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GMK 5100

Suspension
System
General description.................................................................................................................... 1
1. Description of operation .............................................................................................................2
2. Suspension system overview .......................................................................................................3
3. Pump P1, delivery & control ......................................................................................................4
4. Suspension cylinders ...................................................................................................................5
5. Suspension control.......................................................................................................................6
6. Electronic control module...........................................................................................................7
7. Semi-automatic levelling function for highway travel .............................................................8
7.1 Control principle: Vehicle too low ................................................................................................... 9
7.2 Control principle: Vehicle too high................................................................................................ 10
7.3 Suspension relay control ................................................................................................................. 11
7.4 Solenoid valves ................................................................................................................................. 12
7.5 Solenoid configurations................................................................................................................... 13
8. Schematic view of suspension group........................................................................................14
9. Proximity switches & troubleshooting ....................................................................................15
9.1 Layout of levelling system............................................................................................................... 16
9.2 Suspension electric connection plug interface............................................................................... 17
9.3 Suspension electronic control module............................................................................................ 18
RC. August. 2000

GMK 5100 Training Information. Suspension System. August. 2000.

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General description
The carrier chassis is 10 x 8 x 10 or 10 x 6 x 10 drive/steer and consists of a one piece, all-
welded torsion resistant box type construction in high strength steel. The suspension system is
of MEGATRAK design and consists of 10 independent hydro-gas suspension cylinders. A
driven, drive axle line consists of a central differential and two wheel head assemblies
connected by drive (cardan) shafts. The suspension cylinders are fixed directly to the chassis
frame and each carries a wheel head assembly (fig.1).

1. Differential
2. Suspension cylinder
3. Wheel head assembly
4. Wheel
5. Drive (cardan) shaft

Typical installation
Suspension cylinders:

Length: 915 mm

Cylinder stroke: + 170 / - 130 mm for

highway travel

Operating pressure: Max 330 bar

Figure 1. Concept and component view of Megatrak suspension system

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1. Description of operation
The suspension cylinders on the front axle operate as individual units for highway travel.
Axles 2 – 3 & 4 – 5 are connected in interactive longitudinal groups of two; based on a five-
axle carrier we have three independent suspension groups on the right and three on the left
(fig.2). There is no transverse interconnection of the suspension cylinders. All suspension
groups have a single accumulator. Additionally, with axle blocking engaged, axles 1 – 3 are
allowed to interact between their individual groups to give better rough terrain capability.
Control of the oil supply to the suspension cylinders for levelling and group interaction is by
solenoid valves, which are integrated into the suspension blocking valves (fig.2).
The suspension blocking valves isolate the suspension cylinders from the accumulators. Each
suspension group has its own blocking valve adjacent to the suspension cylinders (fig.2).
The control of the blocking valves is electro/pneumatic, without an external energy source the
blocking valves will automatically engage. Although the blocking valves isolate the
accumulators, they do not prevent interaction within the individual suspension groups. To
ensure that wheels are kept clear of the ground when working on outriggers it is necessary to
fully lower the suspension prior to blocking the suspension and then raise the crane with the
outriggers.
If moving the crane on wheels in a rigged condition (if allowed) it is important that the
suspension cylinders are in a mid stroke position to allow the system to interact and have as
near as possible, equal axle loading. Please see operator’s manual for permissible travel
configurations and procedure.
Control of the suspension system:
Two control methods of configuring the suspension system are possible:
1. Automatic ride height selection:
This allows the carrier to conform to a highway height reference via proximity switches,
which are integrated into the suspension cylinders of axles 1 and 5 on the four corner
suspension groups (fig.6). The system is controlled from within the operator’s cab and correct
height reference is indicated via a control light, which will go out at the correct height (fig.5).
2. Manual control:
Switches within the operator’s cab allow independent control of individual suspension groups
or the whole suspension system can be fully raised or fully lowered (fig.5).
Oil flow to operate the suspension system is provided by pump P1 and is diverted from
steering circuit 1 by solenoid =47-Y9 when the suspension controls are operated (fig.3).

Please refer to schematic 03053216 or 03056472 for hydraulic system details &
electrical groups = 02, = 41 & = 43.

