Académique Documents
Professionnel Documents
Culture Documents
List of components B1
Technical data B2
Maintenance C1
Maintenance table C2
Travel system E1
Travel pump E4
Servo control E 15
Multi-function valves E 17
Charge pressure relief valve E 20
Axle drive motor E 21
Drum drive motor with reduction gear E 23
Flushing valve E 26
Trouble shooting travel system ETr 1
Steering G1
Steering pump G3
Steering valve G5
Articulated joint G7
Trouble shooting steering GTr 1
Electrical system H1
Power supply H2
Ignition and starter circuit H4
Fault monitoring board H7
Brakes H 11
Speed range selector H 14
Anti Spin Control (ASC) H 18
Vibration H 20
Single drum rollers of this product ranges are today needed on construction sites all over the world. Rol-
lers of this size are mainly used in earth construction and for the preparation and sealing of sanitary
landfill sites.
During the development of this new generation of single drum rollers the requirements and demands of
our customers, operators and maintenance personnel were the main aspects which were taken into
consideration.
Since we would like to increase the benefit for our customers also in the future, we ask you kindly to
inform us about your ideas and suggestions.
The introduction of new or improved products on the market is not possible without thorough training of
all persons responsible for the efficient after sales service for all these products.
This is the reason why this document was prepared on the basis of the training material for the new ran-
ge of single drum rollers of generation 3. This material will help the trainer to transfer the necessary
knowledge to the participants in the training session in an easy to understand way.
This manual is by no means complete. Technical data and details, which were not available at the date
of release of this manual, or which have changed since the release of this manual, require special at-
tention of the respective trainer during the training course.
These training documents are not subjected to a regular updating service. All important changes to the
machine will, however, be worked in during the revision of this training manual.
The chapter "Documentation“ contains information about other documents for this machine. The latest
operating and maintenance instructions and the up-to-date electric and hydraulic diagrams are part of
this training manual.
3. Wiring diagram*
Drawing No.: from serial number to serial number
582 700 38 for single drum rollers with new monitoring board
4. Hydraulic diagram*
Machine type Drawing No.: from serial number to serial number
BW 216 D-3 581 201 26 101 580 40 0101
BW 216 DH-3 581 201 26 101 580 42 0101
BW 216 PDH-3 581 201 26 101 580 43 0101
BW 219 DH-3 581 201 27 101 580 50 0101
BW 219 PDH-3 581 201 27 101 580 51 0101
BW 225 D-3 581 201 28 101 580 61 0101
BW 225 PD-3 581 201 28 101 580 61 0101
6. Service Information
Comment:
These machines have been successfully used over years on construction sites all over the world, espe-
cially in earth work and for the construction of sanitary landfill sites.
High compaction performance and extremely good traction are properties, which are of utmost im-
portance for machines of this type.
All components used in these machines are series production products and are permanently subjected
to stringent quality checks. This ensures a high level of reliability and safety.
As on many other BOMAG products and here particularly on the large single drum rollers of the new
generation, we have also with these machines made a decision in favour of the approved drive system
with diesel engine (water cooled) and hydrostatic drive. Hydrostatic drives transfer the output power of
the diesel engine directly to the drum, the drive wheels and the steering cylinder.
Drum and drive wheels are driven by fast rotating hydraulic motors and reduction gear (drum) or axle
(drive wheels).
On construction equipment the work place of the operator is of utmost importance. Under such operating
conditions the health and safety of the operator must be treated with top priority.
The cabin is very spacious and clearly layed out. The operator's seat is very comfortable and can be
individually adjusted for every operator, even to the weight.
All controls and gauges are within the reach and the field of vison of the operator.
A monitoring board with light emitting diodes and easy to understand pictograms informs the operator
about any faults occurring during operation. The operator is therefore always informed about the condi-
tion of the machine.
The generously dimensioned windows in the cabin with windscreen wiper and washer systems for front
and rear windscreens allow excellent view to all directions.
• wear free service brake due to the closed hydraulic travel circuits
• multi-disc brakes in the planetary drives working as parking and emergency brakes
• high stability due to the low centre of gravity and the use of an articulated joint
• operational safety due to the use of monitoring boards for all important system data
The single drum rollers BW 216 D-3, BW 216 DH-3/PDH-3, BW 219 DH-3/PDH3 and BW 225 D-3/PD-
3 are very well designed down to the smallest detail, suitable for the tough requirements on large scale
construction sites all over the world.
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 172,9 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: MMF 044
System: Axial piston-swash plate
Displacement: 44 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,8/0,9 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 145 kW
Power data at nominal speed of: 2300 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2375+/-125 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 178,1 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: MMF 044
System: Axial piston-swash plate
Displacement: 44 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,8/0,9 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 178,1 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
Displacement stage 1: 110 cm3/U
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Hydromatik
Type: A2FM 45
System: Axial piston-bent axe
Displacement: 45 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,8/0,9 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 172,9 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: MMF 044
System: Axial piston-swash plate
Displacement: 44 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,8/0,9 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 178,1 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: MMF 044
System: Axial piston-swash plate
Displacement: 44 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,64/0,82 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 178,1 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
Displacement stage 1: 110 cm3/U
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Hydromatik
Type: A2FM 45
System: Axial piston-bent axe
Displacement: 45 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,8/0,9 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 172,9 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: MMF 044
System: Axial piston-swash plate
Displacement: 44 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,64/0,82 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 178,1 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: MMF 044
System: Axial piston-swash plate
Displacement: 44 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,64/0,82 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 145 kW
Power data at nominal speed of: 2300 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2375+/-125 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 075
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 178,1 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 25+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
Displacement stage 1: 110 cm3/U
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 42R 041
System: Axial piston-swash plate
Max. displacement: 41 cm3/U
Starting pressure: 350+/-50 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Hydromatik
Type: A2FM 45
System: Axial piston-bent axle
Displacement: 45 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,64/0,82 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/51
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,8 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 235 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 410+/-20 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 055
System: Axial piston-swash plate
Displacement: 55 cm3/U
Frequency: 28/35 Hz
Amplitude: 2,14/1,21 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/50
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 235 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 410+/-20 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 055
System: Axial piston-swash plate
Displacement: 55 cm3/U
Frequency: 28/35 Hz
Amplitude: 2,14/1,21 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/55
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 93,74
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 3,5 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 235 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 410+/-20 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 055
System: Axial piston-swash plate
Displacement: 55 cm3/U
Frequency: 28/35 Hz
Amplitude: 2,14/1,21 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/50
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 145 kW
Power data at nominal speed of: 2300 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2375+/-125 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 237,5 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
Displacement stage 1: 110 cm3/U
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 410+/-20 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 055
System: Axial piston-swash plate
Displacement: 55 cm3/U
Frequency: 28/35 Hz
Amplitude: 2,14/1,21 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/55
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 93,74
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 3,5 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 235 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 410+/-20 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 055
System: Axial piston-swash plate
Displacement: 55 cm3/U
Frequency: 28/35 Hz
Amplitude: 1,9/1,14 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/50
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 145 kW
Power data at nominal speed of: 2300 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2375+/-125 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 237,5 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
Displacement stage 1: 110 cm3/U
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 410+/-20 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 055
System: Axial piston-swash plate
Displacement: 55 cm3/U
Frequency: 28/35 Hz
Amplitude: 1,9/1,14 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/55
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 93,74
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 3,5 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 235 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 365+/-65 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 075
System: Axial piston-swash plate
Displacement: 75 cm3/U
Frequency: 26/26 Hz
Amplitude: 2,0/1,1 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/50
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 145 kW
Power data at nominal speed of: 2300 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2375+/-125 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 237,5 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
Displacement stage 1: 110 cm3/U
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 365+/-65 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 075
System: Axial piston-swash plate
Displacement: 75 cm3/U
Frequency: 26/26 Hz
Amplitude: 2,0/1,1 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/55
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 93,74
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 3,5 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 137 kW
Power data at nominal speed of: 2200 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2350+/-100 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 235 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 365+/-65 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 075
System: Axial piston-swash plate
Displacement: 75 cm3/U
Frequency: 26/26 Hz
Amplitude: 2,2/1,25 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/50
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 1 von 2
Status: 2001-07-09
Engine:
Manufacturer: Deutz
Type: BF6M1013E
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 145 kW
Power data at nominal speed of: 2300 U/min
Low idle speed: 850+/-150 U/min
High idle speed: 2375+/-125 U/min
Spec. fuel consumption: 228 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Sauer-Danfoss
Type: 90R 100
System: Axial piston-swash plate
Max. displacement: 100 cm3/U
Max. flow ratio: 237,5 l/min
High pressure limiation: 435 +/-15 bar
Charge pressure, high idle: 29+/-1 bar
Drum drive:
Manufacturer: Sauer-Danfoss
Type: 51C 110
System: Axial piston-swash plate
Displacement stage 1: 110 cm3/U
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
BOMAG Central Service Seite 2 von 2
Vibration pump:
Manufacturer: Sauer-Danfoss
Type: 90R 055
System: Axial piston-swash plate
Max. displacement: 55 cm3/U
Starting pressure: 365+/-65 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Manufacturer: Sauer-Danfoss
Type: 90M 075
System: Axial piston-swash plate
Displacement: 75 cm3/U
Frequency: 26/26 Hz
Amplitude: 2,2/1,25 mm
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 193/55
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 93,74
Filling capacities:
Engine coolant: 20 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 20 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 1,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 3,5 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,1 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
http://bo_web/ext_resource/tk_tech/english/search_components_result.asp 09.07.01
Service Training
Maintenance
Single drum rollers are heavy-duty machines for extremely difficult applications in earthwork. To be able
to meet these demands the machine must always be ready to be loaded up to its limits. Apart from this
all safety installations must always be fully functional.
Thorough maintenance of the machine is therefore mandatory. It not only guarantees a remarkably
higher functional safety, but also prolongs the lifetime of the machine and of important components.
The time required for thorough maintenance is only minor when being compared with the malfunctions
and faults that may occur if these instructions are not observed.
The maintenance intervals are given in operating hours. It is quite obvious that with each maintenance
interval all the work for shorter preceding intervals must also be performed. During the 2000 hour
interval you must also perform the maintenance work for the 250, 500 and 1000 hour intervals.
It should also be clear, that with the 2500 hours interval only the work for the 10, 250 and 500 hour
intervals must be performed.
For maintenance work you must only use the fuels and lubricants mentioned in the table of fuels and
lubricants (oils, fuels, grease etc.).
Please refer to the operating and maintenance instructions for the individual maintenance intervals and
the description of the individual maintenance tasks.
Running-in inspect.
50 oper. hours
(50 op. hours)
as required
Maintenance work Comment
Running-in inspect.
10 operat. hours
50 operat. hours
as required
Maintenance work Comment
Running-in inspect.
