Replace as required. 2 Places
( ) Front ( ) Rear
SD50.3.02.007 Power Train Visually inspect differential mounting bolts ( ) Front ( ) Rear
SD50.3.02.008 Power Train Inspect Axle Bump Stops Front and Rear
SD50.3.02.009 Power Train Ensure Axle drive motors are mounted securely & free from oil
leaks
SD50.3.02.010 Power Train Inspect drive motor oil supply lines. Ensure they are serviceable,
adequately secured & fit for purpose
SD250.3.02.011 Power Train Tension drive motor mountings
SD50.3.02.014 Power Train Ensure drive motor - axle coupling covers are in place and
serviceable ( ) Front ( ) Rear
SD50.3.02.016 Power Train Grease steering pivots (King Pins) & ball joints
SD50.3.02.017 Power Train Inspect tyres & rims for damage and correct match up. Record
Tread Depths. ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.3.02.018 Power Train Inspect and record tyre inflation pressures. Adjust as required. 4
Places ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.3.02.019 Power Train Inspect wheel bolts Tensions. 4 places ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 (
) Pos 4
SD250.3.02.024 Power Train Replace Axle Differential Oil ( ) Front Drained ( ) Rear Drained ( )
Front Filled ( ) Rear Filled
SD250.3.02.025 Power Train Replace Axle Hub Oil 4 Places ( ) Drained ( ) Filled

SERVICE STAGE WET SERVICE-HYDRAULICS AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.03.001 Hydraulics Inspect Hydraulic Structure for leaks, loose fittings, damage,
condition, cracks and security. ( ) Tank ( ) Breather ( ) Suction
Hoses
SD50.3.03.002 Hydraulics Inspect Hydraulic Structure electrical equipment for serviceability
and adequate waterproofing. ( ) Oil Temp Switch ( ) Wiring

Page 1347
SD50.3.03.003 Hydraulics Inspect the hydraulic pumps. Ensure they are free from oil leaks,
mounted securely & their suction lines are serviceable. ( )
Tramming ( ) Mixer Bowl ( )Steering ( ) Brake ( ) Boom/Pumping
Module ( ) Swing Ram
SD50.3.03.004 Hydraulics Inspect hydraulic oil cooler components. Ensure they are free from
oil leaks, secure & are in a serviceable condition. ( ) Cooler ( )
Motors ( ) Fans ( ) Shrouds
SD250.3.03.005 Hydraulics Replace hydraulic Return Filter element
SD250.3.03.006 Hydraulics Replace Mixer Bowl Boost Filter Element
SD250.3.03.007 Hydraulics Replace Transmission Boost Filter Element
SD250.3.03.008 Hydraulics Replace Hydraulic Tank Breather

SERVICE STAGE WET SERVICE-CARRIER AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.04.001 Carrier Grease carrier via central lubrication points. Ensure all points are
receiving grease ( ) Steering Cylinders ( ) King Pins ( ) Spring
Hanger Pins
SD50.3.04.002 Carrier Inspect undercarriage wiring harness, hoses & pipes for any
damage, wear, chaffing, leaks, loose hose fittings or mountings
SD50.3.04.003 Carrier Visually inspect all the warning, work and driving lights mounts
and condition of wiring
SD50.3.04.004 Carrier Inspect the wash down hose reels for leaks, security, damage,
mounting and condition
SD50.3.04.005 Carrier Inspect components mounted in front of the cabins for condition,
mounting and serviceability. ( ) Solenoids ( ) Orbital Steering
Valve ( ) Brake Valve ( ) Brake Accumulators
SD50.3.04.006 Carrier Inspect components mounted in right hand of unit for condition,
mounting & Serviceability ( ) Boost Filter ( ) Boost Control
Manifold
SD50.3.04.007 ELV Electrical Inspect the battery components for condition, cleanliness,
security, damage, corrosion and serviceability. ( ) Batteries ( )
Hold down clamps ( ) Isolator ( ) Jump Start Receptacle ( )
SD50.3.04.008 ELV Electrical Inspect the batteries state of charge
SD50.3.04.009 ELV Electrical Inspect the electrical junction boxes
SD50.3.04.010 Water System Inspect the water pump hoses for mounting, security, routing,
damage, chaffing and leaks
SD50.3.04.011 Water System Inspect the waterpump motor, water pump top seal and drive
coupling for leaks, mounting, security and condition
SD50.3.04.012 Hydraulics Inspect the rear control valves, regulators and solenoids for
condition, security, damage, leaks & Loose fittings
SD50.3.04.013 Carrier Inspect rear compartment hoses and piping for any damage, wear,
chaffing, leaks, loose fittings or mountings
SD50.3.04.014 Carrier Ensure all reflective equipment is in place.

SERVICE STAGE WET SERVICE-CABIN AS INSPECTED WORK CARRIED OUT DONE NOTES

Page 1348
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.05.001 Cabin Inspect Cabin ROPS/FOPS structure for cracks, damage and repairs
SD50.3.05.002 Cabin Ensure the operators guide is located in the cabin and is in a
serviceable condition
SD50.3.05.003 Cabin Visually inspect the Rotating Beacon for condition mounting and
condition of wiring
SD50.3.05.004 Cabin Inspect all communication antennas for security and condition
SD50.3.05.005 Cabin Inspect the following internal cabin components for condition,
Cleanliness, security, damage, moisture ingress and serviceability (
) Brake & Throttle Pedals ( ) Cabin Controls ( ) Steering Shaft &
Wheel
SD250.3.05.006 Cabin Replace Wiper Blade
SD50.3.05.007 Cabin Fill Windscreen Washer Bottle
SD250.3.05.008 Cabin Replace Air Conditioning Filter Element

SERVICE STAGE WET SERVICE-MIXER DRUM AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.06.001 Mixer Drum Grease Drum Rollers ( ) Left ( ) Right
SD50.3.06.002 Mixer Drum Grease Drum Chute SlewIng Mount ( ) Top ( ) Bottom ( ) Rear
SD50.3.06.003 Mixer Drum Grease Drum Ring
SD50.3.06.004 Mixer Drum Insepct Drum Chute Cylinder for Leakage
SD50.3.06.005 Mixer Drum Inspect Drum Chute for signs of fatigue and damage and locking
ring is serviceable
SD250.3.06.008 Mixer Drum Replace Mixer Drum Gearbox Oil ( ) Drained ( ) Filled

SERVICE STAGE WET SERVICE-BOOM

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.06.002 Boom Inspect Cylinder Mounting Points & telescope segments surfaces
for cracking & signs of fatigue. ( ) Boom Lift ( ) Boom Extension 1 (
) Boom Extension 2 ( ) Boom Extension 3
SD50.3.06.003 Boom Inspect mounting / condition of boom telescope sequence valves
& hosing. Repair / Replace as required
SD50.3.06.004 Boom Tension boom telescope extension cylinders mounting bolts &
clamps
SD50.3.06.005 Boom Inspect Oscillating assembly security, signs of fatigue & Cracking
SD50.3.06.006 Boom Tension Oscillating Assembly. ( ) 360' Actuator ( ) 180' Actuator (
) Noozle Mount
SD50.3.06.008 Hydraulics Inspect all Hydraulic & delivery hoses through the loom. Replace
as required
SD50.3.06.009 Hydraulics Re-wrap & Hang Hoses
SD50.3.06.010 Hydraulics Grease Boom

SERVICE STAGE WET SERVICE-CONCRETE PUMP

Page 1349
TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.07.001 Concrete Pump Inspect Hopper Condition, Mounting & Serviceability. ( ) Grate &
Pivot ( ) Hopper ( ) Discharge Doors ( ) Frame Work ( ) Vibrator (
) Accumulator Dump Valve
SD50.3.07.002 Concrete Pump Inspect Gap between cutting ring and wear plate
SD50.3.07.003 Concrete Pump Inspect Swing tube for concrete build up
SD50.3.07.004 Concrete Pump Inspect concrete transfer pipes & Hoses for internal build up
SD50.3.07.005 Concrete Pump Inspect pump controls and gauges condition, mounting &
serviceability
SD50.3.07.006 Concrete Pump Grease concrete Pump. ( ) Swing Cylinder ( ) Central Grease Point
( ) Grate Pivot

SERVICE STAGE WET SERVICE-HYDROSCALER

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.08.001 Hydroscaler Inspect Hydroscaler Pump, Hosing and Nozzle for signs of damage,
fatigue and leakage
SD50.3.08.002 Hydroscaler Test Operation of Hydroscaler
SD250.3.08.003 Hydroscaler Remove , Clean and replace Water Strainer

SERVICE STAGE WET SERVICE-WATERPUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.09.001 Hydroscaler Inspect Water Pump, Hosing and Nozzle for signs of damage,
fatigue and leakage
SD50.3.09.002 Hydroscaler Test Operation of Waterpump
SD250.3.09.003 Hydroscaler Remove , Clean and replace Water Strainer

SERVICE STAGE POST SERVICE AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.4.00.001 Post Service Ensure all covers have been refitted
SD50.4.00.002 Post Service ensure all previous tasxks on the service sheet are complete
SD50.4.00.003 Post Service Ensure all oil levels are in the safe start zone
SD50.4.00.004 Post Service Start Engine. Inspect for Oil & Fuel Leaks
SD50.4.00.005 Post Service Ensure Correct Engine Oil, Coolant, Hydraulic Oil Level. Top up if
Required
SD50.4.00.006 Post Service If any repairs or adjustments have been made to the Combo 6000
system RETEST now and ensure correct operation carry out Service
Brake and Park Brake Test
SD50.4.00.007 Post Service Completion of the service, clean all incidental spills, including oil
spills on the wheel ends, oily marks within the operators station
and around all filter housings
SD50.4.00.008 Post Service Ensure work area is clean and all tooling has been replaced on
completion of service. Ensure all waste is disposed of correctly

Page 1350
SD50.4.00.009 Post Service Advise the maintenance shift supervisor when the service is
complete
SD50.4.00.010 Post Service Supervisors MUST perform a quality control inspection of the
machine to ensure all tasks performed have been completed to an
acceptable standard
SD50.4.00.011 Post Service Supervisors MUST review the service sheet to ensure all tasks have
been addressed and all fields requireing data have been filled in
and completed correctly
SD50.4.00.012 Post Service Inspect defect reports, ensure the required planned and
unplanned defects have been actioned in accordance with their
SD50.4.00.013 Post Service Review all Oil filter Cuts and SOS oil samples bottles information
slips are correctly filled out & available for collection
SD50.4.00.014 Post Service Contact mine control to release the machine & move the machine
to the GO line
SD50.4.00.015 Post Service Sign off the service sheet on completion of the service and enter
the completion date and time

Page 1351
REFERENCE
DOCUMENT LINK

Page 1352
Page 1353
Page 1354
Page 1355
Page 1356
Page 1357
Page 1358
Maintenance Manual Revision 1 Combo 5000

12.4 500 Hour Service Schedule

Page 1359
500 HOUR SERVICE SERVICE DOCUMENT NUMBER SD500-TMX5BP-001
MODEL # COMBO 5000 SERVICE PERSON :-
SERIAL #
ENGINE SERIAL #
ENGINE HOURS SUPERVISOR :- TOTAL CUSTOMER SUPPORT
SERVICE DATE
SERVICE KIT PART NUMBER :-

IMPORTANT NOTICE Effective servicing is fundamental to the provision of SAFE and RELIABLE Plant & Equipment. This service sheet not only sets out the requirements for the service, but it also acts
as a record that the individual tasks have been completed efectively. Hence it acts to protect the person who completed the service task in the event that the quality of the
service is questioned. Each task is to be checked off as completed by the maintainer / technician. Checking off the task is an aknowledgment that the records of As inspected
Work carried out, Done and Notes are complete and accurate at the time of checking off.