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2. Suspension system overview

Air operated axle-

blocking valve

=47-Y9 flow diverter valve

Steering circuit 1
Front, Axles 1 – 5
Solenoid valves for
levelling control

P1
Accumulator

Group interaction on highway

Tank lines are not shown for system clarity
Group interaction when levelling & with axle blocking engaged

Figure 2. Overview of suspension system layout

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3. Pump P1, delivery & control

Pump P1 is driven by the Mercedes-Benz engine auxiliary drive. The swashplate design
variable displacement hydraulic pump supplies oil flow to the suspension system. The output
flow is diverted from steering circuit 1 to the suspension system by the diverter valve solenoid
(=47-Y9) being energised. Once diverted, the maximum operating pressure is controlled by
the pressure regulator on the pump. The pressure regulator is adjusted to 280 bar (fig.3).

line to port X on pump

To suspension

=47-Y9

P2
P1

To system

Flow control
Orifice

Pressure control

Figure 3. Actual and schematic views of pump P1 and diverter valve

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4. Suspension cylinders
Description of operation for fig.4:
Support tube (4) is installed in the outer body (2) of the suspension cylinder so that it can turn
and slide vertically in the housing, following the steering movements of the wheel head
assemblies, and at the same time is able to extend or retract according to ground conditions.
This support tube is designed to withstand all the dynamic forces placed on the suspension
cylinder.
The support tube contains the hydraulic cylinder (6). The cylinder is charged from an external
oil supply to the required height. The piston rod of the hydraulic cylinder contains rifle drilled
oil passageways that connect the cylinder to the external oil supply and a pressure
accumulator.
As the accumulator is pre-charged with Nitrogen gas, any displaced oil from the suspension
cylinder is forced into the accumulator, which further compresses the gas. This action results
in energy absorption (spring effect). Equally, as the suspension cylinder extends, oil is driven
out by gas pressure to keep the wheels in constant contact with the ground.

The suspension cylinder is

comprised of:

1. Cover

2. Outer body

3. Oil passageways

4. Support tube

5. Connecting flange for wheel

head

6. Hydraulic cylinder

A & B = cylinder ports

Figure 4. Cross-section view of suspension cylinder

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5. Suspension control
The suspension controls are located on the centre console to the right of the operator’s seat.

1. Level adjustment switch, right

2. Level adjustment key switch

3. Level adjustment switch, front

4. Level adjustment switch, rear

5. Level adjustment switch, left

6. Indicator light for raise

7. Indicator light for highway level

9. Raise lower switch

10. Indicator light for lower

11. Select raise / lower switch

12. Highway level switch

Figure 5. View of suspension controls in driver’s cab

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6. Electronic control module

The suspension electronic module (+BE550 .A4) is located directly beneath the control
switch module, which is to the right of the operator’s seat (fig5). The electronic module is the
interface between all suspension control input and output values (fig.6).
Inputs = manual control switches and proximity switches
Outputs = direction and flow diverter (pressure build up) control solenoid valves.
On removing the unit and looking on the underside you will find 16 input LED’s, 8 output
LED’s and 1 operating control LED. These can be used to verify all control switch inputs and
all control outputs (fig.12).
NOTE: There are two power supplies: X1/4 logic power & X1/12 to power solenoids.

Proximity switch Operator, manual

input normally switch inputs from
open cab controls
Upper edge of support
tube is the control
reference for the
proximity switches 24v power

Proximity switch
Suspension input normally
cylinder closed

Suspension
electronic
Output to integrated
direction control module
solenoid in axle
blocking valve

Output to flow
diverter (pressure
build up) solenoid
valve =47-Y9

Figure 6. Overview of suspension electronic control principle

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7. Semi-automatic levelling function for highway travel

Control principle:
The height reference for highway travel is via proximity switches, which are integrated into
axle 1 & 5 suspension cylinders. There are two switches in each outer body of four suspension
cylinders, one switch is installed slightly higher (10 mm) than the other. The upper switch (B)
is normally open (N/O) and the lower switch (A) is normally closed (N/C). The upper switch
controls raising and the lower switch controls lowering the suspension cylinders.
The proximity switch circuit is only energised when operating the semi-automatic levelling
function for highway travel. The power supply to the switches is 24 volts. The switches
respond via magnetic reference to the upper edge of the support tube, which moves within the
cylinder outer body as the cylinder extends or retracts. This gives a pre-defined switching
point, where the normally open switch is open and the normally closed switch is also open. At
the correct height (shown below) no command voltage would be routed back to the electronic
module.