10 operat. hours
50 operat. hours
as required
Maintenance work Comment
Note:
When changing filters use only the original filters specified in the spare parts catalogue for this machine.
The use of incorrect filters (e.g. insufficient pressure resistance) can lead to severe damage on engine
or hydraulic components.
The coolant for the water cooled engine must always be mixed with 40 to 50% of anti-freeze additive
(even under hot environmental conditions) as a preventive measure against corrosion and cavitation.
However, the additive proportion must not exceed 60%, since this would have an adverse effect on the
cooling ability of the coolant.
Oil change intervals in the vibration housings: after 50 h, after 500 h, after 1000 h and then every 1000 h.
Crankcase and cylinders of this engine are made of alloyed cast iron. This provides rigidness and
ensures high wear resistance.
The engines are fitted with wet cylinder liners, which allows simple replacement in case of repairs.
The forged steel conrod is fitted with a compensation weight near the conrod bearing seat. This weight
compensates manufacturing tolerances with respect to weight and centre of gravity.
The pistons are made of an aluminium alloy. The combustion trough has side walls which slant 10°
inwards and is slightly offset with respect to the centre of the piston. All pistons are fitted with three piston
rings and a cast iron ring carrier for the first ring. The pistons are cooled by an oil spray.
The block-type cylinder head is made of cast iron. Each of the cylinders has one intake and one exhaust
valve. The valve guides are shrunk into the cylinder. The valve seat rings are made of high quality steel
and shrunk fitted.
3 4
2
5
6
14
9 8
13 12 11 10
3
1
1 Flywheel
2 Earth cable
3 Starter
4 Turbo charger
5 Generator
6 Coolant temperature switch
3 4 5 6 7 8 9 10 11 12 13 14 15
2 1 22 21 20 19 18 17 16
3 1
5 4
1 Radiator
2 To radiator
3 From radiator
4 Coolant oil pump
5 Lubrication oil cooler
6 Cylinder cooling
7 Cylinder head cooling
8 Vent connection from cylinder head to heat exchanger
Too big or too small valve clearance can cause failure of the engine as a result of mechanical and ther-
mal overloads. The valve clearance must therefore be checked and, if necessary, adjusted at the inter-
vals specified in the operating and maintenance instructions.
Note:
The valve clearance must be checked and adjusted when the engine is cold.
• Turn the crankshaft until both valves on cylinder 1 are overlapping (exhaust valve not yet closed, inlet
valve starts to open).
• Check and adjust the valve clearance by following the adjustment schematic, black marking. For con-
trol purposes mark the respective rocker arm with chalk.
Flywheel
side
Flywheel
side
• Check and adjust the valve clearance by following the adjustment schematic, black marking.
Deutz diesel engines of series 1013 are equipped with Bosch single injection pumps of series PF 33.
With the single injection pump concept it is possible to realize high injection pressures in conjunction
with extremely short injection lines, a prerequisite for a high hydraulic stiffness of the injection system.
This in turn establishes the basis for achieving low exhaust emission levels (soot) together with a low
fuel consumption.
• Stroke 12 mm
• Diameter 9 mm
A snubber valve (Ø 0.7 mm) after the pressure valve prevents cavitation in the injection lines under high
pressure and during the secondary injection of the injectors.
The constant-volume relief volume is 50 mm³.
The setting of the commencement of injection pump delivery (COD) has an effect on the
• fuel consumption,
of the engine.
On engines of series 1012 the commencement of delivery is set without any tolerance. The commence-
ment of delivery is indicated in degree of crank angle before top dead centre (TDC) of the piston and
depends on the application, power and speed of the engine.
The injection pump starts to deliver when the plunger is just about to close off the inlet port in the plunger
barrel.
Since the injection pump cams on engines of series 1012 are located on the engine camshaft, the pre-
vious method for setting the commencement of delivery is no longer applicable.
The commencement of injection pump delivery must therefore be set using a different method.
The conventional setting method consists of length measurememnts for individual components and
arithmetic steps.
• camshaft,
In all cases, which are of interest for BOMAG mechanics, the engines are not completely overhauled,
but individual injection pumps are replaced.
This results in a certain installation measurement for the for the engine drive, which is mentioned on the
engine type plate.
This measurement can be found in the column „EP“ as CODE for each cylinder.
Note:
When replacing an injection nozzle you must also replace the corresponding high pressure line to the
injection nozzle.
For the replacement of single injection pumps without any alterations to the crankshaft assembly of the
engine, a simplified method can be applied to determine the thickness of the required shim. The column
„EP“ on the engine type plate contains a code for the injection pump of each cylinder.
397
With the help of the „EP“-code the correct installation dimension „Ek“ can be taken from table 1.
EK EP EK EP EK EP EK EP EK EP
(mm) code (mm) code (mm) code (mm) code (mm) code
144.5 145.1 145.7 349 146.3 373 146.9 397
144.525 145.125 145.725 350 146.325 374 146.925 398
144.55 145.15 145.75 351 146.35 375 146.95 399
144.575 145.175 145.775 352 146.375 376 146.975 400
E k (mm) = correct injection pump dimension determined with the „EP“-code from the engine type plate
acocrding to table 1
The measurement „A“ is written with an electric pen on the pump in 1/100 of a mm.
A = XXX
Fig. 11: Crankshaft assembly in commencement of delivery position after determination of „Ts “
The single injection pump is now frictionally and rigidly connected with the crankshaft assembly in com-
mencement of delivery position by inserting a calibrated shim „Z“.
The illustration shows that there is a distance „Ts“ between injection pump tappet foot and roller tappet,
which can be calculated as follows:
E k - (Lo + A/100)
For the determination of the theoretical shim thickness „Ts “ it is therefore necessary to determine the
measurement L o + A/100 of the new injection pump.
This measurement must be subtracted from the corrected injection pump measurement E k.
The actual thickness of the compensation shim „Ss “ is determined according to table 2.
• see table 1
• T s = E k - (Lo + A/100)
T s = 2.57 mm
• see table 2
Ss = 2.6 mm
Note:
Because of the high pressures any injection line that has been disassembled must be replaced.
To obtain uniform delivery of the single injection pumps, all pumps must be installed in a specific position
relative to each other.
To set the injection pump control rod to stop position use a special tool (Deutz-no. 100 830). This tool
must be inserted into the receiving bore of the shut-down solenoid.
The roller tappet of every single injection pump must be turned on the cam base circle. Turn the injection
pump linkage lever to the middle of its travel and insert the single injection pump so that the linkage lever
can be introduced into the notch of the control rod. Preload the flange screws of the single injection
pump - chamfer pointing towards injection pump body - with 5 Nm. Thereafter the screws are slackened
by 60°. Use a torque wrench with drag indicator and special tool adapter to determine the friction torque
„Mr“ is determined by turning every injection pump anti-clockwise until stop. The injection pumps are tur-
ned with the relevant Mr + 1 Nm anti-clockwise so that all of them rest against the control rod notch in
the same position, i.e. the linkage levers of all injection pumps now rest equally against the control rod
notches with 1 Nm. Then tighten all flange screws in steps with
• 7 Nm
• 10 Nm
• 30 Nm
Note:
After installation of each single injection pump the control rod must be checked for free movement
With the governor removed, the control rod is always pressed out by the compression spring to boost
fuel position.
With the single injection pumps removed the free travel of the control rod must be min. 17 + 0.5 mm.
With the single injection pumps installed, the travel of the control rod „Y“ must be at least 16.8 mm.
The recess dimension „X“ between control rod in stop position and contact face of the governor on the
timing chest cover must be between 0.3 - 1.3 mm.
Note:
It is absolutely necessary to indicate this recess dimension, thus determined when replacing or repairing
the governor.
• the reduction gear for the drum drive with integrated multi-disc brake,
• the hydraulic oil cooler in the return flow to the hydraulic oil tank
Lecköl zum
2.2 Thermostatventil
2.1
2
4
1 3 5
Service Training
1 Travel pump 3 Charge pressure relief valve
2 Servo control BW 216 = 25 bar
2.1 Orifice BW 219/225 = 29 bar
BW 216 = 0.81 mm 4 Multi-function valve
BW 219/225 = 1.02 mm 5 Axle drive motor
2.2 Orifice 6 Drum drive motor
BW 216 = 0.8 mm
-E2-
BW 219/225 = 1.0 mm
Service Training
Together with the vibration pump and the charge pump the travel pump is connected to a tandem pump
unit. The charge pump, is integrated in the vibration pump.
The travel pump is the first pump section and is directly flanged to the flywheel side of the diesel engine.
The pump delivers the hydraulic oil to the paralle connected motors on drum and on axle. The pressure
in the closed circuit generated by the resistance of the drum and the drive wheels is limited to maximum
425 bar by the high pressure relief valves in the pump.
When the machine is driving the flushing valves in the hydraulic motors for drum drive and axle drive
will flush a certain amount of hydraulic oil out of the closed circuit. This avoids overheating of the closed
travel circuit.
Leakages in the individual travel system components are compensated by the charge circuit via the
boost check valves in the travel pump.
The charge pump inside the vibration pump draws the hydraulic oil from the hydraulic oil tank and deli-
vers it through the hydraulic oil filter to the charge system in the travel pump, to the vibration pump as
well as to the control valves for the brakes (reduction gear for drum drive and planetary wheel drives)
and to the travel speed range selector valves (for drum drive motor and axle drive motor).
The charge circuit has the function to compensate leakages and flushing quantities in the closed travel
and vibration circuits and to provide the required pressure oil for the control of the travel and vibration
pumps, the speed range selection and the actuation (releasing) of the multi-disc brakes in both travel
motors.
On both travel motors it is possible to choose between two different fixed displacements.
This allows to drive the machine at different speed ranges. This reaches from the high speed range
(transport speed without vibration) with both motors running at low displacement, up to the working
speed with both motors working with high displacement.
The motors can, however, also be operated independently from each other (front high displacement –
rear low displacement, or vice versa), whereby the machine can be optimally adapted to local soil and
site conditions.
The travel pump is a Sauer-Sundstrand swash plate operated axial piston pump with variable displace-
ment for hydrostatic drives in closed hydraulic circuits.
to - from
travel motor
to - from
travel motor
Fahr_pmp.eps
1 Travel pump
2 Control
2.1 Orifice
BW 216 = 0.81 mm
BW 219 / 225 = 1.02 mm
2.2 Orifice
BW 216 = 0.8 mm
BW 219 / 225 = 1.0 mm
3 Charge pressure relief valve
4 Non-return valve
5 Multi-function valves
By actuating the swash plate the pump flow rate can be adjusted from "0" to maximum displacement of
the pump. When altering the swash plate position through the neutral position to the opposite side, the
direction of oil flow will be reversed and the travel direction of the machine will change.
All valves, safety and control elements needed for safe operation of the pump are integrated in the
pump. This, however, does not apply for the charge pump. The charge pump, is integrated in the vibra-
tion pump.