PRE-SERVICE REQUIREMENTS RISK ASSESSMENT

NOTIFICATIONS
ISOLATIONS

SERVICE STAGE PRE-SERVICE

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.1.00.001 Machine Inspection Inspect pre-start book and compare to outstanding work list
ensure all issues are inspected and remedied or reported
SD50.1.00.002 Machine Inspection Visual inspection general condition of Transmix machine.
( ) Covers / Service Doors ( ) Mud Flaps / Guards
( ) Component Guarding ( ) Mixer Bowl
( ) Carrier ( ) Cabins ( ) Pumping Module ( ) Boom
SD50.1.00.003 Machine Inspection Inspect Jack Cylinders & feet are secure and serviceable. 4 Places. (
) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.1.00.004 Machine Inspection Check Major Components. Make a general visual inspection of the
machine for apparent maintenance requirements prior to washing
the machine. Record findings
SD50.1.00.005 Machine Inspection Inspect Engine, Transmission & Hydraulic Oil levels. Ensure the
machine is safe to operate
SD50.1.00.006 Cabin Inspect cabin entry / egress points and note the condition of hand
/ grab rails, steps & three points of contact
SD50.1.00.007 Carrier Inspect the following external cabin components for condition,
cleanliness, security and serviceability
( ) Door Windows ( ) Door Seals ( ) Door Hinges ( ) Front
Windscreen ( ) Side Windows ( ) Door Latches & Strikers
SD50.1.00.008 Cabin Inspect condition of operator seats, seat belts & all their functions
SD50.1.00.009 ELV Electrical Test operation of the audible alarms. ( ) Horn ( ) Reverse ( ) Start
Up ( ) Remote Activation
SD50.1.00.010 Critical Task Perform Park Brake Test
SD50.1.00.011 Critical Task Perform Service Brake Test
SD50.1.00.012 ELV Electrical Test the operation of the park brake / diesel engine start interlock

Page 1360
SD50.1.00.013 ELV Electrical Test Drivers door proximity Switch's & Seat belt switch's
SD50.1.00.014 ELV Electrical Inspect the operation of all internal cabin gauges and lights
SD50.1.00.015 ELV Electrical Ensure correct operation of all carrier lights. ( ) Tramming Front (
) Tramming Rear ( ) Work Lights ( ) Beacons ( ) Brake / Tail Lights
from front & rear cabin
SD50.1.00.016 ELV Electrical Test for correct operation of 2 way radio
SD500.1.00.017 Pre-Service Remove spiral wrap & open Covers to enable cleaning of the work
areas.
SD250.1.00.018 Pre-Service Clean Carrier, Cooler Pack, Engine Bay, batteries, Mixer Drum and
rollers
SD50.1.00.019 Pre-Service Clean the inside of the cabins

SERVICE STAGE DYNAMIC SERVICE-CARRIER AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.2.00.001 Pre-Service Investigate any unusual noises and vibrations coming from
drivelines and support bearings
SD50.2.00.002 Condition Monitoring Inspect final Drive magnetic plugs and rate the plug. 4 Places ( )
Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.003 Condition Monitoring Inspect final drive oil levels & condition. Replace as required 4
Places ( ) Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.004 Steering Inspect Steering Stops for excessive wear and damage
SD50.2.00.005 Steering Inspect Steering cylinder ball joints for excessive movement
SD50.2.00.006 Steering Inspect Steering cylinders for leaks, inspect rods for damage and
condition
SD50.2.00.007 Steering Inspect King Pins ( ) Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.008 Carrier Inspect Suspension Springs ( ) Pos1 ( ) Pos2 ( ) Pos3 ( )Pos4
SD50.2.00.009 Inspect Spring Hanger Pins & Bushes ( ) Pos1 ( ) Pos2 ( ) Pos3 ( )
Carrier Pos4
Critical Task Test & Record Individual Brake Accumulators nitrogen pre-charge (
SD250.2.00.011 ) Front ( ) Rear
SD250.2.00.012 Critical Task Test & Record brake charge pressures
SD250.2.00.013 Critical Task Test & Record Service Brake Pressures ( ) Front ( ) Rear
SD250.2.00.014 Critical Task Test & Record Park Brake Release Pressure ( ) Front ( ) Rear
SD250.2.00.015 Critical Task Test & Record the Diesel Positioning Pump standby pressure
SD250.2.00.016 Critical Task Test & Record Steering System Maximum Pressure
SD250.2.00.017 Critical Task Test & Record Tramming Pump Standby & Maximum Pressure
SD250.2.00.018 Critical Task Test & Record Transmission pump Boost Pressure
SD50.2.00.019 ELV Electrical Test Throttle Switch Function
SD250.2.00.020 Hydraulics Test the function of the emergency park brake release valve
SD50.2.00.021 Control System Test Engine Emergency Shutdown Systems
Control System Test the Operation of the fire suppression shutdown pressure
SD50.2.00.022 switch

SERVICE STAGE DYNAMIC SERVICE-MIXING DRUM AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER

Page 1361
SD50.2.01.001 Mixing Drum Test Funtion of Mixing Drum Forward ( ) Reverse ( )
SD50.2.01.002 Mixing Drum Inspect Mixing drum rollers operational ( ) left ( ) right
Check the mixing drum control valve can be operated with ease
SD50.2.01.003 Mixing Drum
and locking function is operable
Check the drum chute tilt cylinder control valve operates up and
SD50.2.01.004 Mixing Drum
down and returns to neutral
SD50.2.01.005 Mixing Drum Check the Chute rotation is free and easy to manual shift
SD50.2.01.006 Mixing Drum Inspect drum chute tilt cylinder for serviceability
SD250.2.01.011 Mixing Drum Test and Record the Mixing Drum Hydraulic Pump boost pressure
Test and Record the Mixing Drum Maximum Pressure ( ) A Leg ( )
SD250.2.01.012 Mixing Drum
B Leg
Inspect Mixing Drum Support strap for any signs of damage and is
SD50.2.01.013 Mixing Drum
adequately tensioned around drum ring.

SERVICE STAGE DYNAMIC SERVICE-BOOM

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.2.02.001 Boom Test function of Boom slew table
SD50.2.02.002 Boom Inspect boom slew table actuator cylinders for serviceability
Test Function of boom telescope, inspect for excessive lateral &
SD50.2.02.003 Boom
vertical movement. Adjust as required
SD50.2.02.004 Boom Inspect boom Telescope cylinders for serviceability
SD50.2.02.005 Boom Test function of Boom lift cylinder

SD50.2.02.006 Boom Inspect boom lift cylinder for serviceability

SD50.2.02.007 Boom Test function of rotary & orbital head actuators

SD50.2.02.008 Boom Inspect rotary & orbital head actuators for serviceability
Boom Inspect Boom pins, bushes & thrust washers for excessive wear ( )
SD50.2.02.009
Boom Telescope ( ) Boom Lift
SD50.2.02.010 Boom Inspect Boom slew table bushes for excessive wear

SERVICE STAGE DYNAMIC SERVICE-CONCRETE PUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.2.03.001 Concrete Pump Inspect Waterbox internals for signs of shotcrete
SD50.2.03.002 Concrete Pump Inspect Waterbox Oil Level
SD50.2.03.003 Concrete Pump Inspect Swing Tube Alignment
SD50.2.03.004 Concrete Pump Inspect the Hopper Grate Vibrator operation
SD50.2.03.005 Concrete Pump Test the function of the hopper grate pilot dump valve
SD50.2.03.006 Concrete Pump Test the operation of the pump lock function
SD50.2.03.007 Concrete Pump Test the operation of the pump reverse function
SD50.2.03.008 Concrete Pump Inspect maximum main ram pressure
SD50.2.03.009 Concrete Pump Inspect maximum swing ram pressure
SD50.2.03.010 Concrete Pump Ensure Concrete pump can cycle at 18 strokes / Minute

SERVICE STAGE WET SERVICE-AFFF AS INSPECTED WORK CARRIED OUT DONE NOTES

Page 1362
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.00.001 Fire Extinguishers Inspect internal fire extinguishers for ( ) Pressure ( ) Tamper Tag (
) Service Tag ( ) Mounting Bracket ( ) Labels ( )
General Condition ( ) Bags ( ) Invert to prevent packing
SD50.3.00.002 Fire Extinguishers Inspect External fire extinguishers for ( ) Pressure ( ) Tamper Tag (
) Service Tag ( ) Mounting Bracket ( ) Labels ( )
General Condition ( ) Bags ( ) Invert to prevent packing
SD50.3.00.003 AFFF Inspect AFFF bottle for ( ) Secure Mounting ( ) General Condition (
) Serviceable Bracket ( ) Gauge ( ) In Date Service Tag
SD50.3.00.004 AFFF Inspect the following AFFF hardware for positioning, mounting,
routing, leaks & hose condition. ( ) Nozzle Caps ( ) Nozzles ( )
Nozzle Bracket ( ) Pyro Tube
SD50.3.00.005 AFFF Inspect AFFF cabin and external actuator points. ( ) Correct
Pressure ( ) Signage ( ) Service Tags ( ) Tamper Tags
SD50.3.00.006 AFFF Inspect AFFF control system for security, serviceability & Adequate
water proofing. ( ) Control Boxes ( ) Pressure Switches ( ) Wiring (
) Mounting

SERVICE STAGE WET SERVICE-ENGINE AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.01.001 Engine Inspect the engine bay for air, exhaust, oil & fuel leaks
SD250.3.01.002 Engine Change Engine Oil ( ) Drained ( ) Filled
SD250.3.01.003 Engine Replace Engine Oil Filters
SD50.3.01.004 Engine Ensure Correct engine oil level. Top up if required
SD500.3.01.005 Engine Carry out SOS on engine Oil & Coolant
SD500.3.01.007 Engine Clean out Air Charge Cooler (inter cooler)
SD250.3.01.008 Fuel System Replace Fuel Filters
Fuel System Replace Pre-Filter Element
SD250.3.01.009

SD50.3.01.011 Fuel System Inspect fuel tank for damage, security and mounting
Fuel System Insect the fuel hoses for damage, wear , chaffing , leaks, loose hose
SD50.3.01.012 fittings or mountings. Ensure stainless steel braided fuel hoses are
fittedd or an approved fuel line fitted with heat resistant sheathing
Induction/Exhaust Inspect engine air induction system for damage, leaks or perished
SD50.3.01.013
System hoses.
SD250.3.01.015 Induction/Exhaust Replace inner & outer air filter elements
System
SD50.3.01.016 Induction/Exhaust Inspect turbo charger, heat shields & exhaust for mounting,
System security and signs of leaks.
SD50.3.01.018 Induction/Exhaust Clean Air Prefilter Bowl
System
SD50.3.01.019 Cooling System Inspect the cooler pack for mounting and serviceability
SD50.3.01.020 Cooling System Inspect the cooling system hoses for deterioration & replace if
necessary
SD500.3.01.021 Cooling System Replace Coolant ( ) Drained ( ) Filled

Page 1363
SD50.3.01.022 Cooling System Ensure Correct Coolant level. Top up as required
SD50.3.01.023 Cooling System Inspect Drive belts, pulleys, fans, shroud and tensioners for
condition
SD50.3.01.024 ELV Electrical Visually Inspect the Alternators for mounting, loose terminals,
corrosion, security and alignment
SD50.3.01.025 ELV Electrical Inpect Starter motor for condition and security
SD50.3.01.026 ELV Electrical Inspect the engine wiring harness for chaffing, security, routing
near sharp edges, corrosion, loose or damaged connectors. Ensure
the harness is correctly supported
SD50.3.01.027 Engine Visually inspect the engine mountings for cracks, deterioration,
broken or loose bolts
SD50.3.01.028 Engine Inspect Engine compartment hoses and piping for any damage,
wear, chaffing, leaks, loose hose fittings or mountings
SD500.3.01.029 Engine Replace Engine V-Belts

SERVICE STAGE WET SERVICE-POWERTRAIN AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.02.001 Critical Task Measure Brake Pack Wear. 4 Places ( ) Pos 1 ( ) Pos 2 ( )
Pos 3 ( ) Pos 4
SD50.3.02.002 Power Train Inspect differentials magnetic plugs & rate each plug. 2 Places ( )
Pos 1 ( ) Pos 2
SD50.3.02.006 Power Train Inspect differential breathers. Clean / Replace as required. 2 Places
( ) Front ( ) Rear
SD50.3.02.007 Power Train Visually inspect differential mounting bolts ( ) Front ( ) Rear
SD50.3.02.008 Power Train Inspect Axle Bump Stops Front and Rear
SD50.3.02.009 Power Train Ensure Axle drive motors are mounted securely & free from oil
leaks
SD50.3.02.010 Power Train Inspect drive motor oil supply lines. Ensure they are serviceable,
adequately secured & fit for purpose
SD250.3.02.011 Power Train Tension drive motor mountings
SD50.3.02.014 Power Train Ensure drive motor - axle coupling covers are in place and
serviceable ( ) Front ( ) Rear
SD50.3.02.016 Power Train Grease steering pivots (King Pins) & ball joints
SD50.3.02.017 Power Train Inspect tyres & rims for damage and correct match up. Record
Tread Depths. ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.3.02.018 Power Train Inspect and record tyre inflation pressures. Adjust as required. 4
Places ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.3.02.019 Power Train Inspect wheel bolts Tensions. 4 places ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 (
) Pos 4
SD500.3.02.020 Power Train Carry out SOS on Axle Differentials Front and Rear
SD500.3.02.021 Power Train Carry out SOS on Axle Hubs 4 places
SD250.3.02.024 Power Train Replace Axle Differential Oil ( ) Front Drained ( ) Rear Drained ( )
Front Filled ( ) Rear Filled
SD250.3.02.025 Power Train Replace Axle Hub Oil 4 Places ( ) Drained ( ) Filled