Proximity switch
normally open Switch B

Support tube The proximity

Upper edge switches will change
state - subject to
reference against the
support tube as it
extends or retracts

Proximity switch
normally closed Switch A

At correct height the normally

Suspension cylinder closed switch is open and the
at correct highway normally open switch remains
travel height open

Figure 7. View of proximity switch location and switch functions

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7.1 Control principle: Vehicle too low

When the levelling system is operated with the vehicle below highway travel height the
normally open switch (B) will be closed and the normally closed switch (A) will be open
(fig.7).
This will cause a command voltage to be routed back to the electronic module (fig.6).
Subsequently, the relevant direction and flow diverter (build up pressure) valves will be
energised (fig.6) and the vehicle will begin to rise until the normally open proximity switch
loses magnetic reference as it travels beyond the top edge of the support tube (fig.8).
Once the proximity switch loses its magnetic reference the contacts will open and the
command voltage to the electronic module will cease. Subsequently, the control valves for
that group will be de-energised when the vehicle is at the correct highway height. All the four
proximity switch groups operate in the same manner. Assuming the whole vehicle is low, due
to the equipment on the vehicle and weight distribution, some suspension groups will attain
highway height prior to others. The warning indicator light (6) on the control panel will go out
once total suspension group highway travel height is attained (fig.5).

The normally open switch (B) will

remain closed until it travels over
the edge of the support tube as the
cylinder extends

The normally closed switch (A)

will remain open, as it will
maintain reference against the
support tube

Figure 8. View of proximity switch configuration below ride height

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7.2 Control principle: Vehicle too high

When the levelling system is operated with the vehicle above highway travel height the
normally open switch (B) will be open and the normally closed switch (A) will be closed.
This will cause a command voltage to be routed back to the electronic module (fig.6).
Subsequently, the relevant direction valves will be energised (fig.6) and the vehicle will begin
to lower until the normally closed switch (A) has magnetic reference against the top edge of
the support tube (fig.9).
Once the proximity switch has magnetic reference the contacts will open and the command
voltage to the electronic module will cease. Subsequently, the control valves for that group
will be de-energised when the vehicle is at the correct highway travel height. All the four
proximity switch groups operate in the same manner. Assuming the whole vehicle is high, due
to equipment on the vehicle and weight distribution, some suspension groups will attain
highway height prior to others. The warning indicator light (6) on the control panel will go out
once total suspension group highway travel height is attained (fig.5).

NOTE: Hydraulic pressure is not required, as the vehicle will lower by its own weight

The normally open switch

(B) will remain open, as it
has no reference against
the support tube

The normally closed

switch (A) will remain
closed until it travels over
the top edge of the support
tube.

Figure 9. View of proximity switch configuration above ride height

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7.3 Suspension relay control

The suspension insert + BE550.A4 includes several relays with the suspension group prefix
= 43 that select a particular operating sequence, depending on the function selected. There are
adjacent additional relays with group prefix = 41 that are also controlled by suspension key
switch operation. K2 is for a speed limitation signal to the ADM and power to solenoid valves
-Y03 & Y04. K32 provides power to the switches for differential locks and engaging the
additional drive axle.
Table 1 below gives a brief description of group = 43 relay functions.

Table 1

Relay Control by: Function:

K26 Key switch -S1 (2) on When energised:
control diagram via K27 Supplies power to all suspension control switches.
K27 Axle blocking switch 41 – De-energised, (axle blocking released) supplies
S3, enclosure S1 power to K26 and provides a path to energise
–Y03 & -Y04 via series connection with = 41 K2
to allow suspension levelling (axles 1 – 3).
When energised, (axle blocking engaged) inhibits
suspension levelling operation, supplies power to
solenoid valves –Y03 & -Y04 to allow suspension
group interaction (axles 1 – 3) for rough terrain
operation via series connection with = 02 K21
K30 Suspension control When energised:
switches excluding S7 (9) Supplies power to electronic module for solenoid
on control diagram. power.

For complete electrical system detail, please see electrical schematic group = 41,
Drive Unit Chassis & group = 43, Carrier Level Adjustment System.