2
4
5
1 3
9
10
8
11
1
2
5 4 3
1 Working pistons
2 Slipper pad
3 Preloading spring
4 Cylinder block
5 Drive shaft
The drive shaft (1) is directly driven by the diesel engine via an elastic coupling and in turn drives the
cylinder block (5) via the splines on the drive shaft.
The cylinder block rotates with the drive shaft (1) and carries the working pistons (4). The pistons abut
with their slipper pads against the sliding face of the swash plate (3). If the swash plate is moved out of
neutral to one of the two possible oil flow directions, the working pistons will perform a full stroke during
each rotation of the cylinder block..
During a full rotation of the cylinder block each piston will move through the upper and lower dead cen-
ters back to its initial position. During this movement the pistons perform a full stroke.
During this piston stroke an oil quantity in accordance with the piston area and the length of the stroke
is sucked in through the control slots in the valve plate (8) and forced out again into the pressure hose.
The mechanical - hydraulical displacement control (servo control) converts the mechanical input signal
at the pump control lever (1) into a position controlling output signal. This position controlling signal de-
termines the swashing angle of the swash plate (8) and thereby also the displacement of the travel pump
as well as the swashing direction and therefore obviously also the flow direction of the pressure fluid.
The flow rate produced by the variable displacement pump is proportional to the value of the mechanical
input signal. A mechanical feedback ensures the fixed correlation between the mechanical input signal
and the swashing angle of the swash plate.
A mechanical safety device (spring) makes sure that a too fast movement of the control lever does not
damage the servo control.
Thermostat
housing
Servo1.eps
1 4/3-way valve
2 Control lever
3 Neutral position spring
4 Orifice (0.8 mm)
5 Non-return valve
The displacement of the pump can be altered with the travel lever via the travel control cable and the
pump control lever. This requires only little force and only a little movement of the lever.
Förderv.eps
The mechanical safety feature of the control allows rapid changes of the input signal.
The extremely accurate fits are the prerequisite for the precise transmission of the input signal.
The servo control (mechanical - hydraulical displacement control) converts the mechanical input signal
from the pump control lever into a position controlling output signal. This position controlling signal
determines the swashing angle of the swash plate (the displacement of the pump), as well as the supply
direction (flow direction of pressure fluid).
The oil quantity delivered by the pump is proportional to the value of the mechanical input signal. A me-
chanical feedback device ensures the correct correlation between mechanical input signal and swa-
shing angle of the swash plate (displacement of pump).
2 3
A mechanical lock (spring) makes sure that a too fast lever movement will not cause any damage to the
servo control.
The pump displacement can be altered by operating the pump control lever via the travel control lever
and the travel control cable. This requires only very little forces and only a slight movement of the lever.
The pumps of the series 90 are equipped with a sequential valve, which will activate a pressure override
and a pressure relief valve, one after the other.
Once the preadjusted pressure value is reached, the pressure override valve will move the swash plate
very quickly back towards neutral position, thereby limiting the system pressure. The average response
time is less than 90 ms.
In case of a very sudden pressure increase (pressure peaks) the system uses the function of the pres-
sure relief valve to protect the system. In such an instance the pressure override valve works as a pilot
control for the piston of the pressure relief valve. The pressure relief valve, the pressure setting of which
is higher than the pressure setting of the pressure override valve, is only used if the pressure override
is not able to destroke the pump quickly enough in case of sudden pressure peaks.
Pressure override valve and high pressure relief valves are all located inside the multi-function valve in
the pump case. This so-called multi-function valve is a further development and a better kind of pressure
limitation.
1
2
6 5
Since the pressure relief valve will only respond to very sudden pressure peaks, the development of
heat is limited to only a fraction of time.
2
1
3
4
11
6
8
7
9
10
If the pressure in the system exceeds the setting of the pressure override valve the pressure fluid will
flow through the pressure valve (A) and through a restriction in the control piston into the passage (B)
and allows the pressure on the servo side to increase. Here the pressure is normally lower.
The pressure override valve overrides the the signal of the displacement control and causes an equili-
brium of the pressures on both sides of the control piston. The resetting torques of the swash plate chan-
ge the displacement until the system pressure has dropped again down to the adjusted pressure level.
Note:
When installing a multi-function valve it must be tightened with a torque of 15 Nm!
The charge pressure relief valve is a fixed, direct acting valve and is part of the group of safety elements
in a closed hydraulic cuircuit. This valve limits the pressure in the charge circuit to the value determined
by the setting of this valve (approx. 29 bar).
The charge circuit has the function to compensate leakages and flushing quantities in the closed travel
and vibration circuits and to provide the required pressure oil for the control of the travel and vibration
pumps, the speed range selection and the actuation of the multi-disc brakes in the travel drives.
Since the entry of cooled and filtered oil is only possible in the low pressure side of a closed hydraulic
circuit, the pressure in the low pressure side is almost identical with the charge pressure.
When the machine is parked on level ground with the engine running, both sides of the closed travel
circuit will be under charge pressure.
The axle drive motor is a swash plate operated Sauer-Sundstrand axial piston motor (series 51 D 110)
with variable displacement.
2 3
1
10
9
6 5
8
7
With a big swashing angle the motor works with maximum displacement, slow speed and high torque.
When changing the swash plate position to minimum angle the motor will work with minimum displace-
ment, high speed and low torque.
The displacement is changed by a control piston, which is connected with the valve segment. The dis-
placement is changed by guiding oil from the charge circuit via a 4/2-way solenoid valve to the respec-
tive control piston side.
Function
The motor is connected to the travel pump via the high pressure ports A and B. The high pressure hy-
draulic oil flows through the respective high pressure port to the back of the working pistons. Since these
pistons are arranged under an angle to the output shaft, the pressurized pistons will perform a stroke
and cause the rotation of the connected output shaft.
Once the respective piston has exceeded its dead center (max. outstroke position), it will change over
to the low pressure side. As the rotation continues, the piston will move back into the cylinder. This pres-
ses the oil out of the cylinder chamber through the low pressure side back to the pump.
The synchronizing shaft with spherical rollers ensures even rotation of the output shaft and the cylinder
block. The ball joints of each piston run in journal bearings, which are press-fitted in the output shaft.
For the connection of the output shaft to the pistons no other parts are required. The output shaft is run-
ning in two tapered roller bearings.
2 4
3
1
5
10
9 8
6
3 4 5
7 8 9 10
2
11
1 7
12
13
16
15 14
The motor is a fast rotating hydraulic motor. Since the output speed of the motor is too high to drive the
drum, the speed is reduced to the required value by a reduction gear.
During operation the closed hydrostatic travel circuit has the function of a service brake. When shifting
the travel lever from full forward or reverse to neutral , the travel pump will also be returned to neutral
position. This reduces the oil flow and brakes the machine hydraulically. When setting the travel lever
to neutral position, the pump will swash back to neutral, the oil supply is stopped and the machine is
hydraulically braked to standstill.
Since slight leakages in the hydraulic circuit cannot be avoided and such leakages can cause creeping
of the machine when it is parked on a slight inclination with the engine running, the machine is additio-
nally fitted with multi-disc brakes in the drum drive and in the rear wheel drives. When engaging the tra-
vel lever in neutral position the multi-disc brakes will close and the machine can be stopped on a slope
with the engine running without the risk of rolling back.
These parking brakes can, however, also be operated via a 3/2-way solenoid valve. If the solenoid is
deenergized the multi-disc brakes in the travel drives are unloaded. The charge oil supply is interrupted
and the oil from the brake housings flows as leakage oil back to the tank.
If the brake solenoid valve is supplied with current while the engine is running and the brake is released,
the brake line to the tank is interrupted and the oil will flow from the charge circuit to the brake pistons.
The oil pressure acts against the spring pressure of the brake spring and relieves the brake discs.
2 3 2
Both axle drive and wheel drive motors are fitted with integrated flushing valves. The flushing valve has
the function to release a certain amount of oil from the low pressure side of the closed circuit as soon
as the pressure increases in one of the sides of the travel circuit.
The pressure difference between the two sides of the closed circuit (A and B) operates the valve. If the
pressure increases in one side this higher pressure will move the valve spool out of neutral position,
against the neutral setting spring. Oil can now flow out of the low pressure side. This opil flows through
a thermostat valve back to the tank. The flushed out oil quantity is immediately replaced via the respec-
tive boost check valve (part of the multi-function valve) with oil from the charge circuit.
In this way the closed travel circuit is always provided with cooled and filterd oil and the temperature of
the hydraulic system is maintained at a permissible level.
Hydraulic
oil filter
Hydraulic
oil tank
Rear axle
Axle
motor
Drum drive
motor with
reduction gear
High pressure
Low pressure
Charge pressure
Leak oil
Vibration pump
Travel pump
Hydraulic
oil filter
Hydraulic
oil tank
Rear axle
High pressure
Low pressure
Chartge pressure
Leak oil
Vibration pump
Travel pump
Brake valve
Drum drive
motor with
reduction gear
Rear axle
Charge pressure
Brake pressure
Leak oil
Vibration pump
Travel pump
Brake valve
Drum drive
motor with
reduction gear
Rear axle
Charge pressure
Brake pressure
Leak oil
The problems and trouble shooting steps described in this training manual are identical with the faults
and steps described in the operation and maintenance manual for the machine.
However, in this training manual we have tried to explain the individual steps in more detail, in order to
explain why certain trouble shooting steps are necessary and why certain preparations must be made
before being able to conduct a specific measurement or test.
After this training course the participants should be able to apply the correct trouble shooting steps, even
if the actual fault is not described in this manual.
Check neutral
position Fig. F1
yes
Check mechanical 0-
position Fig. F3
no Adjust mechanical
OK ?
0-position Fig. F4
yes
ja
yes
Check charge
pressure Fig. F6
yes
Replace
High pressure test no steering/
Fig. F9 OK ?
charge pump
yes
no
OK ?
yes
no no Replace the
OK ? OK ? charge pressure
Perform trouble relief valve
shooting in the
electric system yes yes
Replace the
component after
no no the disconnection
OK ? OK ? of which the
Replace the brake charge pressure
valve value was OK
yes yes
Mechanical fault on
axle or drum
no
Replace the
Check the axle yes flushing valve
motor flushing yes
Pressures
valve, Fig F14
OK ?
Replace the
yes flushing valve
no Replace the servo
OK ? control
yes
yes
yes
With the travel lever in neutral position the machine must not move at all. In this operating condition the
travel pump is centred in neutral and both sides of the closed hydraulic circuit have identical pressure
(charge pressure).
If the machine moves in this condition on level ground, you should perform trouble shooting according
to the following steps.
• Start the engine (if there is no fault in the travel system the machine must stop).
• Check whether bores in ball socket and pump control lever are in line.