SERVICE STAGE WET SERVICE-HYDRAULICS AS INSPECTED WORK CARRIED OUT DONE NOTES

Page 1364
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.03.001 Hydraulics Inspect Hydraulic Structure for leaks, loose fittings, damage,
condition, cracks and security. ( ) Tank ( ) Breather ( ) Suction
Hoses
SD50.3.03.002 Hydraulics Inspect Hydraulic Structure electrical equipment for serviceability
and adequate waterproofing. ( ) Oil Temp Switch ( ) Wiring
SD50.3.03.003 Hydraulics Inspect the hydraulic pumps. Ensure they are free from oil leaks,
mounted securely & their suction lines are serviceable. ( )
Tramming ( ) Mixer Bowl ( )Steering ( ) Brake ( ) Boom/Pumping
Module ( ) Swing Ram
SD50.3.03.004 Hydraulics Inspect hydraulic oil cooler components. Ensure they are free from
oil leaks, secure & are in a serviceable condition. ( ) Cooler ( )
Motors ( ) Fans ( ) Shrouds
SD250.3.03.005 Hydraulics Replace hydraulic Return Filter element
SD250.3.03.006 Hydraulics Replace Mixer Bowl Boost Filter Element
SD250.3.03.007 Hydraulics Replace Transmission Boost Filter Element
SD250.3.03.008 Hydraulics Replace Hydraulic Tank Breather
SD500.3.03.014 Hydraulics Carry Out SOS on Hydraulic Oil

SERVICE STAGE WET SERVICE-CARRIER AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.04.001 Carrier Grease carrier via central lubrication points. Ensure all points are
receiving grease ( ) Steering Cylinders ( ) King Pins ( ) Spring
Hanger Pins
SD50.3.04.002 Carrier Inspect undercarriage wiring harness, hoses & pipes for any
damage, wear, chaffing, leaks, loose hose fittings or mountings
SD50.3.04.003 Carrier Visually inspect all the warning, work and driving lights mounts
and condition of wiring
SD50.3.04.004 Carrier Inspect the wash down hose reels for leaks, security, damage,
mounting and condition
SD50.3.04.005 Carrier Inspect components mounted in front of the cabins for condition,
mounting and serviceability. ( ) Solenoids ( ) Orbital Steering
Valve ( ) Brake Valve ( ) Brake Accumulators
SD50.3.04.006 Carrier Inspect components mounted in right hand of unit for condition,
mounting & Serviceability ( ) Boost Filter ( ) Boost Control
Manifold
SD50.3.04.007 ELV Electrical Inspect the battery components for condition, cleanliness,
security, damage, corrosion and serviceability. ( ) Batteries ( )
Hold down clamps ( ) Isolator ( ) Jump Start Receptacle ( )
SD50.3.04.008 ELV Electrical Inspect the batteries state of charge
SD50.3.04.009 ELV Electrical Inspect the electrical junction boxes
SD50.3.04.010 Water System Inspect the water pump hoses for mounting, security, routing,
damage, chaffing and leaks
SD50.3.04.011 Water System Inspect the waterpump motor, water pump top seal and drive
coupling for leaks, mounting, security and condition

Page 1365
SD50.3.04.012 Hydraulics Inspect the rear control valves, regulators and solenoids for
condition, security, damage, leaks & Loose fittings
SD50.3.04.013 Carrier Inspect rear compartment hoses and piping for any damage, wear,
chaffing, leaks, loose fittings or mountings
SD50.3.04.014 Carrier Ensure all reflective equipment is in place.

SERVICE STAGE WET SERVICE-CABIN AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.05.001 Cabin Inspect Cabin ROPS/FOPS structure for cracks, damage and repairs
SD50.3.05.002 Cabin Ensure the operators guide is located in the cabin and is in a
serviceable condition
SD50.3.05.003 Cabin Visually inspect the Rotating Beacon for condition mounting and
condition of wiring
SD50.3.05.004 Cabin Inspect all communication antennas for security and condition
SD50.3.05.005 Cabin Inspect the following internal cabin components for condition,
Cleanliness, security, damage, moisture ingress and serviceability (
) Brake & Throttle Pedals ( ) Cabin Controls ( ) Steering Shaft &
Wheel
SD250.3.05.006 Cabin Replace Wiper Blade
SD50.3.05.007 Cabin Fill Windscreen Washer Bottle
SD250.3.05.008 Cabin Replace Air Conditioning Filter Element

SERVICE STAGE WET SERVICE-MIXER DRUM AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.06.001 Mixer Drum Grease Drum Rollers ( ) Left ( ) Right
SD50.3.06.002 Mixer Drum Grease Drum Chute SlewIng Mount ( ) Top ( ) Bottom ( ) Rear
SD50.3.06.003 Mixer Drum Grease Drum Ring
SD50.3.06.004 Mixer Drum Insepct Drum Chute Cylinder for Leakage
SD50.3.06.005 Mixer Drum Inspect Drum Chute for signs of fatigue and damage and locking
ring is serviceable
SD500.3.06.006 Mixer Drum Carry out SOS on Mixer Drum Gearbox Oil
SD250.3.06.008 Mixer Drum Replace Mixer Drum Gearbox Oil ( ) Drained ( ) Filled

SERVICE STAGE WET SERVICE-BOOM

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD500.3.06.001 Boom Remove Boom Telescope Cylinder Covers
SD50.3.06.002 Boom Inspect Cylinder Mounting Points & telescope segments surfaces
for cracking & signs of fatigue. ( ) Boom Lift ( ) Boom Extension 1 (
) Boom Extension 2 ( ) Boom Extension 3
SD50.3.06.003 Boom Inspect mounting / condition of boom telescope sequence valves
& hosing. Repair / Replace as required
SD50.3.06.004 Boom Tension boom telescope extension cylinders mounting bolts &
clamps
SD50.3.06.005 Boom Inspect Oscillating assembly security, signs of fatigue & Cracking

Page 1366
SD50.3.06.006 Boom Tension Oscillating Assembly. ( ) 360' Actuator ( ) 180' Actuator (
) Noozle Mount
SD500.3.06.007 Boom Refit Boom telescope covers
SD50.3.06.008 Hydraulics Inspect all Hydraulic & delivery hoses through the loom. Replace
as required
SD50.3.06.009 Hydraulics Re-wrap & Hang Hoses
SD50.3.06.010 Hydraulics Grease Boom

SERVICE STAGE WET SERVICE-CONCRETE PUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.07.001 Concrete Pump Inspect Hopper Condition, Mounting & Serviceability. ( ) Grate &
Pivot ( ) Hopper ( ) Discharge Doors ( ) Frame Work ( ) Vibrator (
) Accumulator Dump Valve
SD50.3.07.002 Concrete Pump Inspect Gap between cutting ring and wear plate
SD50.3.07.003 Concrete Pump Inspect Swing tube for concrete build up
SD50.3.07.004 Concrete Pump Inspect concrete transfer pipes & Hoses for internal build up
SD50.3.07.005 Concrete Pump Inspect pump controls and gauges condition, mounting &
serviceability
SD50.3.07.006 Concrete Pump Grease concrete Pump. ( ) Swing Cylinder ( ) Central Grease Point
( ) Grate Pivot

SERVICE STAGE WET SERVICE-HYDROSCALER

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.08.001 Hydroscaler Inspect Hydroscaler Pump, Hosing and Nozzle for signs of damage,
fatigue and leakage
SD50.3.08.002 Hydroscaler Test Operation of Hydroscaler
SD250.3.08.003 Hydroscaler Remove , Clean and replace Water Strainer

SERVICE STAGE WET SERVICE-WATERPUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.09.001 Hydroscaler Inspect Water Pump, Hosing and Nozzle for signs of damage,
fatigue and leakage
SD50.3.09.002 Hydroscaler Test Operation of Waterpump
SD250.3.09.003 Hydroscaler Remove , Clean and replace Water Strainer

SERVICE STAGE POST SERVICE AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.4.00.001 Post Service Ensure all covers have been refitted
SD50.4.00.002 Post Service ensure all previous tasxks on the service sheet are complete
SD50.4.00.003 Post Service Ensure all oil levels are in the safe start zone
SD50.4.00.004 Post Service Start Engine. Inspect for Oil & Fuel Leaks
SD50.4.00.005 Post Service Ensure Correct Engine Oil, Coolant, Hydraulic Oil Level. Top up if
Required

Page 1367
SD50.4.00.006 Post Service If any repairs or adjustments have been made to the Combo 6000
system RETEST now and ensure correct operation carry out Service
Brake and Park Brake Test
SD50.4.00.007 Post Service Completion of the service, clean all incidental spills, including oil
spills on the wheel ends, oily marks within the operators station
and around all filter housings
SD50.4.00.008 Post Service Ensure work area is clean and all tooling has been replaced on
completion of service. Ensure all waste is disposed of correctly
SD50.4.00.009 Post Service Advise the maintenance shift supervisor when the service is
complete
SD50.4.00.010 Post Service Supervisors MUST perform a quality control inspection of the
machine to ensure all tasks performed have been completed to an
acceptable standard
SD50.4.00.011 Post Service Supervisors MUST review the service sheet to ensure all tasks have
been addressed and all fields requireing data have been filled in
and completed correctly
SD50.4.00.012 Post Service Inspect defect reports, ensure the required planned and
unplanned defects have been actioned in accordance with their
SD50.4.00.013 Post Service Review all Oil filter Cuts and SOS oil samples bottles information
slips are correctly filled out & available for collection
SD50.4.00.014 Post Service Contact mine control to release the machine & move the machine
to the GO line
SD50.4.00.015 Post Service Sign off the service sheet on completion of the service and enter
the completion date and time

Page 1368
REFERENCE
DOCUMENT LINK

Page 1369
Page 1370
Page 1371
Page 1372
Page 1373
Page 1374
Page 1375
Maintenance Manual Revision 1 Combo 5000

12.5 1000 Hour Service Schedule

Page 1376
1000 HOUR SERVICE SERVICE DOCUMENT NUMBER SD1000-TMX5BP-001
MODEL # COMBO 5000 SERVICE PERSON :-
SERIAL #
ENGINE SERIAL #
ENGINE HOURS SUPERVISOR :- TOTAL CUSTOMER SUPPORT
SERVICE DATE
SERVICE KIT PART NUMBER :-

IMPORTANT NOTICE Effective servicing is fundamental to the provision of SAFE and RELIABLE Plant & Equipment. This service sheet not only sets out the requirements for the service, but it also acts
as a record that the individual tasks have been completed efectively. Hence it acts to protect the person who completed the service task in the event that the quality of the
service is questioned. Each task is to be checked off as completed by the maintainer / technician. Checking off the task is an aknowledgment that the records of As inspected
Work carried out, Done and Notes are complete and accurate at the time of checking off.

PRE-SERVICE REQUIREMENTS RISK ASSESSMENT

NOTIFICATIONS
ISOLATIONS

SERVICE STAGE PRE-SERVICE

TASK SORT REFERENCE
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER DOCUMENT LINK
SD50.1.00.001 Machine Inspection Inspect pre-start book and compare to outstanding work list
ensure all issues are inspected and remedied or reported
SD50.1.00.002 Machine Inspection Visual inspection general condition of Transmix machine.
( ) Covers / Service Doors ( ) Mud Flaps / Guards
( ) Component Guarding ( ) Mixer Bowl
( ) Carrier ( ) Cabins ( ) Pumping Module ( ) Boom
SD50.1.00.003 Machine Inspection Inspect Jack Cylinders & feet are secure and serviceable. 4 Places. (
) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.1.00.004 Machine Inspection Check Major Components. Make a general visual inspection of the
machine for apparent maintenance requirements prior to washing
the machine. Record findings
SD50.1.00.005 Machine Inspection Inspect Engine, Transmission & Hydraulic Oil levels. Ensure the
machine is safe to operate
SD50.1.00.006 Cabin Inspect cabin entry / egress points and note the condition of hand
/ grab rails, steps & three points of contact
SD50.1.00.007 Carrier Inspect the following external cabin components for condition,
cleanliness, security and serviceability
( ) Door Windows ( ) Door Seals ( ) Door Hinges ( ) Front
Windscreen ( ) Side Windows ( ) Door Latches & Strikers
SD50.1.00.008 Cabin Inspect condition of operator seats, seat belts & all their functions
SD50.1.00.009 ELV Electrical Test operation of the audible alarms. ( ) Horn ( ) Reverse ( ) Start
Up ( ) Remote Activation
SD50.1.00.010 Critical Task Perform Park Brake Test
SD50.1.00.011 Critical Task Perform Service Brake Test
SD50.1.00.012 ELV Electrical Test the operation of the park brake / diesel engine start interlock
SD50.1.00.013 ELV Electrical Test Drivers door proximity Switch's & Seat belt switch's
SD50.1.00.014 ELV Electrical Inspect the operation of all internal cabin gauges and lights
SD50.1.00.015 ELV Electrical Ensure correct operation of all carrier lights. ( ) Tramming Front ( )
Tramming Rear ( ) Work Lights ( ) Beacons ( ) Brake / Tail Lights
from front & rear cabin
SD50.1.00.016 ELV Electrical Test for correct operation of 2 way radio
SD500.1.00.017 Pre-Service Remove spiral wrap & open Covers to enable cleaning of the work
areas.