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7.4 Solenoid valves

The suspension electronic control module and relays control the solenoid valves necessary for
operation of the suspension system.
Table 2 below gives a brief description of each function.
Table 2

Solenoid valve table

Solenoid: Function: Location:

=43 -Y01 Raise / lower control for front left suspension Front left suspension control
group, axles 1 – 3. valve block .UL2*
=43 -Y02 Raise / lower control for front right suspension Front right suspension
group, axles 1 – 3 control valve block .UR2*
=43 -Y03 Raise / lower control for left suspension group, Centre left suspension
axles 3 & 4, **plus interaction between axle 1 control valve block .UL3*
suspension group.
=43 -Y04 Raise / lower control for right suspension Centre right suspension
group, axles 3 & 4, **plus interaction between control valve block .UR3*
axle 1 suspension group.
=43 -Y05 Raise / lower control for rear left suspension Rear left suspension control
group, axles 4 & 5. valve block .UL4*
=43 -Y06 Raise lower control for rear right suspension Rear right suspension
group, axles 4 & 5. control valve block .UR4*
=47 -Y9 Flow diverter (pressure build up) – diverts Just above forward steering
pump P1 from steering to suspension operation idler
for raise function only.
.UM2*
* Please see electrical schematics for component locations on plan view of carrier.
** Only applicable with suspension key switch –S1 engaged or axle blocking engaged.

Please refer to schematic 03053216 or 03056472 for hydraulic system details &
electrical groups = 02, = 41 & = 43.

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7.5 Solenoid configurations

An electric/pneumatic solenoid valve (Y6) releases the axle blocking valves. All other
suspension control valves have direct electrical solenoid control (fig.10).
Solenoid valves Y03 & Y04 must remain de-energised for highway travel to ensure that the
suspension groups for axle 1 & 2 – 3 operate as independent systems. This provides the
necessary handling and braking characteristics.
There are two situations where solenoid valves Y03 & Y04 must be energised:
1. When the suspension system is being operated, they connect axle group 2 – 3 to the
levelling functions. This is achieved via the operation of the levelling key switch S1
(2 on fig. 5) and series operation of relays = 43 K2 energised & = 43 K27 de-energised
(axle blocking released). See = 43/5.4
2. When (if allowed) the crane is moved in a rigged condition with the suspension
system blocked. Solenoids Y03 & Y04 allow axle 1 – 3 group interaction of the piston
areas of the suspension cylinders to ensure equal axle weights. This is achieved via
series operation of relays = 02 K21 (neutral start) de-energised and = 43 K27
energised (axle blocking engaged) See = 43/5.4
When the suspension is blocked and Y03/Y04 are energised the annular areas remain
isolated within their own groups by the action of the blocking valves. Subsequent
interaction will displace annular oil into the accumulators. Additional system safety is
given by the integrated relief valves @ 330 bar (fig.10).

Table 3 below shows solenoid valve operating sequence.

Table 3

Function table for suspension interaction and axle blocking

solenoid valves
Solenoid Y6.UR4 Y03.UL3 Y04.UR3
Suspension released X O O
Suspension blocked O X X
Suspension operation X X X
X = Energised
O = De-energised

See hydraulic schematic 03053216 or 03056472 and pneumatic schematic

03012978 for details.

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8. Schematic view of suspension group

Axle 2 Axle3

Hydraulic
cylinders

To front axle
suspension group

Relief valve

Tank

Solenoid valve for

suspension Accumulator
levelling control
Axle blocking valve with
pneumatic control

Figure 10. Actual and schematic view of typical suspension installation

See hydraulic schematic 03053216 or 03056472 for details.

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9. Proximity switches & troubleshooting

The eight proximity switches have all been given individual designations.

Front left Front right Rear left Rear right

-A1 N/C -A2 N/C -A3 N/C -A4 N/C

-B1 N/O -B2 N/O -B3 N/O -B4 N/O

Individual circuits can be checked via the electrical schematic drawings = 43

System trouble shooting:

Make sure personnel are clear of vehicle prior to any operation.

Caution! Even with the engine switched off, the vehicle may still lower.

First, establish whether the problem is a total or partial system problem.

Is the key switch (2) on control panel turned on?

Is the axle blocking released?

Does the system function OK with manual switch controls?

Is the problem Hydraulic or electric? Always check fuses.

As the outriggers use the same hydraulic supply, do they operate?

Individual solenoids can be checked for power via the LED, which is in the plug.

Input / output values can be checked at the electronic control module via the LED’s.

Individual external components can be checked, and at the closest cable interface plug to
establish component or cable defects.