• To adjust the travel control cable slacken the counter nut on the travel cable bracket.
• Turn the adjustment nut until the corerct neutral position is reached (bores are in line).
The mechanical neutral position of the travel pump determines the mechanical position of the pump
control piston. This piston is connected with the swash plate and its position determines the position of
the swash plate. If the piston is outside the neutral position, the swash plate will actuate the working
pistons, thereby pumping oil to the travel motors.
If te machine does still move after connecting the control chambers, the mechanical neutral position of
the pump nees to be adjusted.
• Connect 600 bar pressure gauegs to the high pressure test ports.
• Pull the plug off the brake solenoid valve and block the drum.
• Read the pressure gauges and adjust the mechanical neutral position by turning the adjustment
screw mechanische on the control cyloinder (see illustration), until the pressure readings are identical
on both sides (charge pressure).
For a more accurate reading repeat this test and adjustment procedure with two 60 bar pressure gau-
ges.
A leakage of the brake can cause a considerable charge pressure drop and thereby avoid opening of
the brake.
• Release the brake by shifting the travel lever out of the brake position gate.
• Loosen the brake lines to drum drive motor and axle drive one after the other, close them with suita-
ble plugs and repeat the charge pressure test.
Repair the respective component, after the disconnection of which the charge pressure is correct.
• Connect 600 bar pressure gauges to the high pressure test ports.
• Pull the plug off the brake valve and block the drum.
• Drive the machine against the closed brake by actuating the travel lever for a short time and read the
pressure gauges.
• Start the engine and release the brake (shift the travel lever out of the brake position gate).
• Measure the applied voltage and the current consumption on the magnetic coil of he solenoid valve.
If the brake valve does not open, no oil will flow from the charge circuit to the brakes and the brake discs
cannot be opened.
• Install a pressure test port and a 60 bar pressure gauge into the brake line.
• Start the engine and release the brake (shift the travel lever out of the brake position gate)
• Disconnect the high pressure hoses from the drum drive motor and close them with plugs.
If the nominal pressure values, which were not reached while the motor was still connected, are now
reached, there must be a defect in the drum drive motor. If the pressure values are not reached, the fault
must be in the axle drive motor or inside the travel pump.
If the pressures are now reached and the drum drive motor is OK, the fault must be inside the axle drive
motor. If the high pressure values are not reached, the fault must be in the pump.
In case of a faulty flusing valve a too high oil quantity may be flushed out, so that the chharge circuit will
no longer be able to replace this quantity. The charge pressure will drop and important machine
functions are no longer possible.
• Check the engine speed with a suitable measuring instrument (e.g. a digital optical rpm-meter).
If the hydraulic oil heats up to a too high temperature it will loose its lubrication properties, which may
cause damage to important compojnents in the hydraulic system.
In case of a too high hydraulic oil temperature shut down the engine immediately, let the system cool
down and perform trouble shooting. Do not restart the machine before the fault has been eliminated.
Check the function of the thermostat valve as a first measure. Up to a temperature of 60°C all leak oil,
flushing oil and return flow quantities are guided back directly to the tank. At a temperature of 60°C the
thermostat valve should start to guide hydraulic oil via the hydraulic oil cooler back to the tank.
• Feel with your hand whether the hose to the hydraulic oil cooler starts to become warm at a hydraulic
oil temperature of 60°C.
The cross-sections of the high pressure relief valves inside the multi-function valves are very small. Hy-
draulic oil escaping from the high pressure side through the high pressure relief valve (e.g. in case of a
defective pressure override, which is also part of the multi-function valve) will cause immediate overhea-
ting of the hydraulic oil.
• Shift the travel lever to both directions and check the multi function valves for overheating.
Charge pressure to
hydraulic oil filter
to brake valve
Leak oil to Leak oil to
thermostat valve thermostat valve
Suction line
from hydr. 2
1
oil tank
1 Vibration pump
2 Vibration motor
Charge pressure
to hydraulic oil filter
to brake valve
Leak oil to
thermostat valve
Leak oil to
thermostat valve
Suction line
from hydr.
oil tank 1
2
1 Vibration pump
2 Vibration motor
Together with the travel pump and the charge pump the vibration pump is connected to a tandem pump
unit. This tandem unit is directly driven by the dieselk engine.
When actuating the 4/3-way solenoid valve on the pump control from neutral position to one of the two
possible switching positions, pilot oil from the charge circuit will be guided to the respective control pi-
ston side. This moves the swash plate inside the pump to the respective side against the end stop and
the pump will start to deliver oil to the vibration motor. The vibration motor starts to run and drives the
vibrator shaft inside the drum.
Since the end stops for the swash plate to both directions are adjusted for different swashing angles,
the angle of the swash plate to the stroke direction of the pistons is also different to both sides. This
angle effects the length of the piston stroke and therefore the actual displacement of the pump.
The eccentric weights on the vibrator shaft are fitted with additional change-over weights. Depending
on the sense of the exciter shaft rotation these weights will add to or subtract from the basic weight.
To allow most effective compaction results the vibration system is designed in such a way, that the high
amplitude works with the low frequency and the low amplitude works with the high frequency.
Fig. 3
Similar to the travel pump, the vibration pump is also a swash plate operated Sauer-Sundstrand axial
piston pump with variable displacement for operation in closed hydraulic circuits..
Charge pressure to
hydraulic oil filter
to brake valve
Leak oil to
thermostat valve
1
2
3
Suction line
from hydr.
oil tank
1 Vibration pump
2 Charge pump
3 Multi-function valves
4 4/3 way solenoid
valve
4
5 Charge pressure
relief valve (blocked)
Suction line
from hydr.
oil tank
1 Vibration pump
2 Charge pump
3 Multi function valves
4 4/3 way solenoid
valve
5 Charge pressure
relief valve (blocked)
The pump flow rate is proportional to the engine speed and the chosen pump displacement.
When moving the swash plate out of neutral position, the oil flow to the chosen direction will increase
from “0" to maximum oil flow. When altering the swash plate position through the neutral position to the
opposite side, the oil flow will be reversed and the senso of rotation of the vibration motor will change.
All valves and safety elements for the operation of a closed circuit are integrated in the pump.
Verstel&.eps
1 Drive shaft
2 Drive shaft bearing
3 Swash plate
4 Piston with slipper pads
5 Cylinder block
6 High pressure relief valve
7 Charge pump
8 Valve plate
The engine drives the drive shaft (1) with the cylinder block (5). The cylinder block carries the working
pistons (4).
The slipper pads abut against the sliding surface of the swash plate while a retaining device holds them
on the sliding surface.
During the suction stroke the oil is drawn into the piston chamber, i.e. the charge pressure in the low
pressure side presses it in. On the opposite side the piston presses it out into the high pressure side of
the closed circuit.
Control
Control piston
Control valve
Friction-free
Flange
swashing
plate
cradle bearings
Control
The electric-hydraulic displacement control (remote control) converts the electric input signal into a load
dependent output signal. Since the pump is not fitted with a proportional control, but with a 12 Volt so-
lenoid valve, the pump will always be fully actuated to either side.
In order to protect the closed vibration circuit against too high pressures the vibration pump is fitted with
high pressure relief valves. The multi-function valves limit this pressure peaks to a value of max. 454
bar (pressure difference between high and low pressure side = 425 bar + charge pressure = 29 bar).
Note:
On the machines BW 216 D-3 and BW 216 DH-3/PDH-3 high pressure relief valves are used instead of
the multi-function valves (see BW 213 DH-3/PDH-3). These valves are adjusted to a pressure of 370
bar.
The screw-type high pressure relief valve cartridges contain also the boost check valves for the closed
vibration circuit. Leakages in the individual travel system components are compensated by the charge
circuit via the boost check valves in the travel pump.
The charge pump for the travel system and the vibration circuit is arranged inside the housing of the
vibration pump. The pump is an internal gear pump with fixed displacement.
The oil flow generated by the charge pump is joined together with the return flow from the steering valve
just before the hydraulic oil filter and flows through the filter to the boost check valves in the travel pump
and in the vibration pump.
The vibration motor is a Sauer-Sundstrand axial piston motor series MMF 044 with fixed displacement
and swash plate design. Since the motor is suitable for pressures from either side, it is perfectly suitable
for closed circuit applications.
The output speed of the motor depends on the oil flow provided by the vibration pump.
Vibmot2.eps
1 Flushing block
2 Flushing valve
3 Cylinder block
4 Piston with slipper pads
5 Roller bearing for output shaft
6 Radial seal
7 Output shaft
8 Swash plate
9 Retaining plate
10 Tensioning spring
11 Flushing pressure limitation valve
Reversing the flow direction of the oil reverses also the sense of rotation of the vibration motor.
When the vibration motor is switched on, the motor mustb first accelerate the vibrator shaft from stand-
still to full speed. This resistance causes a hydraulic starting pressure, which is limited to 345 bar by the
respective high pressure relief valve. Once the vibrator shaft has reached its final speed the pressure
will drop to 100 - 150 bar (operating pressure). This pressure is mainly depending on the condition of
the ground (degree of compaction, material etc.).
Vibmot.eps
1 Vibration motor
2 Flushing valve
3 Flushing pressure limitation valve
A 13 bar pressure relief valve is installed in the line after the flushing valve. This valve makes sure that
only a certain quantity of oil is flushed out of the low pressure side.
This opil flows through a thermostat valve back to the tank. The flushed out oil quantity is immediately
replaced via the respective boost check valve (part of the multi-function valve) with oil from the charge
circuit.
4
14
5 9
7 13
6
10
3 8 11
12
Hydr.-
oil
Hydraulic filter
oil cooler
Vibration
pump
High pressure
Low pressure
High pressure
Vibration
Low pressure
motor
Charge pressure
Leak oil
from oil cooler to tank
from thermostat to oil cooler
The problems and trouble shooting steps described in this training manual are identical with the faults
and steps described in the operation and maintenance manual for the machine.
However, in this training manual we have tried to explain the individual steps in more detail, in order to
explain why certain trouble shooting steps are necessary and why certain preparations must be made
before being able to conduct a specific measurement or test.
After this training course the participants should be able to apply the correct trouble shooting steps, even
if the actual fault is not described in this manual.
Check vibration
pressures Fig V1
Charge pr. OK
Charge pr. OK Starting pr. too
Stating pr. zero low
Check magnetic Check coupling on
coil on vibration OK ? vibration motor
valve Fig. V4 Fig. V2
Charge press. /
Starting pr. to low
Voltage / no Check vibration
current OK ?
pump Fig. V3
yes
yes
yes
yes
yes
a
Check vibration
pressures Fig. V1
Charge pr. OK
Operating pr. too
high
Check vibration
OK ? bearings, replace if
necessary Fig. V6
all pressures to low
yes
yes
A too low charge pressure is an early indicator for a fault (leakage) in the closed circuit or in the charge
circuit. The pump cannot be correctly actuated.