Page 1377
SD250.1.00.018 Pre-Service Clean Carrier, Cooler Pack, Engine Bay, batteries, Mixer Drum and
rollers
SD50.1.00.019 Pre-Service Clean the inside of the cabins

SERVICE STAGE DYNAMIC SERVICE-CARRIER AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.2.00.001 Pre-Service Investigate any unusual noises and vibrations coming from
drivelines and support bearings
SD50.2.00.002 Condition Monitoring Inspect final Drive magnetic plugs and rate the plug. 4 Places ( )
Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.003 Condition Monitoring Inspect final drive oil levels & condition. Replace as required 4
Places ( ) Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.004 Steering Inspect Steering Stops for excessive wear and damage
SD50.2.00.005 Steering Inspect Steering cylinder ball joints for excessive movement
SD50.2.00.006 Steering Inspect Steering cylinders for leaks, inspect rods for damage and
condition
SD50.2.00.007 Steering Inspect King Pins ( ) Pos1 ( ) Pos2 ( ) Pos3 ( ) Pos4
SD50.2.00.008 Carrier Inspect Suspension Springs ( ) Pos1 ( ) Pos2 ( ) Pos3 ( )Pos4
SD50.2.00.009 Inspect Spring Hanger Pins & Bushes ( ) Pos1 ( ) Pos2 ( ) Pos3 ( )
Carrier Pos4
Critical Task Test & Record Individual Brake Accumulators nitrogen pre-charge (
SD250.2.00.011 ) Front ( ) Rear
SD250.2.00.012 Critical Task Test & Record brake charge pressures
SD250.2.00.013 Critical Task Test & Record Service Brake Pressures ( ) Front ( ) Rear
SD250.2.00.014 Critical Task Test & Record Park Brake Release Pressure ( ) Front ( ) Rear
SD250.2.00.015 Critical Task Test & Record the Diesel Positioning Pump standby pressure
SD250.2.00.016 Critical Task Test & Record Steering System Maximum Pressure
SD250.2.00.017 Critical Task Test & Record Tramming Pump Standby & Maximum Pressure
SD250.2.00.018 Critical Task Test & Record Transmission pump Boost Pressure
SD50.2.00.019 ELV Electrical Test Throttle Switch Function
SD250.2.00.020 Hydraulics Test the function of the emergency park brake release valve
SD50.2.00.021 Control System Test Engine Emergency Shutdown Systems
Control System Test the Operation of the fire suppression shutdown pressure
SD50.2.00.022 switch

SERVICE STAGE DYNAMIC SERVICE-MIXING DRUM AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.2.01.001 Mixing Drum Test Funtion of Mixing Drum Forward ( ) Reverse ( )
SD50.2.01.002 Mixing Drum Inspect Mixing drum rollers operational ( ) left ( ) right
Check the mixing drum control valve can be operated with ease
SD50.2.01.003 Mixing Drum
and locking function is operable
Check the drum chute tilt cylinder control valve operates up and
SD50.2.01.004 Mixing Drum
down and returns to neutral
SD50.2.01.005 Mixing Drum Check the Chute rotation is free and easy to manual shift
SD50.2.01.006 Mixing Drum Inspect drum chute tilt cylinder for serviceability
SD250.2.01.011 Mixing Drum Test and Record the Mixing Drum Hydraulic Pump boost pressure
Test and Record the Mixing Drum Maximum Pressure ( ) A Leg ( )
SD250.2.01.012 Mixing Drum
B Leg
Inspect Mixing Drum Support strap for any signs of damage and is
SD50.2.01.013 Mixing Drum
adequately tensioned around drum ring.

SERVICE STAGE DYNAMIC SERVICE-BOOM

Page 1378
TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.2.02.001 Boom Test function of Boom slew table
SD50.2.02.002 Boom Inspect boom slew table actuator cylinders for serviceability
Test Function of boom telescope, inspect for excessive lateral &
SD50.2.02.003 Boom
vertical movement. Adjust as required
SD50.2.02.004 Boom Inspect boom Telescope cylinders for serviceability
SD50.2.02.005 Boom Test function of Boom lift cylinder

SD50.2.02.006 Boom Inspect boom lift cylinder for serviceability

SD50.2.02.007 Boom Test function of rotary & orbital head actuators

SD50.2.02.008 Boom Inspect rotary & orbital head actuators for serviceability
Boom Inspect Boom pins, bushes & thrust washers for excessive wear ( )
SD50.2.02.009
Boom Telescope ( ) Boom Lift
SD50.2.02.010 Boom Inspect Boom slew table bushes for excessive wear

SERVICE STAGE DYNAMIC SERVICE-CONCRETE PUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.2.03.001 Concrete Pump Inspect Waterbox internals for signs of shotcrete
SD50.2.03.002 Concrete Pump Inspect Waterbox Oil Level
SD50.2.03.003 Concrete Pump Inspect Swing Tube Alignment
SD50.2.03.004 Concrete Pump Inspect the Hopper Grate Vibrator operation
SD50.2.03.005 Concrete Pump Test the function of the hopper grate pilot dump valve
SD50.2.03.006 Concrete Pump Test the operation of the pump lock function
SD50.2.03.007 Concrete Pump Test the operation of the pump reverse function
SD50.2.03.008 Concrete Pump Inspect maximum main ram pressure
SD50.2.03.009 Concrete Pump Inspect maximum swing ram pressure
SD50.2.03.010 Concrete Pump Ensure Concrete pump can cycle at 18 strokes / Minute

SERVICE STAGE WET SERVICE-AFFF AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.00.001 Fire Extinguishers Inspect internal fire extinguishers for ( ) Pressure ( ) Tamper Tag (
) Service Tag ( ) Mounting Bracket ( ) Labels ( )
General Condition ( ) Bags ( ) Invert to prevent packing
SD50.3.00.002 Fire Extinguishers Inspect External fire extinguishers for ( ) Pressure ( ) Tamper Tag (
) Service Tag ( ) Mounting Bracket ( ) Labels ( )
General Condition ( ) Bags ( ) Invert to prevent packing
SD50.3.00.003 AFFF Inspect AFFF bottle for ( ) Secure Mounting ( ) General Condition (
) Serviceable Bracket ( ) Gauge ( ) In Date Service Tag
SD50.3.00.004 AFFF Inspect the following AFFF hardware for positioning, mounting,
routing, leaks & hose condition. ( ) Nozzle Caps ( ) Nozzles ( )
Nozzle Bracket ( ) Pyro Tube
SD50.3.00.005 AFFF Inspect AFFF cabin and external actuator points. ( ) Correct
Pressure ( ) Signage ( ) Service Tags ( ) Tamper Tags
SD50.3.00.006 AFFF Inspect AFFF control system for security, serviceability & Adequate
water proofing. ( ) Control Boxes ( ) Pressure Switches ( ) Wiring (
) Mounting

SERVICE STAGE WET SERVICE-ENGINE AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.01.001 Engine Inspect the engine bay for air, exhaust, oil & fuel leaks

Page 1379
SD250.3.01.002 Engine Change Engine Oil ( ) Drained ( ) Filled
SD250.3.01.003 Engine Replace Engine Oil Filters
SD50.3.01.004 Engine Ensure Correct engine oil level. Top up if required
SD500.3.01.005 Engine Carry out SOS on engine Oil & Coolant
SD1000.3.01.006 Engine Inspect valve clearances
SD500.3.01.007 Engine Clean out Air Charge Cooler (inter cooler)
SD250.3.01.008 Fuel System Replace Fuel Filters
Fuel System Replace Pre-Filter Element
SD250.3.01.009

Fuel System Remove Fuel tank drain plug and inspect for water and sediment.
SD1000.3.01.010
Clean out if required
SD50.3.01.011 Fuel System Inspect fuel tank for damage, security and mounting
Fuel System Insect the fuel hoses for damage, wear , chaffing , leaks, loose hose
SD50.3.01.012 fittings or mountings. Ensure stainless steel braided fuel hoses are
fittedd or an approved fuel line fitted with heat resistant sheathing
Induction/Exhaust Inspect engine air induction system for damage, leaks or perished
SD50.3.01.013
System hoses.
SD250.3.01.015 Induction/Exhaust Replace inner & outer air filter elements
System
SD50.3.01.016 Induction/Exhaust Inspect turbo charger, heat shields & exhaust for mounting,
System security and signs of leaks.
SD1000.3.01.017 Induction/Exhaust Remove and clean Catalytic Converter
System
SD50.3.01.018 Induction/Exhaust Clean Air Prefilter Bowl
System
SD50.3.01.019 Cooling System Inspect the cooler pack for mounting and serviceability
SD50.3.01.020 Cooling System Inspect the cooling system hoses for deterioration & replace if
necessary
SD500.3.01.021 Cooling System Replace Coolant ( ) Drained ( ) Filled
SD50.3.01.022 Cooling System Ensure Correct Coolant level. Top up as required
SD50.3.01.023 Cooling System Inspect Drive belts, pulleys, fans, shroud and tensioners for
condition
SD50.3.01.024 ELV Electrical Visually Inspect the Alternators for mounting, loose terminals,
corrosion, security and alignment
SD50.3.01.025 ELV Electrical Inpect Starter motor for condition and security
SD50.3.01.026 ELV Electrical Inspect the engine wiring harness for chaffing, security, routing
near sharp edges, corrosion, loose or damaged connectors. Ensure
the harness is correctly supported
SD50.3.01.027 Engine Visually inspect the engine mountings for cracks, deterioration,
broken or loose bolts
SD50.3.01.028 Engine Inspect Engine compartment hoses and piping for any damage,
wear, chaffing, leaks, loose hose fittings or mountings
SD500.3.01.029 Engine Replace Engine V-Belts

SERVICE STAGE WET SERVICE-POWERTRAIN AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.02.001 Critical Task Measure Brake Pack Wear. 4 Places ( ) Pos 1 ( ) Pos 2 ( )
Pos 3 ( ) Pos 4
SD50.3.02.002 Power Train Inspect differentials magnetic plugs & rate each plug. 2 Places ( )
Pos 1 ( ) Pos 2
SD50.3.02.006 Power Train Inspect differential breathers. Clean / Replace as required. 2 Places
( ) Front ( ) Rear
SD50.3.02.007 Power Train Visually inspect differential mounting bolts ( ) Front ( ) Rear Cradle
SD50.3.02.008 Power Train Inspect Axle Bump Stops Front and Rear

Page 1380
SD50.3.02.009 Power Train Ensure Axle drive motors are mounted securely & free from oil
leaks
SD50.3.02.010 Power Train Inspect drive motor oil supply lines. Ensure they are serviceable,
adequately secured & fit for purpose
SD250.3.02.011 Power Train Tension drive motor mountings
SD50.3.02.014 Power Train Ensure drive motor - axle coupling covers are in place and
serviceable ( ) Front ( ) Rear
SD50.3.02.016 Power Train Grease steering pivots (King Pins) & ball joints
SD50.3.02.017 Power Train Inspect tyres & rims for damage and correct match up. Record
Tread Depths. ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.3.02.018 Power Train Inspect and record tyre inflation pressures. Adjust as required. 4
Places ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 ( ) Pos 4
SD50.3.02.019 Power Train Inspect wheel bolts Tensions. 4 places ( ) Pos 1 ( ) Pos 2 ( ) Pos 3 (
) Pos 4
SD500.3.02.020 Power Train Carry out SOS on Axle Differentials Front and Rear
SD500.3.02.021 Power Train Carry out SOS on Axle Hubs 4 places
SD250.3.02.024 Power Train Replace Axle Differential Oil ( ) Front Drained ( ) Rear Drained ( )
Front Filled ( ) Rear Filled
SD250.3.02.025 Power Train Replace Axle Hub Oil 4 Places ( ) Drained ( ) Filled