If it is a proximity switch problem, first establish power supply to switches at closest interface
plug (fig.11). With the vehicle completely lowered, (manually) all the (B) switches should be
closed and all the (A) switches should be open. The input voltages can be checked at the
electronic module via the LED’s or at the interface plug – X56.
The same checks can be carried out in the fully raised position and now the (B) switches
should be open and all the (A) switches should be closed.

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9.1 Layout of levelling system

Figure 11. Layout view of suspension levelling system

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9.2 Suspension electric connection plug interface

Proximity switches
Front Proximity switches

- A1 N/C -X86 -X87 N/C - A2

- B1 N/O -X82 -X83 N/O - B2

- Y01 -X1 -X1 - Y02

Solenoid Solenoid
-X21

-X19 -X56 -X19

-X54

Solenoid Solenoid
Suspension
- Y03 -X55 control module -X55 - Y04
BE550 .A4

-X1 -X1

-X16 -X54 -X15

-X56

-X22
-X12 -X12

Solenoid Solenoid
- Y05 -X1 -X1 - Y06

- A3 N/C -X88 -X89 N/C - A4

- B3 N/O -X84 -X85 N/O - B4
Proximity switches Proximity switches

Figure 12. View of suspension plug interface

Please see schematic group = 43 for complete detail of the above circuit.

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9.3 Suspension electronic control module

This unit is located below the suspension control module in the driver’s cab.

OE1 Electronic control

OE2 unit connection
OE3 plugs to crane
Proximity Switch OE4 electric’s
Inputs OE5 X1 X2
OE6
OE7
OE8 OA1 A1 = Output suspension light
OE9 OA2 A2 = Output solenoid front left
OE10 Input Highway Auto Level OA3 A3 = Output solenoid front right
OE11 OA4 A4 = Output solenoid rear left
Button / Switch OE12 OA5 A5 = Output solenoid rear right
Inputs OE13 OA6 A6 = Output direction solenoid raise
OE14 OA7 A7 = Output direction solenoid lower
OE15 OA8 A8 = Output solenoid operating pressure
Input - Switching
OE16 Lower / Raise

Input LED’s Output LED’s

Connection plug X1 Connection plug X2

E1 = Input B1 front left
E2 = Input A1 front left X1/1 = Identification key X2/1 = E3 input from B2 front right
E3 = Input B2 front right X1/2 = Output suspension level light X2/2 = Identification key
E4 = Input A2 front right X1/3 = Input highway auto level X2/3 = E1 input from B1 front left
E5 = Input B3 rear left X1/4 = + 24 volt power supply X2/4 = E7 input from B4 rear right
E6 = Input A3 rear left X1/5 = E9 input front X2/5 = E5 input from B3 rear left
E7 = Input B4 rear right X1/6 = E11 input right X2/6 = E4 input from A2 front right
E8 = Input A4 rear right X1/7 = E12 input rear X2/7 = E2 input from A1 front left
E9 = Input front X1/8 = E14 input left X2/8 = E8 input from A4 rear right
E10 = Input auto suspension X1/9 = E13 input all X2/9 = E6 input from A3 rear left
E11 = Input right X1/10 = E16 Input lower X2/10 = Output to direction solenoid lower
E12 = Input rear X1/11 = E15 Input raise X2/11 = Output to direction solenoid raise
E13 = Input all X1/12 = 24 volt power for solenoids X2/12 = Output to solenoid valve front right
E14 = Input left X1/13 = 0 volt ground for solenoids X2/13 = Output to solenoid valve front left
E15 = Input raise X1/14 = 0 volt ground for proximity switches X2/14 = Output to solenoid valve rear right
E16 = Input lower X1/15 = Output to solenoid, operating pressure X2/15 = Output to solenoid valve rear left

Front left Front Front right

solenoid valve. solenoid valve.
Proximity switch function A = N/C lower Front left Operating Front right
B = N/O raise A1 B1 proximity pressure A2 B2 proximity
Crane below switch reference switches control valve switches
(Raise) AX = open / BX = closed

Crane above switch reference Centre solenoid valve Centre solenoid valve
(Lower) AX = closed / BX = open
Crane Chassis
Crane at highway ride height
(At switch reference) AX = open / BX = open Rear left Rear right
solenoid valve. solenoid valve.
Defect Rear left Rear right
(No function) AX = closed / BX = closed A3 B3 proximity A4 B4 proximity
switches Rear
switches

Figure 13 View of electronic control input/output legend, proximity switch & solenoid configuration

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