A too low starting pressure indicates extreme leaks in the closed vibration circuit or a defective vibartion
coupling.
A too high operating pressure is an indicator for damaged vibration bearings or a too high filling level in
the vibrator housings.
• Connect 600 bar pressure gauges to the high pressure test ports.
Nominal values: Charge pressure: BW 216: 25 +/- 1 bar; BW 219 - 225: 29 +/- 1bar
Starting pressure: BW 216: 350 +/- 50 bar; BW 219 – 225: 410 +/- 20 bar
Operating pressure on rubber tires: low amplitude approx. 80 +/- 20 bar
high amplitude approx. 140 +/- 25 bar
• Close the high pressure ports on the vibration pump with suitable plugs.
If the pressure values are now reached but not with the connected vibration motor, the vibration motor
is faulty and must be replaced. If the pressures are not reached replace the vibration pump.
• Check voltage and current draw on the magnetic coil with a multi-meter.
If the engine speed is correct and the drop in vibrator shaft speed is less than 10%, the respective fre-
quency must be adjusted on the vibration pump.
• Turn the adjustment screw until the required vibrator shaft speed is reached (the adjustment screw
for high amplitude sticks out further than the adjustment screw for low amplitude).
The steering pump delivers the hydraulic oil from the hydraulic oil tank to the steering valve and the con-
nected steering unit. If the steering is not operated the complete oil flow will be directly guided through
the fine filter to the charge ports for the closed hydraulic circuits for travel and vibration systems.
to the hydraulic
oil filter
Lenkung.eps
1 Rating pump
2 Distributor valve
3 Anti-cavitation valve
4 High pressure relief valve
5 Non-return valve
6 Shock valves
7 Anti-cavitation valves
8 Steering cylinders
A measuring pump inside the steering unit measures the oil quantity with respect to the steering angle
performed by the steering wheel and delivers it to the steering cylinders.
The steering valve contains also a pressure relief valve. This valve limits the steering pressure to 175
bar. Since the oil is available for the charge system after it leaves the steering unit, the charge pressure
of 29 bar must be added to this pressure. The maximum steering pressure is therefore approx. 204 bar.
The pump is driven by the auxiliary drive of the diesel engine and draws the hydraulic oil directly out of
the hydraulic oil tank. The oil flows then via the steering valve and the fine filter to the boost check valves
in the travel and vibration circuits or, when operating the steering wheel, first to the steering cylinders.
Vib-pump.tif
The drive pinion of the steering pump is connected to the auxiliary drive of the engine via a coupling.
Driving pinion and driven gear are located by a bearing plate, so that the teeth of both gears mesh with
only minimum clearance.
The pumping chambers are formed by the tooth flanks, the inside wall of the housing and the front faces
of the bearing plates.
These chambers carry the hydraulic oil from the suction side to the pressure side. This causes a vacuum
in the suction side, which draws the hydraulic oil out of the hydraulic oil tank. The hydraulic fluid is trans-
ported in the tooth chambers from the suction side to the pressure side, from where it is then pressed
to the consumers. To ensure a safe function of the pump, the tooth chambers must be as tightly sealed
as possible, so that the hydraulic fluid can be transported from the suction side to the pressure side al-
most without any losses.
1
2
9 3
8
6
7 Orbit.eps
The rating pump determines the correct oil quantity in dependence on the turning angle of the steering
wheel.
The high pressure relief valve in the steering unit limits the pressure in the steering system to 175 bar
+ charge pressure.
The steering unit carries so-called shock valves for each pressure side to the steering cylinders. These
valves are adjusted to 200 bar. They compensate extreme pressure peaks which could be introduced
into the system by e.g. driving over obstacles, thereby protecting the system against overloads.
Each of these shock valves is provided with an additional anti-cavitation valve. These anti-cavitation val-
ves protect the system against cavitation in case of a reaction of the shock valves.
A non-return valve at the inlet of the steering unit makes sure that no hydraulic oil can flow back to the
pump, if the machine would suddenly be actuated by external forces. In such a case the steering cylin-
ders would work as pumps and press the oil back to the steering pump.
The articulated joint is the connection between the front frame with the drum and the rear frame with the
operator's platform, the diesel engine and the drive wheels.
Gelenk_2.eps
The front console is fastened to the rear cross-member of the front frame with screws. Due to the rocker
bearings between front and rear console both frame sections of the machine can oscillate relative to
each other by +/- 12°. THis allows the machine to keep optimnal ground contact, even under extremely
difficult soil conditions.
The front console is connected to the rear console by means of two vertical pins. These vertical pins are
fitted in rocker bearings.
The front console carries the welded on bearing eyes for the steering cylinders.
When turning the steering wheel the steering cylinders will extend or retract. The piston rods will swivel
the front console around the vertical pins. The machine articulates and steers.
All bearing points on the articulated joint are maintenance free and do not require any lubrication.
Steering
Steering pump
valve
Hydr.-
oil
filter
Hydraulic
oil tank
Steering
cylinder
High pressure
Low pressure
Charge pressure
Suction line
Steering
Steering pump
valve
Hydr.-
oil
filter
Hydraulic
oil tank
Steering
cylinder
High pressure
Low pressure
Charge pressure
Suction line
The problems and trouble shooting steps described in this training manual are identical with the faults
and steps described in the operation and maintenance manual for the machine.
However, in this training manual we have tried to explain the individual steps in more detail, in order to
explain why certain trouble shooting steps are necessary and why certain preparations must be made
before being able to conduct a specific measurement or test.
After this training course the participants should be able to apply the correct trouble shooting steps, even
if the actual fault is not described in this manual.
Check mobility of
yes steering cylinders and
OK ?
articulated joint
no
Check steering/
charge pump Fig. L2
yes
Replace the
no respective steering
OK ?
cylinder
yes
Replace / repair the
steering valve
• Connect a 600 bar pressure gauge to the steering pressure test port.
• Turn the steering wheel against the end stop, hold it and read the pressure gauge
• Install a 200 bar pressure relief valve between steering pump outlet and high pressure hose to the
steering valve.
• Start the engine (low idle speed) and read the pressure gauge.
Nominal value: 200 bar (adjustment value of the pressure relief valve)
• To find out whether a steering cylinder is defective, i.e. has an internal leakage you may disconnect
the hydraulic hoses „L“ and „R“ from the steering cylinders and close them with suitable plugs.
• Check the steering pressure (see Fig. L1): If the steering pressure is now reached, but not with the
steering cylinders connected, one of the steering cylinders is defective. After this test reconnect both
cylinders.
• Start the engine and, if possible, actuate the steering fully to left or right and hold the machine in this
fully actuated position.
• If the machine has been articulated to the left, the hoses for rod side of the left hand cylinder and the
piston side of the right hand cylinder must now be disconnected.
• Try< to steer to the same direction again as before. If hydraulic oil runs out of one of the cylinder the
respective cylinder is defective and must be replaced.
• Repeat this procedure to the opposite direction (the cylinders may only be leaking to one direction,
e.g. from piston to rod side and vice versa).
1 2 3 4 5 6 8
13 11 10
9
12
Simple trouble shooting is possible by simply bridging the input and output potentials.
The generator module is able to convert the different signals from various generator manufacturers into
a D+ signal. This allows to use different engines from various manufacturers, without having to change
the vehicle electrics for this purpose.
• Diode module
The diode module is used in the speed range logic for switching the different spee ranges.
The optionally available ASC (Anti Spin Control) provides optimal traction for wheels and drum. This en-
sures safe driving on difficult soil and maximum gradability on inclinations.
Battery
When the engine is at rest the voltage supply for the vehicle electrics is accomplished via two parallel
connected rechargeable and maintenance free 12 V batteries.
The minus pole of the battery (G01:05,11) is connected to the vehicle ground (Potential 31).
The plus pole of the battery (G01:02,08) is connected to potential 30 via the main fuse (F00:02).
Note:
The potentials 30, 31 and B+ are always directly connected to the battery. The current can only be in-
terrupted by discharging or disconnecting the battery.
Generator
When the engine is running a 14 V generator (G02:16) supplies the vehicle electrics with current via
terminals B+ (to potential 30) and B- (to potential 31).
Terminal D+ supplies a (+) or (-) signal to the module for generator (A23:23). When the engine is at rest
terminal D+ is negative (ground potential). The charge control light in the fault monitoring board (A15)
(Fig. 3) lights up. See also section „Fault Monitoring Board“.
Sockets
The machines are fitted with two sockets (XS:36/XS:39). These are connected to potential 30 and pro-
tected via fuse (F05).
The ignition switch (S00:04) is permanently energized from the battery (G01) (Fig. 2) via the main fuse
(F00) (potential 30) and fuse (F13:05).
In this position the connection to the coil of relay (K11:28) is interrupted and the relay drops off. The
solenoid valves (Y58:32) for fuel supply shut-off or (Y13:37) engine solenoid (depending on type of en-
gine equipment) are no longer supplied with electric current and the engine will stop.
Ignition switch (S00) in position "1" (ignition on) with the engine at rest
In this position the coil of relay (K11:26) is supplied with electric current.
Relay (K11) switches potential 30 to potential K11 (15/54). The fault monitoring board (A15) (Fig. 4) sup-
plies the coil of relay (K22:40) with current, the relay switches. Current flows now
• to the solenoid valve (Y58:32) for fuel shut-off or (Y13:37) the engine solenoid.
Note:
Position "2" is not used.
In this switch position current flows from terminal 50a on the ignition switch (S00:06) to the contact of
relay (K05:07).
If the travel lever is in "0" - and braking position, the proximity switch (B13:15) will open, the coil of relay
(K48:15) is no longer energizes and the contact switches over.
The contact closes and current can now flow to the starter (M01:05) terminal 50. The magnetic switch
of the starter is energized and the starter turns the diesel engine.
Note:
The starter (M01) receives electric current directly from potentials B+ and 31.
When releasing the ignition key the ignition switch will automatically return to position "1".
During the starting process a 50a signal is transmitted to the fault monitoring board (A15) (Fig. 4).
This signal makes sure that the warning buzzer will not sound and the automatic shut-down facility is
not activated during the starting process (see description of fault monitoring board).
To repeat the starting process the ignition must first be switched off (protection against repetitive star-
ting).
Ignition switch (S00) in position "1" (ignition on) with the engine running
When the engine is running the generator (G02) (Fig. 2) will produce electric current. This current flows
from terminal D+ to the generator module (A23). The output signal MD+ supplies the operating hour me-
ter (P00) with voltage.
The MD+ -signal is additionally fed to the fault monitoring board (A15) (Fig. 4) and to the brake control
relay (K36) (Fig. 6).
The internal logic of the fault monitoring board switches the charge control light off.