SERVICE STAGE WET SERVICE-HYDRAULICS AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.03.001 Hydraulics Inspect Hydraulic Structure for leaks, loose fittings, damage,
condition, cracks and security. ( ) Tank ( ) Breather ( ) Suction
Hoses
SD50.3.03.002 Hydraulics Inspect Hydraulic Structure electrical equipment for serviceability
and adequate waterproofing. ( ) Oil Temp Switch ( ) Wiring
SD50.3.03.003 Hydraulics Inspect the hydraulic pumps. Ensure they are free from oil leaks,
mounted securely & their suction lines are serviceable. ( )
Tramming ( ) Mixer Bowl ( )Steering ( ) Brake ( ) Boom/Pumping
Module ( ) Swing Ram
SD50.3.03.004 Hydraulics Inspect hydraulic oil cooler components. Ensure they are free from
oil leaks, secure & are in a serviceable condition. ( ) Cooler ( )
Motors ( ) Fans ( ) Shrouds
SD250.3.03.005 Hydraulics Replace hydraulic Return Filter element
SD250.3.03.006 Hydraulics Replace Mixer Bowl Boost Filter Element
SD250.3.03.007 Hydraulics Replace Transmission Boost Filter Element
SD250.3.03.008 Hydraulics Replace Hydraulic Tank Breather
SD500.3.03.014 Hydraulics Carry Out SOS on Hydraulic Oil
SD1000.3.03.015 Hydraulics Replace Hydraulic Oil ( ) Drained ( ) Filled

SERVICE STAGE WET SERVICE-CARRIER AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.04.001 Carrier Grease carrier via central lubrication points. Ensure all points are
receiving grease ( ) Steering Cylinders ( ) King Pins ( ) Spring
Hanger Pins
SD50.3.04.002 Carrier Inspect undercarriage wiring harness, hoses & pipes for any
damage, wear, chaffing, leaks, loose hose fittings or mountings
SD50.3.04.003 Carrier Visually inspect all the warning, work and driving lights mounts and
condition of wiring
SD50.3.04.004 Carrier Inspect the wash down hose reels for leaks, security, damage,
mounting and condition

Page 1381
SD50.3.04.005 Carrier Inspect components mounted in front of the cabins for condition,
mounting and serviceability. ( ) Solenoids ( ) Orbital Steering Valve
( ) Brake Valve ( ) Brake Accumulators
SD50.3.04.006 Carrier Inspect components mounted in right hand of unit for condition,
mounting & Serviceability ( ) Boost Filter ( ) Boost Control
Manifold
SD50.3.04.007 ELV Electrical Inspect the battery components for condition, cleanliness, security,
damage, corrosion and serviceability. ( ) Batteries ( ) Hold down
clamps ( ) Isolator ( ) Jump Start Receptacle ( ) Cabling
SD50.3.04.008 ELV Electrical Inspect the batteries state of charge
SD50.3.04.009 ELV Electrical Inspect the electrical junction boxes
SD50.3.04.010 Water System Inspect the water pump hoses for mounting, security, routing,
damage, chaffing and leaks
SD50.3.04.011 Water System Inspect the waterpump motor, water pump top seal and drive
coupling for leaks, mounting, security and condition
SD50.3.04.012 Hydraulics Inspect the rear control valves, regulators and solenoids for
condition, security, damage, leaks & Loose fittings
SD50.3.04.013 Carrier Inspect rear compartment hoses and piping for any damage, wear,
chaffing, leaks, loose fittings or mountings
SD50.3.04.014 Carrier Ensure all reflective equipment is in place.

SERVICE STAGE WET SERVICE-CABIN AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.05.001 Cabin Inspect Cabin ROPS/FOPS structure for cracks, damage and repairs
SD50.3.05.002 Cabin Ensure the operators guide is located in the cabin and is in a
serviceable condition
SD50.3.05.003 Cabin Visually inspect the Rotating Beacon for condition mounting and
condition of wiring
SD50.3.05.004 Cabin Inspect all communication antennas for security and condition
SD50.3.05.005 Cabin Inspect the following internal cabin components for condition,
Cleanliness, security, damage, moisture ingress and serviceability (
) Brake & Throttle Pedals ( ) Cabin Controls ( ) Steering Shaft &
Wheel
SD250.3.05.006 Cabin Replace Wiper Blade
SD50.3.05.007 Cabin Fill Windscreen Washer Bottle
SD250.3.05.008 Cabin Replace Air Conditioning Filter Element

SERVICE STAGE WET SERVICE-MIXER DRUM AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.3.06.001 Mixer Drum Grease Drum Rollers ( ) Left ( ) Right
SD50.3.06.002 Mixer Drum Grease Drum Chute SlewIng Mount ( ) Top ( ) Bottom ( ) Rear
SD50.3.06.003 Mixer Drum Grease Drum Ring
SD50.3.06.004 Mixer Drum Insepct Drum Chute Cylinder for Leakage
SD50.3.06.005 Mixer Drum Inspect Drum Chute for signs of fatigue and damage and locking
ring is serviceable
SD500.3.06.006 Mixer Drum Carry out SOS on Mixer Drum Gearbox Oil
SD250.3.06.008 Mixer Drum Replace Mixer Drum Gearbox Oil ( ) Drained ( ) Filled

SERVICE STAGE WET SERVICE-BOOM

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD500.3.06.001 Boom Remove Boom Telescope Cylinder Covers

Page 1382
SD50.3.06.002 Boom Inspect Cylinder Mounting Points & telescope segments surfaces
for cracking & signs of fatigue. ( ) Boom Lift ( ) Boom Extension 1 (
) Boom Extension 2 ( ) Boom Extension 3
SD50.3.06.003 Boom Inspect mounting / condition of boom telescope sequence valves
& hosing. Repair / Replace as required
SD50.3.06.004 Boom Tension boom telescope extension cylinders mounting bolts &
clamps
SD50.3.06.005 Boom Inspect Oscillating assembly security, signs of fatigue & Cracking
SD50.3.06.006 Boom Tension Oscillating Assembly. ( ) 360' Actuator ( ) 180' Actuator ( )
Noozle Mount
SD500.3.06.007 Boom Refit Boom telescope covers
SD50.3.06.008 Hydraulics Inspect all Hydraulic & delivery hoses through the loom. Replace as
required
SD50.3.06.009 Hydraulics Re-wrap & Hang Hoses
SD50.3.06.010 Hydraulics Grease Boom

SERVICE STAGE WET SERVICE-CONCRETE PUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.07.001 Concrete Pump Inspect Hopper Condition, Mounting & Serviceability. ( ) Grate &
Pivot ( ) Hopper ( ) Discharge Doors ( ) Frame Work ( ) Vibrator (
) Accumulator Dump Valve
SD50.3.07.002 Concrete Pump Inspect Gap between cutting ring and wear plate
SD50.3.07.003 Concrete Pump Inspect Swing tube for concrete build up
SD50.3.07.004 Concrete Pump Inspect concrete transfer pipes & Hoses for internal build up
SD50.3.07.005 Concrete Pump Inspect pump controls and gauges condition, mounting &
serviceability
SD50.3.07.006 Concrete Pump Grease concrete Pump. ( ) Swing Cylinder ( ) Central Grease Point
( ) Grate Pivot

SERVICE STAGE WET SERVICE-HYDROSCALER

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.08.001 Hydroscaler Inspect Hydroscaler Pump, Hosing and Nozzle for signs of damage,
fatigue and leakage
SD50.3.08.002 Hydroscaler Test Operation of Hydroscaler
SD250.3.08.003 Hydroscaler Remove , Clean and replace Water Strainer

SERVICE STAGE WET SERVICE-WATERPUMP

TASK SORT
SERVICE SECTOR SERVICE TASK AS INSPECTED WORK CARRIED OUT DONE NOTES
ORDER
SD50.3.09.001 Hydroscaler Inspect Water Pump, Hosing and Nozzle for signs of damage,
fatigue and leakage
SD50.3.09.002 Hydroscaler Test Operation of Waterpump
SD250.3.09.003 Hydroscaler Remove , Clean and replace Water Strainer

SERVICE STAGE POST SERVICE AS INSPECTED WORK CARRIED OUT DONE NOTES
TASK SORT
SERVICE SECTOR SERVICE TASK
ORDER
SD50.4.00.001 Post Service Ensure all covers have been refitted
SD50.4.00.002 Post Service ensure all previous tasxks on the service sheet are complete
SD50.4.00.003 Post Service Ensure all oil levels are in the safe start zone
SD50.4.00.004 Post Service Start Engine. Inspect for Oil & Fuel Leaks
SD50.4.00.005 Post Service Ensure Correct Engine Oil, Coolant, Hydraulic Oil Level. Top up if
Required

Page 1383
SD50.4.00.006 Post Service If any repairs or adjustments have been made to the Combo 6000
system RETEST now and ensure correct operation carry out Service
Brake and Park Brake Test
SD50.4.00.007 Post Service Completion of the service, clean all incidental spills, including oil
spills on the wheel ends, oily marks within the operators station
and around all filter housings
SD50.4.00.008 Post Service Ensure work area is clean and all tooling has been replaced on
completion of service. Ensure all waste is disposed of correctly
SD50.4.00.009 Post Service Advise the maintenance shift supervisor when the service is
complete
SD50.4.00.010 Post Service Supervisors MUST perform a quality control inspection of the
machine to ensure all tasks performed have been completed to an
acceptable standard
SD50.4.00.011 Post Service Supervisors MUST review the service sheet to ensure all tasks have
been addressed and all fields requireing data have been filled in
and completed correctly
SD50.4.00.012 Post Service Inspect defect reports, ensure the required planned and unplanned
defects have been actioned in accordance with their priority level
SD50.4.00.013 Post Service Review all Oil filter Cuts and SOS oil samples bottles information
slips are correctly filled out & available for collection
SD50.4.00.014 Post Service Contact mine control to release the machine & move the machine
to the GO line
SD50.4.00.015 Post Service Sign off the service sheet on completion of the service and enter
the completion date and time

Page 1384
Maintenance Manual Revision 1 Combo 5000

12.6 250 Hour Service Pack

Page 1385
250 HOUR SERVICE PACK SERVICE PACK DOCUMENT NUMBER SP250-TMX5BP-001
MODEL # COMBO 5000 SERVICE PERSON :-
SERIAL #
ENGINE SERIAL #
ENGINE HOURS SUPERVISOR :- TOTAL CUSTOMER SUPPORT
SERVICE DATE
SERVICE KIT PART NUMBER :-

IMPORTANT NOTICE Effective servicing is fundamental to the provision of SAFE and RELIABLE Plant & Equipment. This service sheet not only sets out the requirements for the service, but it also acts
as a record that the individual tasks have been completed efectively. Hence it acts to protect the person who completed the service task in the event that the quality of the
service is questioned. Each task is to be checked off as completed by the maintainer / technician. Checking off the task is an aknowledgment that the records of As inspected
Work carried out, Done and Notes are complete and accurate at the time of checking off.

PRE-SERVICE REQUIREMENTS RISK ASSESSMENT

NOTIFICATIONS
ISOLATIONS

SERVICE STAGE SERVICE PARTS REQUIRED

REFERENCE
TASK SORT ORDER SERVICE SECTOR SERVICE PARTS DESCRIPTION SERVICE PARTS NUMBERS QUANTITIES NOTES
DOCUMENT LINK PRICE

SD250.3.01.003 Engine Engine Oil Filter Element 1

SD250.3.01.008 Engine Engine Fuel Filter Large Element 1
SD250.3.01.008 Engine Engine Fuel Filter Small Element 1
SD250.3.01.009 Engine Engine Fuel Filter / Seperator Element 1
SD250.3.01.015 Induction/Exhaust System Air Cleaner Element Inner 1
SD250.3.01.015 Induction/Exhaust System Air Cleaner Element Outer 1
SD250.3.03.005 Hydraulics Hydraulic Retrun Filter Element 1
SD250.3.03.006 Hydraulics Boost Filter Element 1
SD250.3.03.007 Hydraulics Boost Filter Element 1
SD250.3.03.008 Hydraulics Hydraulic Oil Tank Breather 1
SD250.3.05.006 Cabin Wiper Blade 1
SD250.3.05.008 Cabin Air Conditioning Element 1

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Maintenance Manual Revision 1 Combo 5000

12.7 500 Hour Service Pack

Page 1387
500 HOUR SERVICE PACK SERVICE PACK DOCUMENT NUMBER SP500-TMX5BP-001
MODEL # COMBO 5000 SERVICE PERSON :-
SERIAL #
ENGINE SERIAL #
ENGINE HOURS SUPERVISOR :- TOTAL CUSTOMER SUPPORT
SERVICE DATE
SERVICE KIT PART NUMBER :-

IMPORTANT NOTICE Effective servicing is fundamental to the provision of SAFE and RELIABLE Plant & Equipment. This service sheet not only sets out the requirements for the service, but it also acts
as a record that the individual tasks have been completed efectively. Hence it acts to protect the person who completed the service task in the event that the quality of the
service is questioned. Each task is to be checked off as completed by the maintainer / technician. Checking off the task is an aknowledgment that the records of As inspected
Work carried out, Done and Notes are complete and accurate at the time of checking off.