The automatic shut-off system in the fault monitoring board (A15) is activated and the warning buzzer
will sound whenever a fault occurs.
When switching the ignition on, the program is reset to a defined initial condition.
As a self-testing function all warning and control lights will light up for a moment.
Should a fault occur already at this stage, the respective indicator light will continue to light.
Warning buzzer (H07:22) and shut-down relay (K22:40) (Fig. 3) remain deactivated, because there is
no oil pressure yet. If the time between „ignition on“ and „starting“ was too long, starting would not be
possible.
Engine running
The fault monitoring board is active, warning buzzer and shut-down relay are enabled.
Within the determined times all sender signals must change to the respective potential for the condition
„OK“. If not the following lights will light:
• and the shut-down relay will be switched after the predetermined time.
The fault monitoring board remains active, warning buzzer and shut-down relay will be activated after
predetermined time periods.
To reach a clearly defined initial condition the ignition must be switched off for a moment before starting
a new starting process.
The warning buzzer remains enabled. Other indications, caused by the standstill of the engine, will no
longer be displayed. The operator can recognize the and rectify the fault.
Then switch the ignition off to deactivate the shut-down relay and to enable a new starting process.
When the engine is at rest there is no hydraulic oil pressure available, the brake discs cannot be un-
loaded, the brake is automatically closed.
When the engine is running and the generator is fully functional, the generator (G02:15) (Fig. 2) will send
a D+ signal or the generator module (A23:24) (Fig. 2) a MD+ signal to the brake relay (K36:33).
When the travel lever is in „brake“-position, the coil of relay (K48:05) is not energized.
• to the solenoid valve (Y04:34) when the emergency stop switch (S01:34) is closed.
If there is no MD+ signal, e.g. because of a broken V-belt, a defective generator or if the engine has
been stalled when driving up a hill, the coil of relay (K36:34) is no longer energized. This opens the con-
tact (K36) and interrupts the current flow to the solenoid valve (Y04:34), the brake will close.
To be able to drive the machine for a short time, even with a broken V-beltor a defective generator, the
contacts 30-87 of relay (K36:34) must be bridged to open the brake.
Driving in reverse
When shifting the travel lever to reverse on level ground the coil of relay (K26:05) is not energized.
Forward travel
The relay switches over, the current supply to the warning buzzer (H14:11) is interrupted.
Depending on the position of the speed range selector switch (S42:23) the solenoid valves (Y30:19,
Y31:29)
This gives the operator the possibility to influence the gradability of the machine by changing the displa-
cement of the travel motors. He always switches the motor of the slipping axle to low displacement.
If the speed range selector switch (S42:23) is in position 1 „turtle“, none of the two solenoid valves
(Y30:11/Y31:18) is energized. In this switching condition both drum and axle drive motors are working
with high displacement. The machine drives in low speed range (working speed).
• switch (S42:23)
Current flow to the solenoid valve (Y31:29) is prevented by the diode (V02:22).
• switch (S42:23)
Current flow to the solenoid valve (Y30:19) is prevented by the diode (V03:27).
• switch (S42:23)
Drum drive motor and axle drive motor change to low displacement.
On extreme gradients and slippery ground the Anti Spin Control (ASC) provides optimal traction and
avoids spinning of drum or wheels.
If physical limits are reached it is quite obvious that even the ASC will not be able to improve the traction
of the machine.
The following machines have the ASC Anti-Spin-Control (Fig. 9) as standard equipment:
• BW 213 DH-3/PDH-3
• BW 214 DH-3/PDH-3
• BW 216 DH-3/PDH-3
• BW 219 DH-3/PDH-3
• BW 225 D-3/PD-3
The machines with Anti Spin Control (ASC) in the travel system are equipped with the following sensors:
For safety reasons the following assembly groups (Hardware) are electronically monitored:
When detecting a fault, e.g. breakage of cable or short circuit, the ASC-system is deactivated and an
error status is displayed (monitoring board).
Current flows:
When pressing the push button (S13:05) the toggle relay switches and the contact of the toggle relay
(K04:05) closes.
Current flows now to the selector switch for high / low amplitude (S35:29).
Depending on the switch position current will flow to the solenoid valve (Y07:29) for high amplitude or
(Y08:34) for low amplitude. The chosen vibration will start.
29.05.2000
Werner Stromlaufplan 001 001 582 700 70
29.05.2000 circuit diagram
Seis 001
30 3:1
B+
3:7
F24:C 1 1
4:4 F40 F05
25A 30A
Box B A Box A A
F05:A
10:4
X1 X1 X1 X1 X1
1 2 3 4 5 X1:80 X1:10
emergancy service
Zusatzausrüstung innerhalb der Kabine
option inside of cabin
Notbetrieb
Steuergerät
control unit
E30
Heizgerät A13
D+ 4 1 2 15/54
rt max.20A
heating unit
X18−1:2
X1:28 4 n
X17−1:3
n
MD+ 4:3 gn
1
Y14
B+ D+ S28
2
X1:29 gn
Schalter Kabinenheizung
G02
0,18A
W
4:7
31 3:1
29.05.2000
1 1 582 700 70
Werner Versorgung, Heizung, Steckdosen
29.05.2000
Seis supply, heating unit, sockets 002
2:20 30 30 7:1
K11:30
87 3x1,5
9:12
3
F13 30
K32 Box A 30A
C K11
3:2
30 3:3
F13:C 9:18 Anschluß ZA 87
K30 K11:87
14:2 Klimaanlage 4:1
connection option
air conditioning F14 1 Nur bei ASC
30A
X1:8 Box C A only acc. to ASC
7:19
9:13
6:7
8:2
S00 17
11 21 31 42 51 62
15/54 19 Not−Aus Schalter
S01 emergancy shut off
58 50a
Startschalter
ignition switch 12 22 32 41 52 61
X1:11 X1:9
only acc. to cabin
control
K05 30 K22 30
6:6 4:12
87 87a 87 87a
50A 4:4
X18−1:7
X18−2:7 X18−2:8 X18−2:1 X18−2:2 X18−2:5
+
B54
_t B+
EW + HW max. 69A
2:10
CUMMINS:max. 0,8A
−
PERKINS:max 1.5A
KHD:max. 4,0A
HW max. 1,1A
AW max. 55A
max. 10−13A
X1:46
max. 3A
AW HW
K32 86 K11 86 Y117 1 B+ 50 50a 2 ws rt 1 1
R02 Y01 V08 2 Y13 Y13 Y58 2 V05
M01 M
1 1
85 85 − 2 1 sw 2 2
31
2:20 31 31 4:1
29.05.2000
1 1 582 700 70
Werner Starten (je nach Motorausstattung)
29.05.2000
Seis starting unnit (acc. to engine versions) 003
K11:87 K11:87
3:20 6:1
F24:C 3 X1:21
2:10 F24 30A
5:1
50A Box C ASC ERROR
3:10 C 8:4
X1:23
2:11 MD+ MD+ 6:5
F26:B X1:26 13:11
6:8
W
2:6
6
Hydrauliköltemperatur
monitoring module
Kühlmitteltemperatur
collant temperature
engine oil pressure
br/ge
Drehzahlmesser
ws/rt
X1:99
gn
Motoröldruck
Tankanzeige
rt
level gauge
RPM meter
ws/ge
volt meter
Voltmeter
A15
Taster Signalhorn
push button horn ws/bl
or
+ + + + + +
ws
13 24
sw
ge
vi
bl
gr
S03
ws/gn
Q n P V
ws/gr
br/gn
P01 P02 P03 P13 P14 P12
14 23 G − G − G − G − G − −
X18−1:4
X18−2:3
X1:15 X1:14
X17−1:8
X17−1:1
X17−2:2
X1:130 13:18
X18−1:6 X18−1:3
X1:131 13:18
SUMMER
X1:100 X1:101 X1:34 X1:102 X17−1:7 X17−1:2 14:2
max. 5A
max. 5A
0,18A
0,12A
Geber Geber X5:1
sender sender
86 WK G B53 1 2 B21 2 B03 3 B55 3
1 1 1 1 rt
B11 B11 K22 H07 P P P Q
R03 R04
2 2 2 2 sw B06 3 4 4
85
X5:2
29.05.2000
1 1 582 700 70
Werner Signalhorn, Überwachungen, Anzeigen
29.05.2000
Seis warning horn, monitoring, indicators 004
4:20 X1:21 X1:21 10:1
F07:C
13:11
nicht verwendet
1 X1:117 Tachographenmodul
2 module, tachograph A2+A3
P09
B16 3 5 6 A1
4 X1:118 1 B3
A16
7,8,9 2 B4
4 3 C4
Aufnehmer Vibration
transducer vibration
Anzeige
A5+A6 indicator
B60:3
10:4
X1:119
Frequenzanzeige
OUT+
OUT−
OUT+
OUT−
15/54
15/54
Geschwindigkeitsanzeige
frequency meter
P05 P04
−
−
in
in
A06 Elektronik A05 Elektronik
transducer transducer
speedometer
+
+
− 1 3 4 − 1 3 4
057 665 90 (BW 213/214/216/211−3) 1 4
29Hz / 35Hz
X1:116
4:20 31 31 6:1
Platine Frequenzanzeige
29.05.2000
1 1 582 700 70
Werner Frequenzanzeige, Tachograph, Geschwindigkeitsanzeige
29.05.2000
Seis frequency meter, tachograph, speedometer 005
4:20 K11:87 K11:87 7:1
F25 4 F26 2
30A 30A
Box C D Box C B
4:11 F26:B F26:B 8:4
X6:2 X7:2
BR/BN BR/BN 30 K26 30 23 1234 2
B13 B14 Schalter Fahrstufen S42 Schalter Fahrstufen
K48 6:2 6:4 S42 switch, speed range switch, speed range
BL/BU SW/BK 87a 87 87 87a 24 1 5 7 3
BL/BU SW/BK
ZA Speed − Control
K36 2:8 X1:51
87a 87
proximity switch, tavel lever "0"
SC2
not asssembled acc. to speed − control
2 1 1 2
X1:108 X1:107
ZA Speed − Control
max 1,23A
max 1,23A
max. 1,8A
0,18A
0,18A
0,18A
X9:1
86 86 86
1 rt 1 1 1
K48 K26 K05 Y04 V09 H14 Y31 V09 Y30 V09 Y31 V09
2 sw 2 2 2
85 85 85
X9:2
5:20 31 31 8:1
29.05.2000
11 1 582 700 70
Werner Fahren, Bremse, Fahrstufen
29.05.2000
Seis driving, brake, speed ranges 006
6:20 K11:87 K11:87 8:1
39/41
X1:38 1 2 2
9:1 2 3
S09:24 9:6 Fahrhebel X1:151
S54 42
travel lever
30 56a Modul Vibration 20 19 21 18 38 40 34 35 Geschwindigkeissensor
module vibration speed sensor S01
S
+
−
X1:147 3:14
149
148
K04 B60 Fahrstufenbereiche
56b SC1 1 41
6:2 speed ranges
gn
gn
gn
S 56 sw 4 br
X14:1 2 3
Notbetrieb X1:150 bl 3 2 S48 23
gn
bl
ws
rt
emergency service
X1:146
only acc. to speed control
Aktivierung 24
X1:145 X1:153 enable
nur bei Speed−Control
X1:39 X1:152
Signal
11 6:17 SC2 X1:154
−5V
+5V
30 Qmin/Qmin
S08 K43
18 14 25 15 04 11 05 27 19 08
12 7:17 X1:155
Man. / Automatik 1 1
man. / automatic 87 87a R20 R21 A17 Elektronik
330 Ohm 330 Ohm electronic
2 2
06 07 12 02 03 23 21 20 26 17 16 1 10
X1:104 X1:96 Anschluß nur bei ASC
X1:159
X1:160
X1:161
X1:164
X1:165
X1:166
connections only acc.