PRE-SERVICE REQUIREMENTS RISK ASSESSMENT

NOTIFICATIONS
ISOLATIONS

SERVICE STAGE SERVICE PARTS REQUIRED

REFERENCE
TASK SORT ORDER SERVICE SECTOR SERVICE PARTS DESCRIPTION SERVICE PARTS NUMBERS QUANTITIES NOTES
DOCUMENT LINK PRICE

SD250.3.01.003 Engine Engine Oil Filter Element 1

SD250.3.01.008 Engine Engine Fuel Filter Large Element 1
SD250.3.01.008 Engine Engine Fuel Filter Small Element 1
SD250.3.01.009 Engine Engine Fuel Filter / Seperator Element 1
SD250.3.01.015 Induction/Exhaust System Air Cleaner Element Inner 1
SD250.3.01.015 Induction/Exhaust System Air Cleaner Element Outer 1
SD500.3.01.029 Engine Engine V Belt 1
SD250.3.03.005 Hydraulics Hydraulic Retrun Filter Element 1
SD250.3.03.006 Hydraulics Boost Filter Element 1
SD250.3.03.007 Hydraulics Boost Filter Element 1
SD250.3.03.008 Hydraulics Hydraulic Oil Tank Breather 1
SD250.3.05.006 Cabin Wiper Blade 1
SD250.3.05.008 Cabin Air Conditioning Element 1

Page 1388
Maintenance Manual Revision 1 Combo 5000

13 JACKING PROCEDURE

1) PARK THE TRANSMIX COMBO 6000 FOR JACKING OPERATION

Stabiliser Control Stabiliser Control

in Front Cabin in Rear Cabin

Jack Legs

WARNING

DO NOT CONDUCT THE JACKING OPERATION BEFORE

IDENTIFYING THE POTENTIAL HAZARDS AROUND YOU

DANGER

DO NOT CONDUCT JACKING OPERATION WHEN BOOM

IS EXTENDED

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Maintenance Manual Revision 1 Combo 5000

2) CONTROL YOUR ENVIRONMENT/ SECURE THE AREA

Jack Leg
Cylinder Pin

NOTE
THERE ARE FOUR JACKING CYLINDERS IN EACH CORNER OF THE
MACHINE TO RAISE THE MACHINE FOR MAINTENANCE AND SHOTCRETE
PURPOSE THESE CYLINDERS ARE INTERNAL IN THE JACK LEG ON THIS
UNIT

WARNING

ENSURE NO ONE IS AROUND THE MACHINE BEFORE YOU OPERATE

THE JACK LEGS

DANGER
DO NOT STAND AROUND THE MACHINE WHILE
OPERATOR LOWERS THE JACK LEGS. THERE IS A
POTENTIAL CRUSH HAZARD

Page 1390
Maintenance Manual Revision 1 Combo 5000

3) USE THE CONTROL PANEL IN THE FRONT OR REAR CABIN TO LOWER

DOWN THE JACK LEGS AND RAISE THE MACHINE

Stabiliser Control
in Front Cabin

NOTE

ASK FOR HELP FROM COLLEAGUES

WARNING

DO NOT IGNORE THE IMPORTANCE OF WORKING WITH

SPOTTER

DANGER

DO NOT LOSE EYE CONTACT WITH YOUR SPOTTER

Page 1391
Maintenance Manual Revision 1 Combo 5000

4) USE THE IGNITION SWITCH TO STOP THE ENGINE

Ignition
Switch in
Front Cabin

NOTE

GET A CONFIRMATION FROM YOUR SPOTTER JACK

LEGS ARE RAISED IN THE SAME LEVEL

WARNING

KILL THE POWER SOURCE VIA IGNITION SWITCH

DANGER

BE SURE MACHINE IS NOT FUNCTIONAL CHECK UNIT

WILL NOT START “POSITIVE ISOLATION”

Page 1392
Maintenance Manual Revision 1 Combo 5000

5) PLACE JACK LEGS SECURE PIN LOCKS

Take the Lock Pin

& Place to the
Secure Hole

NOTE

DO NOT FORGET MACHINE HAS FOUR JACK LEGS

WHICH MEANS YOU HAVE TO USE FOUR LOCK PINS TO
SECURE JACK LEGS

WARNING

DOUBLE CHECK THE SECURE LOCK PINS ARE FITTED

DANGER
IF YOU IGNORE TO USE OF JACK LEGS` LOCK PINS, YOU
CAUSE POTENTIAL HAZARD TO YOU AND YOUR
ENVIRONMENT

Page 1393
Maintenance Manual Revision 1 Combo 5000

6) MACHINE IS HIGHER THAN GROUND LEVEL/ NO CONTACT WITH

GROND

Higher than
Ground Level

NOTE

BE AWARE ABOUT POTENTIAL HAZARDS

WARNING
1- CONDUCT A RISK ASSESSMENT ACCORDING TO YOUR
COMPANY AND SITE RULES
2- PARK THE COMBO 5000 FOR JACKING OPERATION
3- PLACE THE WHEEL CHOCKS
4- CONTROL YOUR ENVIRONMENT
5- SECURE THE AREA
6- CHECK THE PINS ON THE JACK LEGS
7- ASSING A SPOTTER FOR VISIUAL HELP
8- USE THE CONTROL PANEL IN FRONT CABIN
9- DO NOT LOOSE EYE CONTACT WITH YOUR SPOTTER
10- SECURE THE JACK LEGS VIA LOCK PINS
11- KILL THE ENERGY SOURCE COMPLETELY
12- CONDCUT A RISK ASSESSMENT FOR THE TARGETED
OPERATION

Page 1394
Maintenance Manual Revision 1 Combo 5000

14 Emergency Mixer Bowl Rotation

14.1 Principle of Operation

If the engine fails on the Transmix Combo during transportation of shotcrete the mixer bowl will
stop rotating preventing discharge of the shotcrete retained in the Mixer Bowl. It is essential to
discharge this concrete before it begins to set. To achieve this the Transmix Combo units are
fitted with quick connect couplings to allow the mixer bowl to be hydraulically powered
remotely via either another Transmix Combo or any other hydraulic power source within
specification

Figure 1. Emergency Concrete Mixer Fittings & Hoses

14.2 Hydraulic Requirements

In order to spin the mixer bowl effectively and discharge the concrete from the bowl the following
system requirements must be met :-

A remote power source can be supplied by another Transmixer / other suitable machine-
Max operating pressure - 250 bar.

1. Locate the concrete mixer rotation couplings - front of the engine bay.
2. Remote the link hoses - Store in a clean dry location.
3. Determine which unit is unserviceable (u/s).
4. Prepare auxiliary connection hoses provided - Ensure that the couplings are clean.
5. Make connections to the motor couplings on the u/s mixer.
6. Make connections to the pump couplings on the serviceable mixer.

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Maintenance Manual Revision 1 Combo 5000

7. Once connections have been completed the serviceable mixer is master.

8. Mixer rotation controls on the u/s mixer with be disabled.
9. Check and confirm that bowl rotation is as stated on master mixer decal.
This is not critical or detrimental to the operation of either machine.
10. On completion - return both machines to the previous setup.
11. Check oil levels in both machines immediately after use.
12. Link auxiliary hoses end to end - This will assist in keeping them clean for the
future.
14.3 Component Requirements to Carry out Emergency Operation of the Mixer Bowl

To carry out the Emergency Operation of the Transmix Combo Mixer Bowl the following
components and machinery will be required at a minimum:-

1) Pressure Umbilical Hose @ 13mtrs Long

2) Tank Umbilical Hose @ 13mtrs Long
3) Case Drain Umbilical Hose @ 13mtrs Long

3 2 1

Figure 144. Umbilical Hoses

4) Serviceable Transmix Combo Unit with Umbilical Connections

Page 1396
 Maintenance Manual Revision 1 Combo 5000

Figure 145. Umbilical Connections

NOTE
Ensure the Umbilical Hoses are in Good Condition prior to use and that the
Red Plugs and Caps are always fitted to the Quick Release Couplings when
not in use.

14.4 Connection Procedure

In order to successfully carry out the emergency discharge of concrete using a Serviceable
Transmix combo the following procedure should be followed:-

1) On arrival to the scene of the unserviceable Transmix Combo the serviceable Transmix
Combo should be located as close as possible to the unserviceable Transmix Combo.
NOTE

Spotters should be used when close quarter vehicle interactions are apparent.

2) Ensure both units are parked safely and Jack Legs are down or wheels are chocked.
3) Ensure both Units are Positively Isolated

WARNING

Both Units must be positively isolated prior to disconnecting any hydraulic

fittings.

4) Locate the quick connect couplings located at the front of the Unserviceable Transmix
Combo

3
Unserviceable
Transmix Combo
2

Figure 146. Umbilical Connection U/S Combo

Page 1397
Maintenance Manual Revision 1 Combo 5000

5) Disconnect Quick Connect Coupling # 1 (Figure 127) and connect Hose # 1 (Figure 125)
6) Locate the Quick Connect Couplings located at the front of the serviceable Transmix
Combo

Serviceable
Transmix Combo

Figure 147. Umbilical Connection Serviceable Combo

7) Disconnect Quick Connect Coupling # 6 (Figure 128) and connect the other end of hose #
1 (Figure 127)
8) Disconnect Quick Connect Coupling # 2 (Figure 127) and connect Hose # 2 (Figure 125)
9) Disconnect Quick Connect Coupling # 5 (Figure 128) and connect the other end of hose #
2 (Figure 125)
10) Disconnect Quick Connect Coupling # 3 (Figure 127) and connect Hose # 3 (Figure 125)
11) Disconnect Quick Connect Coupling # 4 (Figure 128) and connect the other end of hose #
3 (Figure 125)

WARNING

Always connect umbilical hoses to the coupling bulkhead mounted to the unit,
never connect umbilical hoses to the hoses.

The unserviceable unit is now ready to be discharged. De-Isolate both units in preparation for
discharging.

NOTE

Mixer Rotation Control on the Unserviceable Transmix Combo will not

function.

12) Start the Serviceable Transmix Combo and operate it’s mixer bowl function controls. These
controls will now operate the Unserviceable Transmix Combo mixer bowl.

Page 1398
Maintenance Manual Revision 1 Combo 5000

NOTE
It is possible for the mix and discharge to operate in the opposite direction.
This is not detrimental to the remote operation of the Unserviceable
Transmix Combo. Be aware that this may be the case.

13) Discharge the Shotcrete from the Unserviceable Transmix Combo Mixer Bowl
14) On completion of shotcrete discharge from the unserviceable Transmix Combo disconnect
all hoses and reconnect loop hoses as shown in (Figures 127 & 128)
15) Ensure the Umbilical hoses shown in (Figure 125) are cleaned and red plugs and caps are
fitted when not in use.

NOTE

Return the Plugged and Capped Hoses to their storage area to ensure they
are always locatable at short notice.

Page 1399
 Maintenance Manual Revision 1 Combo 5000

15 Emergency Towing of the Unit

In the event of an emergency situation and the vehicle must be moved away from a danger
zone or in case of an engine/power failure, the vehicle must be towed at a slow speed by
either of the following methods. (Failure to do so could result in possible pump or
hydraulic motor damage.)

WARNING

Ensure the Boom and Jack Legs are fully retracted before towing the unit. (see
Emergency Boom Control and Emergency Jack Legs Control)

To tow the Combo 5000 in Emergency follow the procedure below :

1) Ensure you are sitting in the drivers seat with your seat belt fastened.
2) Switch the Emergency-3 Position Switch to the right.

3 Position Spring-
Return Switch

Figure 1

3) The Park Brake will automatically release and the Steering Function will be activated
simultaneously ( The Steering Wheel can also be used )
Figure 2

Steering Wheel

4) Keep holding the Switch at that position until the operation is finished.

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Maintenance Manual Revision 1 Combo 5000

5) Tow the unit at a speed no greater than 10km/hr.

6) To reapply the Park Brake you just leave your hand out of the Switch. The Switch will
automatically return to the centre position and the Park Brake will be reapplied.
NOTE

The maximum towing speed is 10km/hr

NOTE

Maintenance approval should be granted before releasing the Park Brake

using the 24VDC Electric Driven Hydraulic Pump

CAUTIONS: Risk of damage!

1) Higher towing speeds and longer towing distances result in impermissible heat generation
and insufficient lubrication. This damages the axial piston unit – Only tow the vehicle
out of the immediate danger zone.
2) During and after towing, the axial piston units are hot – Wear protective clothing.

DANGER

Ensure the area is safe to work in before starting the procedure! Failure to do
so could result in sever injury or death.

Page 1401
Maintenance Manual Revision 1 Combo 5000

15.1 Emergency Jack Legs Control

+ This Function is used for Retracting all the Jack Legs in Emergency.
+ Operates via the 24VDC Electric Driven Hydraulic Pump.
+ Activated by the Emergency-3 Position Spring-Return Switch in the Front Cabin.

3 Position Spring-
Return Switch

Figure 3

To retract the Jack Legs of Combo 5000 in Emergency follow the procedure below :
1) Ensure you are sitting in the drivers seat with your seat belt fastened.
2) Switch the Emergency-3 Position Switch to the left.
3) The Jack Leg will automatically retract.
4) Keep holding the Switch at that position until the Jack Legs are fully retracted.

NOTE

Always retract all the Jack Legs before towing the Combo 5000 in
Emergency

Page 1402
Maintenance Manual Revision 1 Combo 5000

15.2 Emergency Boom Control

+ This Function is used for Folding the Boom in Emergency.

+ Operates via the 24VDC Electric Driven Hydraulic Pump.
+ Activated by the 3 position switch in the Front Cabin.

3 Position Spring-
Return Switch

Figure 4

To operate follow the procedure below :-

1) Hold the Emergency Boom Control Button ( Until a function is finished ).
2) Now the Boom can be operated via the manual controls

Boom Control
Valve bank

Figure 5. Boom Control

Page 1403
 Maintenance Manual Revision 1 Combo 5000

16 Emergency Park Brake Release

The park brake is a spring applied internal wet disk on each axle.

The machine has two methods of releasing the park brake in an emergency. They are a
24VDC Electric Driven Hydraulic Pump and a Manual Release at the axles. The preferred
method is using the Hydraulic Hand Pump as it will eliminate the need to climb under the
machine.
WARNING

• Crush Injury / Uncontrolled movement will occur if the machine brakes

are released before securing the machine.
• Chock the wheels before attempting to release the brakes using either of
these methods.
• Perform a JSHA before attempting to release the park brakes using either
of these methods
• The maintenance department should always be involved when attempting
to release the park brake using either of these methods

Page 1404
Maintenance Manual Revision 1 Combo 5000

16.1 Using the 24VDC Electric Driven Hydraulic Pump

Maintenance approval should be granted before releasing the Park Brake using the 24VDC
Electric Driven Hydraulic Pump. The system can be activated by using the Emergency-3
Positions Switch in the Front Cabin.

Figure 1. Emergency-3 Position Switch

To operate follow the procedure below :-

For Jack Leg Retracting Function :

1) Ensure you are sitting in the drivers seat with your seat belt fastened.
2) Switch the Emergency-3 Position Switch to the left.
3) The Jack Leg will automatically retract.
4) Keep holding the Switch at that position until the Jack Leg is fully retracted.

For Steering Activating & Park Brake Releasing Function :

1) Ensure you are sitting in the drivers seat with your seat belt fastened.
2) Switch the Emergency-3 Position Switch to the right.
3) The Park Brake will automatically release and the Steering Function will be activated
simultaneously
4) You may now operate the Steering via the Steering Wheel
5) Keep holding the Switch at that position until the operation is finished.
6) To reapply the Park Brake you just leave your hand out of the Switch. The Switch will
automatically return to the centre position and the Park Brake will be reapplied.
For Emergency Boom Function:
1) Hold the Emergency Boom Control Button (Until a function is finished).
2) Now the Boom can be operated via the manual controls in front of Front Cabin.

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16.2 Manual Park Brake Release

SETTING OF THE 12700 ACTUATOR CYLINDER AND OF THE

BRAKE

1. ROTATE IN ANTICLOCKWISE DIRECTION THE SCREW N°19 , UP TO WHEN IT

PROTRUDES 15mm (BRAKES UNLOCKING).

2. INSERT AN ALLEN KEY (EXAGONAL KEY) IN THE SCREW N°19 , ROTATE THE SCREW

N°13 IN CLOCKWISE SENSE AND TIGHTEN AT INDICATIVELY 8-10 Nm. THEN ROTATE IN

OPPOSITE SENSE, INDICATIVELY 2.5 – 3 TURNS (EQUOA FOR BOTH THE ACTUATORS)

3. ROTATE THE SCREW N°19 IN CLOCKWISE SENSE, UP TO WHEN IT WILL PROTRUDE 5 – 6

mm FROM THE PLANE (LOCKING OF THE NEGATIVE BRAKE). FROM THIS OPERATION,

THE NEGATIVE BRAKE UNLOCKING MUST BE DONE HYDRAULICALLY ( 25-35 BAR).

4. REMOUNT THE ALUMINIUM COVER WITH O-RING SEAL (N°17) AND TIGHTEN.

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Operating and Maintenance Instructions for Spring-Reservoir Combination

Brake Cylinders for Full Disc Brakes

Operating characteristics of the spring-reservoir combination brake cylinder

The spring-reservoir combination brake cylinder is used as an actuating unit for wet full disc brakes designed
using the ball ramp principle. Due to its design, it can be used for actuation of the service, parking and
emergency brake. Mainly, this cylinder comprises two parts screwed together, the super structure I
accommodating the actual spring-reservoir insert and the substructure II with the actuating wedge.

The spring-reservoir combination brake cylinder is located with its throat 4 in a prepared borehole in the
transmission or axle casing and is joined to it by means of three screws mounted in the recessed screw boreholes
6 of the substructure II. To seal the transmission casing towards the outside, the throat 4 is fitted with a groove to
accommodate an O-ring 5.

The two brake circuits are supplied with operating medium via the M14x1.5 pressure connections 1 and It is

possible to bleed the two brake circuits separately using the bleeding valves 3 on the opposite side.

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In the normal operating status, i.e. with the brake released, operating medium is located in the pressure chamber
6 under a hydraulic pressure of appr. 25 to 35 bar. This pressure presses the bank of cup springs 8 together via
piston 7. At the same time, the pressure chamber above the ring piston 9 in the substructure II remains
unpressurized, so that this piston presses the guide piston 10 into its home position via the conical compression
springs 11. This brings the actuating key 12 of the brake to its released position.

When actuating the service brake via pressure connection 2, the ring piston 9 moves downwards, pressing the
actuating wedge 12 out of the housing, so actuating the brake. During this process, pressure connection 1 remains
under pressure. When actuating the parking / emergency brake, in contrast, pressure connection 1 is bled, so that
the operating medium is pressed through the cup springs out of the pressure chamber 6. The spring force is
transmitted by piston 7 via the self-locking adjusting screw 13 to the guide piston 10, so also actuating the
actuating wedge 12 again. As a result of this structure, a pressure drop, either due to failure of the hydraulic
pump or due to a pipe fracture, generally actuates the brake.

Mounting and connection of the spring-reservoir combination brake cylinder

To mount the cylinder, separate the superstructure I by releasing the three hexagonal socket screws 14, paying
attention to ensure that the three screws are released as evenly as possible in order to avoid the tilting of the
substructure, as the tension of the bank of springs must first be released when undoing the three screws.

Then insert the throat 4 of the substructure II into the relevant hole in the casing and fasten to the casing using
three hexagon socket screws via the screw holes 6, observing the screwing instructions of the axle/transmission
manufacturer. In order to eliminate a possibility of injury of the O-ring 5 when inserting, ensure that the hole in
the casing is fitted with a slip chamfer. The centering ring 15 made of mineral oil-resistant foam ensures that the
actuating wedge 12 lies flush with the longitudinal axis of the spring-reservoir combination brake cylinder also
when mounted in the horizontal position. Before inserting, it is only necessary to ensure that the flanks of the
actuating wedge 12 lie parallel to the pressure rollers 16 of the full disc brake.

Before mounting the superstructure I, screw the self-locking adjusting screw 13 back using a hexagonal socket
key size 6 far enough to ensure that its rounded end is flush with the end face of the piston 7. To apply the
hexagonal socket key, first the screw cap 17 must be removed. Then screw the superstructure using three
hexagon socket screws 14 and the relevant lock washers to substructure II and tighten at a torque of 46 Nm +/-5
Nm. When the superstructure I is being positioned, pay particular attention to ensure that the O-ring 18 is
correctly seated in its groove in substructure II (if necessary, this ring can be pressed into the groove using a
small amount of multi-purpose grease) and that the two surfaces of the joint are clean.

Following this actual assembly work, the two hydraulic pipes for the brake circuits can be connected at pressure
connections 1 and 2 M14x1.5 to DIN 74234 flange F. Connection via end face and sealing ring is also optionally
possible. Information on the relevant tightening torques is provided in the instructions of the axle/transmission
manufacturer.

Basic setting of the spring-reservoir combination cylinder

After mounting the actuating cylinder in accordance with point 2, pressure is applied to the spring via pressure
connection 1 and at the same time bleeding takes place via the bleeding screw 3. In this status, the basic setting
of the brake takes place.

For this purpose, the self-locking adjusting screw 13 is turned inwards clockwise using a hexagonal socket key
size 6 as far as a prescribed tightening torque. This engages the brake far enough to prevent the drive shaft from

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being turned over. Set the relevant brake lifting clearance by turning back the adjusting screw 13 by a prescribed
angular value.

The specifications for tightening torque and the turnback angle are dependent on various factors, for example the
number of lining discs, the ball ramp angle of the brake and rotational speed etc. These two specifications are
therefore determined in agreement with the axle/transmission manufacturer and must be taken from the
manufacturer's documentation.

Once the setting has been correctly completed, replace the screw cap 17 and tighten by hand, ensuring that the O-
ring 23 is located correctly in the screw cap 17. While at a standstill, then actuate both the service and the
parking brake alternately several times in order to permit alignment of the individual components. Subsequently,
bleed the two pressure chambers again using the bleeding valves 3.

Once the brake housing is filled with oil correctly in accordance with the specifications of the axle or
transmission manufacturer, check the efficiency of the service and parking brake on the basis of brake tests on
the roller dynamometer or by vehicle testing.

Readjusting the brakes at the spring-reservoir combination brake cylinder

After a certain running-in period which depends on the level of strain, running-in of the lining discs is
completed and repeated correction of the setting is necessary. Here, proceed as for the basic setting described
under point 3.

As the stroke, i.e. the degree of brake wear, cannot be ascertained optically at this actuating device, the stroke of
the spring-loaded cylinder must be checked at regular intervals. This can be checked using a suitable measuring
device by removing screw cap 17. This is done by measuring the movement of the adjusting screw 13 when
releasing and actuating the parking brake using a suitable measuring device (such as a dial gauge or depth
gauge). If this measurement exceeds a value of 6 or 7 mm, readjustment must be performed in any event in
accordance with point 3. Every time a readjustment is performed, also carry out a visual inspection of the wear
status of the lining discs using a suitable inspection hole provided by the design of the axle or transmission
casing so permits.

Maintenance and repair work at the spring-reservoir combination brake cylinder

Due to its completely encapsulated design, this braking system is largely maintenance-free. Maintenance work is
restricted to regular checking of the actuating stroke of the service and parking brake in accordance with point 4,
and checking the actuating cylinder for external leaks and loose screw connections.

Should it no longer be possible to release the brake despite actuating the parking brake valve, or in case of failure
of the pressure supply, a mounted emergency release mechanism 19 permits the bank of springs to be
mechanically clamped together until the brake is released. This permits a vehicle which has broken down to be
towed off.

To do this, proceed as follows:

The vehicle must be secured using suitable means against rolling away. At the same time, steps must be taken to
ensure that the two pressure connections 1 and 2 are not pressurized. Before unscrewing the screw cap 17, make
available a suitable collecting vessel in order to collect surplus oil which may emerge out of the cylinder housing.
After removing screw cap 17, use a size 13 key (older model size 14!) to unscrew the emergency release
mechanism 19 in the anti-clockwise direction until you feel a defined stop. This signifies that the bank of springs
is completely clamped together and the brake is released. In this status, it is possible to carry out any necessary

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repairs or to tow the vehicle to the next service station, taking care to observe the relevant safety regulations.

Caution:

In this status, it is no longer possible to activate the parking brake function using the hand brake. For this reason,
when towing and parking the vehicle, ensure that sufficient precautionary measures are taken.

To release the spring-reservoir brake, the emergency release mechanism 19 is screwed in the clockwise direction
into the housing until a distance of 5 mm is reached between the lid of the housing and the upper edge of the
emergency release mechanism. It is possible to feel when this status is reached when the actuating torque required
to release the emergency release mechanism suddenly drops. In this position, the emergency release mechanism
is once again in its normal status. Close the housing again using screw cap 17.

Caution

The thread of the emergency release mechanism 19 is configured as a self-locking thread, and is thus safeguarded
from adjustment as a result of vibrations. By frequent activation of the emergency release mechanism, however,
it can happen that the locking torque can drop to the extent that additional safeguarding of the thread is necessary
using a standard commercially available fluid screw locking agent. This is done by applying a small amount of
screw locking agent to the upper turns of the thread before completely releasing the emergency release
mechanism 19.

No other repair work should be performed on either the superstructure I or the substructure II, as special tools and
fixtures are required for this purpose. In the event of failure of any component of the spring-reservoir combination
brake cylinder, the relevant component must be exchanged completely and the damaged part sent in for testing.