push button, travel lever
68 Ohm
X1:120 X1:157 X1:70
R22
X1:33
2 Anschluß Diagnosegerät
X8:2
24 13 87a 87 87 87a connection diagnosis tool
S35 G 0 K 7:14 7:15
10,17 bei Gessmann Hebel
3/10
S13 Vibration klein/groß K77/1 K77/2
vibration high / low 30 30
X9:1
4/17 23 14 X1:158 X1:162
KA
5:17
X1:163
X8:1 5:17 GA rt 2 2 A Y62 Y62 D
0.166A
X1:94 X1:95 H14 V06 V07
max. 2,5A max. 2,5A sw 86 86 86 86
1 1 B C K77/1 K77/2 K77/3 K43 1
Y07 1 Y08 1 H30
X9:2
87a 87 85 85 85 85 2
V09 2 V09 2 7:16
K77/3
30
X1:103 X1:93 X1:32 X1:58
X1:167 X1:168 X1:168
3:20 30 30 12:1
Vibration vorne groß Vibration vorne klein Rückfahrwarnsummer Ansteuerung Fahrpume 7:11 7:12 7:12 7:4
vibration front, high vibration front, low back up alarm contril travel pump
29.05.2000
1 1 582 700 70
Werner Vibration, Speed − Control
29.05.2000
Seis vibration, speed − control 007
7:20 K11:87 K11:87 12:1
F51 1 F63 3
30A F26:B
Box D 6:20 7:5 S42:62 Box D C
A
S42:61
X1:44 7:5
X1:60 +45_G=4,5V X1:109 Lenkhebel
emergency service
−45_G=0,5V steering lever
1
31 4 1V L NR
Not−Betrieb
S42 B57
123 21 12 43 61 PVREL
S01 Fahrstufen Neigungssensor 3 2,5V
N
N
3:14 speed ranges slope sensor
32 22 11 44 62 2 4V
S71
0,5V−4,5V 5 6
+ N S N −
X1:61
ASC ERROR
4:19
X1:23
6:8
V01
max. 3,6A
BW 219 with axle−motor 110
BW 219 mit 110er Achsmotor
1 2 Anschluß Diagnosegerät
connection diagnosis tool
X1:110
X1:111
X1:72 X1:71 X1:48 X1:45 X1:52 X1:68 X1:65 X1:70 X1:69
01 10 27 20 08 09 18 16 26 17 24 Signalstrom: 0,25mA
09: 0− Signal = 1.Gang + Vibration signal current: 0,25mA
18: Analogsignal Neigungssensor
15 A36 Elektronik 27: 1− Signal bei Fahrhebel in 0− Raste
09: 1−Signal und 08: 1−Signal = 2.Gang + Vibration
Signalspannung neutral: 6V
electronic
X1:S
direction
direction
speed
speed
alte Maschinen PIN 15: 0V
X4:1 2 3
bl bl
old Typs PIN 15: 0V
3 3 2 1
B59 B60
1 1 R07
ws ws
Y30 Y31 2 2
3
br br
2 2 X1:65 1 4 X1:85 1 4 Y64 −
sw sw
6:20 31 31 9:1
Bandagenmotor Achsmotor Poti Fahrhebel Achsgeschwindigkeit
motor, drum motor, axle potentiometer travel lever sensor axle speed
Magnetventil Lenkung
Bandagengeschwindigkeit solenoid valve steering
sensor drum speed
Serie nur bei DH/PDH− MAschinen und alle BW 225−3 ZA
series only acc. to DH/PDH− versions and all BW 225−3 types option
29.05.2000
1 1 582 700 70
Werner Anti − Schlupfregelung, Lenkung
29.05.2000
Seis anti spin control, steering 008
X1:38 X2:6 X1:38 10:17
7:7
X2:47 X2:7 Vibration Aus/Ein Aufnehmer Verstellmotor Beschleunigungssensoren K11:30 3:6 F13:C F13:C
Vibration on/off sensor, adjustable notor acceleration sensors 3:19 Automatik/Manuell/Prüfen Hand/Prüfen Automatik 14:1
8,5V 1x1,5 1x1,5 automatic/manuell/test manuell/test automatic X2:48
AGND
X12:2 X2:31
X3:2 51 S13:2
X12:4 X2:32
X2:31
X2:72 X2:71 X2:72 10:14
S01 S13:8 X2:37 X2:55
X3:6 X3:11 X3:1 +15V X3:5 10:14
3:14
X2:10
X2:56
X2:8
X12:6
X2:31
X2:31
X2:36
−15V
52 S104
X2:38
X2:45 X2:46
monitoring modul
7:7
Anzeigemodul
G− P26 − B62 − B62 1 2 3 1 2 3
X2:32
X2:32
S09 23 F67 1 F84 1 R23
13 1kOhm
S65
+/sw
30A 10A
−15V +15V 2 2
vertikal = 12V
Amplitudenanzeige
amplitude indicator
AGND
Notbetrieb V/H
24 X2:1A X2:2A
G+ +15V −15V R24
X20:2
X20:1
BH BV
X1:94 B61 S S X21:2 X21:1
+
1kOhm
14
X2:49 −/rt X3:7 X3:8 + +
S107 S106
S/ws
1x0,75 / Elektronik
R25
X11:19
X11:10
5x0,75 / Leistung
X11:9
AGND AGND
X2:66
X2:67
X3:9 1kOhm S S
X2:20
X2:11
P16
X2:39
X2:70
X2:69
X2:42
Zündung 15/54
X2:9
X2:68
R26
X12:3
TERRA1 10:9 X2:58 1kOhm
F1 F2
10:9 X2:57
Signal Vibration ein
CAN+
CAN−
8,5V Notbetrieb
X2:35
X2:33
X2:34
X2:12
AGND
X2:13
+15V
−15V
12V
alive
X2:21
2 12 9 30 29 1 23 28 56 57 58 59 60 54 6 7 8 27 26 15
14 19 1 17 3 2 5 13 16 15 S13:1 10:14 X2:16 X11:1
A44:2,3 ESX Steuerung (Typ 7265)
X11:11
X11:13
X11:12
X11:3
X11:5
X11:7
X11:6
A46 Modul Variocontrol 10:6 A37
X11:2
X11:4
module variocontrol A44:1 ESX control unit (typ 7265)
10:6
X2:53
X2:52
X2:54
34 35 46 61 62 63 64 49 55 24 25 38 39 40 41 4 5 3 16
Gehäuse
Fahrtrichtungserkennung
18 4 10 9 7 8 12 11 6
X2:17
X2:18
X2:15
X2:14
X2:40
X2:78
X2:22
X2:63
X2:73
X2:5
X2:74
AGND X2:81
X2:79
X2:80
X2:82
X2:23 X2:77
X2:24 X2:76
1 X2:75
RxD
TxD
X2:25
X2:59 X2:60 X2:61 X2:62
X3:16
H04 2 X3:12 X3:13 X3:14 X3:15 S131 23 S132 23 S133 23 S134 23
H56
H57
1 1 1 1
1 1 1 1 P11
X11:15
X11:16
X11:17
X11:18
X11:14
24 24 24 24
2 2 2 2 2 2 2 2 12V + −
Y125 Y128 Y126 Y127 Ventil Vibration
X3:17 X3:18 solenoid valve, vibration X3:19
X2:83
X2:64
X2:4 X2:5
8:20 31 X2:3 31 10:1
Auslaßventil (4)
solenoid valve outlet (4) X2:29 A37:19 X2:19 A37:13
Einlaßventil (1) Einlaßventil (3) X2:30 A37:31 X2:26 A37:14 Ventil Arretierung Fertig Stop Löschen
solenoid valve inlet (1) solenoid valve inlet (3) X2:91 A37:32 X2:27 A37:17 solenoid valve, adjustment ready stop erase
X2:92 A37:47 X2:28 A37:18
Anzeige Störung Auslaßventil (2) X2:93 A37:48 Reserveklemmen Weiter Start Drucken Drucker
indicator failure solenoid valve outlet (2) terminals for resist continue start print printer
29.05.2000
1 1 582 700 70
Werner Variocontrol
29.05.2000
Seis variocontrol 009
5:20 X1:21 9:20 X1:38 X1:38 15:1
NEUT"0"
6:8
F05:A
2:19
5:14 B60:3 X1:81 Stecker für in Planung
befindliche Zusatzanwendungen
X1:83 connectors for additional
X1:90
X1:88
equipment, not jet available
Spannungsversorgung GPS
Handeingabegerät
Datenleitung GPS
Datenleitung GPS
1
11:12
11:12
11:12
11:13
11:13
11:13
11:14
11:15
11:15
11:15
11:16
max. 10A
max. 1A
E07 P07
2 −
S6:1
S5:1
S6:3
S6:5
S6:6
S6:9
S5:3
S6:2
S5:2
S6:4
S5:4
X2:9
S11:1−25
S8:1−10
S7:1−15
S19:1−6
S20:1−9
S9:1−5
S4:2
S6:1
S6:2
S6:3
S6:4
S6:5
S6:6
S6:9
S5:1
S5:2
S5:3
S5:4
Koppelplatine Omegameter
X2:50 AGND
S1:3
S1:2
S4:1
S4:7
only acc. to VARIOCONTROL
Kopplung Komponenten Terrameter S13:8
gleichzeitigem ASC−Anbau
Winkelsignal
S16:1
S21:1
S18:1
S12:1−5
S17:1−8
S14:1−5
S16:3
S16:7
S15:3
S15:5
S15:6
S15:7
S21:5
S16:2
S18:5
S18:6
S15:8
S18:2
S15:4
S4:3
A44:2,3
modul, terra meter
S2:2
S2:3
S2:4
S2:5
Modul Terrameter
9:8
also assembled
0−5V
+5V
15/54 6 2,3 r−out
S13:1
9:8
11:16 S16:1
11:11 S18:1
11:17 S16:3
11:17 S16:7
11:6 S15:3
11:6 S15:5
11:7 S15:6
11:7 S15:7
11:16 S16:2
11:12 S18:5
11:12 S18:6
11:7 S15:8
11:11 S18:2
11:6 S15:4
r−out
br speed 4 9:15 S13:2
1
bl X1:87 w−in S13:8
3 8 1/4 w−out
9:15 5
B60 A44
Versorgung von "B60" bei
supply of "B60" if ASC is
und BW 216/219/225
BW 213/214 H−Version
ws r−in 5
2 X1:86
sw 4 direction
1 w−out 5 5 8
7
gnd
B62