Caution

Never attempt to open the housing of the spring-reservoir cylinder with violence, as the sudden release of the
pre-tensioned springs can cause serious personal injury!

Caution

Ensure that a maximum actuating pressure of no more than 35 bar can occur at the pressure connection 1.
For pressure connection 2, the maximum actuating pressure is limited to 120 bar. Pay attention that pressure is
only applied at pressure connection 2 when the substructure II is correctly fixed at the axle and transmission
casing, and the actuating wedge 12 is seated between the pressure rollers 16 of the full disc brake.

Caution

Simultaneous application of hydraulic pressure at both pressure connections 1 and 2 is not permitted. In
individual cases, the axle and transmission manufacturer may authorize simultaneous actuation at a standstill in
agreement with the company KNOTT if the pressure level is limited at pressure connection 2.

After all repair and maintenance work, check the fluid level in the two actuating circuits and top up the oil level
with the specified operating oils. After completion of all work, check the brake setting again as described under
point 3 / point 4 and carry out a braking performance check.

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Section 17 Tightening Torques

17.1 Axle U-Bolts & Wheel Nuts

Tighten to 863ft/lbs

Tighten to 450-650 Nm

Tighten to 50 Nm
17.2 Drive Plate Assembly

Tighten to 50 Nm

Tighten to 100 Nm

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17.3 General Information

WARNING

Mismatched or Incorrect Fasteners can result in damage or malfunction, or personal

Injury.
Take care to avoid mixing metric dimensioned fasteners and imperial dimensioned
fasteners.

17.3.1 Introduction to Torque

Torque is measured in terms of force and distance. Force is the amount of pushing or pulling
applied at the end of a lever. Distance is the length of the lever that is being used. Torque
values are given in the following units: NEWTON meters (Nm), pound inches (lb in), and
pound feet (lb ft).
This Section is intended to provide the maintenance personnel with a reference. This Section
will provide the standard torque settings for the following: Bolts, Nuts, Plugs, Fittings and
Clamps.
Be sure to use a torque wrench that has the correct range. Torque renches must be used
properly to ensure the correct torque is applied. Always use a smooth pull for torque
wrenches. Do not jerk a torque wrench.
Prior to installation of any hardware, ensure that components are in near new condition. Bolts
and threads must not be worn or damaged. Threads must not have burrs or nicks. Hardware
must be free of rust or corrosion. Clean reused fasteners with a non corrosive cleaner. Lightly
lubricate the threads of reused fasteners. Lightly lubricate the mating surface of the head of
reused fasteners.
NOTE

Clean old sealants and compounds from the bolt and hole prior to installation

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17.3.2 Torque – Turn

The torque-turn method is used when precise control over clamping force is required. This is
an initial torque then an additional turn. The initial torque is required to bring all parts of the
joint into contact. The additional turn provides the desired clamping force. Ensure that all
fasteners have been torqued before performing the additional turn. Turn the fastener the
specified amount. Lubrication may be specified in order to reduce the effort that is required
for the final turn. The use of the torque-turn method will allow the following:
• Increased Fastener Life

NOTE
Too much tension on the bolt will cause the bolt to be stretched beyond the point of
yield. The bolt will be permanently stretched. The bolt will loosen the grip on the
parts that are being fastened. If the bolt is tightened again, the bolt will break. Do
not use bolts that have been permanently stretched.

• Maximise the Potential Clamping Force of a Fastener

17.3.3 Torque Sequence

Unless the bolt tightening sequence is specified, the fasteners should be tightened in a cross
pattern. Follow the Procedure below:
1) Hand tighten all fasteners. Larger fasteners may require the use of a spanner
2) Torque all fasteners to 40% of full torque
3) Torque all fasteners to 70% of full torque
4) Torque all fasteners to full torque using a cross pattern.
5) Apply at least one final full torque to all fasteners in a clockwise direction until all
torque is uniform.

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17.4 Metric (ISO) Fasteners

17.4.1 Metric (ISO) Nuts and Bolts

NOTE

The following table has the recommended standard torque values for metric nuts
and bolts.

Metric Bolt Torque Table

Estimated with clamp load as 75% of proof load
As specified in ISO 898-1
Property Class Grade 8.8 Grade 10.9 Grade 12.9 S/H Capscrew
Nominal Size and Bolt torque specifications in Newton Metres – NM
Thread Pitch Dry Lubed Dry Lubed Dry Lubed
M5 x 0.80 6.1 4.6 8.8 6.7 10.3 7.7
M6 x 1.00 10.4 7.8 15 11.2 17.6 13.1
M7 x 1.00 17.6 13.1 25.1 18.9 29.4 22
M8 x 1.25 25.4 19.1 37.6 27.3 42.6 32.1
M10 x 1.50 50 38 72 54 84 64
M12 x 1.75 88 66 126 94 146 110
M14 x 2.00 141 106 201 150 235 176
M16 x 2.00 218 164 312 233 365 274
M18 x 2.50 301 226 431 323 504 378
M20 x 2.50 426 319 609 457 712 534
M22 x 2.50 580 435 831 624 971 728
M24 x 3.00 736 552 1052 789 1231 923
M27 x 3.00 1079 809 1544 1158 1805 1353
M30 x 3.50 1463 1097 2092 1570 2446 1834
M33 x 3.50 1990 1493 2849 2137 3328 2497
M36 x 4 2557 1918 3659 2744 4276 3208
Lubed means cleaned dried bolts. Lubricated with a standard medium viscosity machine oil. Lubricate
all contact areas of the bolts and washers. Lubricating the bolts is the preferred method

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17.4.2 Imperial Nuts and Bolts

NOTE

The following table has the recommended standard torque values for metric nuts
and bolts.

Imperial Bolt Torque Table

Estimated with clamp load as 75% of proof load
As specified in SAE J429 and ASME 574
Property Class SAE 5 SAE 8 S/H Capscrew
Nominal Size and Bolt torque specifications in Foot Pounds or (Foot Inches)
Thread Pitch Dry Lubed Dry Lubed Dry Lubed
¼” – 20 (101) (76) (143) (107) (168) (120)
¼” – 28 (116) (87) (147) (123) (192) (144)
5/16” – 18 (209) (157) (295) (221) (348) (264)
5/16” – 24 (231) (174) (327) (245) (384) (288)
3/8” – 16 (372) (276) 44 33 51 38
3/8” 24 (420) (312) 49 37 58 43
7/16” – 14 49 37 70 52 81 61
7/16” – 20 55 41 78 58 91 68
½” – 13 75 57 106 80 124 93
½” – 20 85 64 120 90 140 105
5/8” – 11 150 113 212 159 238 179
5/8” – 18 170 127 240 180 270 202
¾” – 10 267 200 376 282 423 317
¾” – 16 297 223 420 315 472 354
7/8” – 9 429 322 606 455 682 511
7/8” – 14 474 355 669 502 752 564
1” – 8 644 483 909 681 1022 767
1” - 12 722 542 1020 765 1147 860
Lubed means cleaned dried bolts. Lubricated with a standard medium viscosity machine oil. Lubricate
all contact areas of the bolts and washers. Lubricating the bolts is the preferred method

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17.4.3 Hydraulic Fittings

These Specifications are for carbon steel. With Zinc plating always lubricate threads and
seals.
For stainless steel, use the high value of the torque range of steel.
For brass or Aluminium, use 65% of the torque value of steel.
For mixed metals, use the torque of the lower of the two metals
Torque range is normally calculated +/- 10%.
To convert from N-m to ft-lbs, multiply N-m by 0.7375.

Tube / Hose Size

Tube / Hose Tube OD / Hose ID
-2 1/8"
-3 3/16"
-4 1/4"
-5 5/16"
-6 3/8"
-8 1/2"
-10 5/8"
-12 3/4"
-14 7/8"
-16 1"
-20 1 1/4"
-24 1 1/2"
-32 2"

Pipe Rigid - Tapered Pipe Threads (NPTF, N/NF) - Carbon Steel

Pipe Size Turns-from-finger Max ft-lbs Max N-m
1/8" (-2) 3/4 - 1 3/4 12 16
1/4" (-4) 3/4 - 1 3/4 25 34
3/8" (-6) 3/4 - 1 3/4 40 54
1/2" (-8) 1/2 - 1 1/2 54 73
3/4" (-12) 1/2 - 1 1/2 78 106
1" (-16) 1/2 - 1 1/2 112 152
1 1/4" (-20) 1/2 - 1 1/2 154 209
1 1/2" (-24) 1/2 - 1 1/2 211 286
2" (-32) 1/2 - 1 1/2 300 407

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Pipe Swivel - Straight Pipe Threads (NPSM, N/NFS) - Carbon Steel

Pipe Size Max ft-lbs Max N-m
1/8" (-2) 12 16
1/4" (-4) 25 3
3/8" (-6) 40 54
1/2" (-8) 54 73
3/4" (-12) 78 106
1" (-16) 112 152
1 1/4" (-20) 154 209
1 1/2" (-24) 211 286
2" (-32) 300 407
Note: seals on an internal male 30° seat

Stud End O-Ring Boss (ORB) SAE (U/UF)

Carbon Steel
Tube Size Thread UNF-2A Max ft-lbs Max N-m
-2 5/16" - 24 6-7 8-9
-3 3/8" - 24 8-9 11-12
-4 7/16" - 20 13-15 18-20
-5 1/2" - 20 17-19 23-26
-6 9/16" - 18 22-24 29-33
-8 3/4" - 16 40-43 49-53
-10 7/8" - 14 43-48 59-64
-12 1 1'16" - 12 68-75 93-102
-14 1 3/16" - 12 90-99 122-134
-16 1 5/16" - 12 112-123 151-166
-20 1 5/8" - 12 146-161 198-218
-24 1 7/8" - 12 154-170 209-231

Stud End O-Ring Boss (ORB) Metric

Thread ME/MCA (Torque N-m) MCB (Torque N-m) MB (Torque N-m)
M8x1 8 n/a n/a
M10x1 15 9 18
M12x1.5 25 20 30
M14x1.5 35 35 45
M16x1.5 40 45 65
M18x1.5 45 55 80
M22x1.5 60 65 140
M27x2 100 90 190
M30x2 130 n/a n/a
M33x2 160 150 340
M42x2 210 240 500
M48x2 260 290 630
M60x2 315 n/a n/a

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JIC 37° Flare Tube Fitting (J/JFS)

Tube Size Thread UNF-2A Torque ft-lbs Torque N-m
-2 5/16 - 24 6-7 8-9
-3 3/8 - 24 8-9 11-12
-4 7/16 - 20 11-12 15-16
-5 1/2 - 20 14-15 19-21
-6 9/16 - 18 18-20 24-28
-8 3/4 - 16 36-39 49-53
-10 7/8 - 14 57-63 77-85
-12 1 1/16 - 12 79-88 107-119
-14 1 3/16 - 12 94-103 127-140
-16 1 5/16 - 12 108-113 147-154
-20 1 5/8 - 12 127-133 172-181
-24 1 7/8 - 12 158-167 215-226
-32 2 1/2 - 12 245-258 332-350

O-Ring Face Seal Fitting (ORFS) (F/FF)

Tube Size Thread Size UNF-2A Torque ft-lbs Torque N-m
-4 9/16 - 18 10-12 14-16
-6 11/16 - 16 18-20 24-27
-8 13/16 - 16 32-35 43-47
-10 1 1/4 - 14 46-50 60-68
-12 1 3/16 - 12 65-70 90-95
-16 1 7/16 - 12 92-100 125-135
-16 1 11/16 - 12 125-140 170-190
-20 2 - 12 150-165 200-225

Inverted 45° Flare Tube Nut

Carbon Steel Stainless Steel
Tube Size Torque (lb-ft) Torque (N-m) Torque (lb-ft) Torque (N-m)
-2 5-6 7-8 n/a n/a
-3 10 - 12 14 - 16 12 - 16 16 - 21
-4 12 - 14 16 - 19 16 - 19 21 - 26
-5 15 - 17 20 - 23 n/a n/a
-6 17 - 19 23 - 26 24 - 30 32 - 40
-7 25 - 27 34 - 37 n/a n/a
-8 33 - 35 45 - 47 40 - 45 54 - 61
-10 42 - 44 57 - 60 n/a n/a
-12 42 - 56 73 - 76 110 - 125 149 - 169

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British Standard Parallel Pipe Thread (BSPP, ISO 1179)

Pipe Thread Turns-from-finger Torque ft-lbs Torque N-m
1/8" - 28 2-3 13 18
1/4" - 19 2-3 37 50
3/8" - 19 2-3 46 63
1/2" - 14 2-3 118 160
3/4" - 14 2-3 148 200
1" - 11 2-3 250 340
1 1/4" - 11 1 1/2-2 1/2 332 450
1 1/2" - 11 1 1/2-2 1/2 413 560
2" - 11 1 1/2-2 1/2

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