Beschleunigungsaufnehmer (90_G)
acceleration sensor (90_G)
P15 Dip−Schalter 1: Geschlossen, für Bandagenart "D"
Dip−Schalter 1: Offen, für Bandagenart "PD"
15 8 Bildschirm Dip−Schalter 2: Geschlossen, für BW 213/214/217/219
B62 diplay
Dip−Schalter 2: Offen, für BW 142/172/212
X1:84 9:8 A44:1 X10:1−19 Alle anderen Dip−Schalter : keine Verwendung
Beschleunigungsaufnehmer (BV)
acceleration sensor (BV) Terrameter, Ausrüstungsumfang VM2−VM5 Omegameter, Ausrüstungsumfang VM1
terra meter, applications VM2−VM5 omega meter, application VM1
29.05.2000
1 1 582 700 70
Werner Omegameter, Terrameter
29.05.2000
Seis omega meter, terrameter 010
Druckereinheit
S12 S4 P11 printer−unit
ST21 S14 S5 20
Koppelplatine BTM05
S6
S15
link−unit BTM05
S16 S7
Druckercontroller
printer−controller
paper formfeed
Papiervorschub
3
S17 S153
S8 X15 X16
S18 1 3 4 2 6 5 4 3 2 1
4
S9
S19
X13 X14
S10 1 2 3 4 5 6 7 1 2 3 4
S13
S6:1
S6:2
S6:3
S6:4
S6:5
S6:6
S6:9
S5:1
S5:2
S5:3
S5:4
S20 S11
10:11
10:11
10:11
10:11
10:10
10:10
10:13
10:13
10:12
10:12
10:12
10:11
10:12
10:12
10:12
10:13
10:13
10:10
10:11
10:11
10:11
10:10
10:10
10:9
10:9
S16:1
S18:1
S15:3
S15:5
S15:6
S15:7
S16:3
S16:7
S15:8
S18:5
S18:6
S16:2
S18:2
S15:4
Bedieneinheit
operation−unit
+ + +
23 23 23 13 13 23 X2 X2 X2 X2 X2
S131 S132 S133 S152 S140 S134 H56 H57 E07 E05 E04 P07 P05 P04
X1 X1 X1 X1 X1 − − −
24 24 24 14 14 24
29.05.2000
1 1 582 700 70
T. Seis Detailansicht Drucker− und Bedieneinheit
29.05.2000
Werner detail view printer− and operation−unit 011
8:20 K11:87 K11:87 13:1
7:20 30 30 13:1
2 5
F37 40A
F06 30A
Box B Box D
B E
X1:135 X1:138
X1:141
4s abschaltverzögert
11 23
K23 30 S05 012 15 in V 4s − −
01
12:12 Schalter Berieselung
switch, sprinkler system 1s 2s
87 87a K37
12 24 Zeitrelais
timing relay
X1:142
87a St+
X1:139 15 out 30 87 St− −
0,18A
86 K46 30
K46 12:6
87 87a X1:144
85
max. 7,2A
1,83A
max 8A
0,18A
+ 1 2 +
86
M02 A01 1 M03 1
M V09 Y06 K23 M V09 Y06
2 2
− 85 −
3/4 1,83A
X1:137 X1:134
10:20 31 31 13:1
29.05.2000
1 1 582 700 70
Werner ZA Berieselung
29.05.2000
Seis option sprinkler systhem 012
13:9
X1:128
87
4,6A
Box A
12:20 31
12:5 30
Scheinwerfer links
F11
2
head light LH
12:20 K11:87
K16 30
B
X22:2 X23:2
X22:1 X23:1
4,6A
15A
S15
87a
Scheinwerfer rechts
2
E16 1 E17 1
head light RH
13:10
012
K06
X1:58
X1:98
0,18A
switch, StvZO
Schalter StvZO
85
86
24
S53 23
32
31
Schalter Arbeitsbeleuchtung
switch, working head lights
12
11
30A
0,42A
Umrißleuchte vorne links
Seis
2
contour indicator front, LH
Werner
24
23
0,42A
29.05.2000
29.05.2000
Umrißleuchte hinten links
X1:97
2
2 F18
15A
Box B
F09
X24:3
X1:129
0,42A
Schlußleuchte links
2
4
tail light, LH
D
0,42A
Parkleuchte links
2
parking light, LH
werfer ohne StvZO
0,42A
Parkleuchte rechts
2
parking light, RH
Anschluß Arbeitsschein−
Box B
15A
F10
2
5
E
tail light, RH
0,42A
Umrißleuchte vorne rechts
2
contour indicator front, RH
0,42A
Umrißleuchte hinten rechts
2
contour indicator rear, RH
13:2
Schalter Rundumkennleuchte
85
86
E32
S38
−
+
24
23
Rundumkennleuchte
rotary beacon
13:3
87
4,6A
Arbeitsscheinwerfer hinten links
2
5
X1:77
30A
4,6A
F22
87a
2
Box A
bei ROPS−Aufbau
4:19
4,6A
Arbeitsscheinwerfer vorne links
werfer / Rundumleuchte
working head lights, front lh.
F19
X1:76
X1:26
4,6A
5:15 F07:C
Warnblinkschalter
switch, hazard light
0.166A
Box B
Bel. Tankanzeige
F07
2
15A
01
X1:35
24
23
0.166A
Bel. Öldruckanzeige
2
3 6
CF
0.166A
15A
Bel. Hydrauliköltemperatur
F08
63
64
with cabin
0.166A
F bei Kabine
Bel. Temperaturanzeige
2
0.166A
Bel. Drehzahlmesser
2
STV2 14:15
14:15
43
44
0.166A
Bel. Voltmeter
2
illumin. voltmeter
Anschluß Arbeitsscheinwerfer
S37
0.166A
Bel. Frequenzanzeige
2
0.166A X2:51
Bel. Vektoranzeige
2
E27 1 E28 1 E23 1 E25 1 E01 1 E45 1 E22 1 E02 1 E03 1 E46 1 E05 1 E54 1
L0R
X2:44
49
A02 31
23
24
1
Blinkgeber
indicator relay
49a
X1:133
4:19
4:19
1,75A
Blinkleuchte VL
2
indicator front, LH
1
1,75A
X1:130
X1:131
X1:130
Blinkleuchte HL
2
indicator rear, LH
X25:3 X24:2 X26:3
1,75A
Blinkleuchte VR
2
E08 1 E09 1 E10 1
indicator front, RH
X27:1
1,75A
X1:131
Blinkleuchte HR
2
E11 1
30
K11:87
indicator rear, RH
582 700 70
31 14:1
013
X29/1:5
3:2 K30
X1:79 X29/2:8 STV2
13:14
9:19 F13:C STV1
Reserve
13:14
reserve
X1:121 B C D E F A
F42 F43 F44 F31 F17 F02
30 30
K33 K09 2 3 4 5 6 1
14:5 2:9
87 87a 87 87a X32:1
X1:122
S45 3 7 2 7 2
X34:1 01W 01W 012 3
01 01
B
0123 Schalter Klimaanlage
S102 switch, air conditioning 4
S21 5 4 S20 5 4 S44
5 1
A12 S38 5
L MH C B51 15 B51
+ + + +
X28/2:6
X28/2:8
X28/2:5
X28/2:7
X29/2:5
X29/2:7
X28/2:2
X29/2:6
X29/2:2
X29/2:1
− − − −
ge/rt
rt/ge
31 7 1
rt
B29 1
Lüfter Thermostat
M _t
X29/1:6
X29/1:7
X29/1:3
blower M09 thermostat
X28/1:7
X28/1:5
X28/1:6
X29/1:8
X28/1:3
X28/1:8
X29/1:4
2
X34:2 X34:3
Überwachung Kühlmitteldruck
monitoring coolant pressure
X31:1
X30:1
X31:3
X33:1
X31:4
X30:3
X30:3
X33:3
X1:123
30 4
K49
14:4 B75 P 1 1 1 1 1
5A
LP HP E32
M09 +
87 87a 3 E29 M05 M M04 M M E27 E28 E23 E25
2 2 2 2 2
4,6A
4,6A
4,6A
4,6A
1
14,2A
1,3A
2,9A
4,7A
−
V15
2
X32:2 X30:2 X31:2 X33:2
X1:125 X1:27 X1:124
max. 3,5A
X1:75 X1:74
ZA
2 Y15 1 K49 86 K33 86 + + option
V11 M07 M M06 M
1 2
85 85
0,18A
0,18A
− −
max. 3,8A
max. 3,8A
14:3 14:2 Innenleuchte Wascher hinten Wascher vorn Arbeitsscheinwerfer hinten Radio
inside light, cabin washer rear washer front working head lights, rear radio
Magnetkupplung Klimagerät Wischer hinten Wischer vorne Kabinenlüfter Arbeitsscheinwerfer vorn Rundumkennleuchte
magnetic clutch, air conditioning windscreen wiper, rear windscreen wiper, rear cab ventilator working head lights, front rotary beacon
Option Klimaanlage
option air conditioning
29.05.2000
1 1 582 700 70
Werner Kabine, Klimatisierung
29.05.2000
Seis cabin, air conditioning 014
F03 / Box C / Anschluß E
10:20 X1:38 X1:38
X1:169
X16:1
X1:170 X1:171
X16:3 X16:2
1 3 4 8
Schnellverschluß − Kupplung
Relaisspule entfallen
Verkabelung bleibt bestehen
A54 Ansteuermodul K30 30
quick connecting clutch
X15:2
5 6 7 2
87 87a
1
X15:1
X15:1
X19:1
X19:3
X19:2
V14
X1:176 2 057 529 51 057 529 51
1 2 2 1
V12 V13
S
+
23
S36
S139 X1:172 X1:173 X1:174 X1:175
24 Relaiskontakt entfallen
X1:178 X1:179 Prop. Verstellung Vibration Ein / Aus X1:180 Verkabelung bleibt bestehen
prop. adjustment vibration On / Off relay−contact excuded
wiring still the same
X1:177
Anzeigeleuchte entfallen
2.5A
2.5A
2.5A
K67 86 K30 86
15:13 15:10
Prop.−Ventil Vibrationsfrequenz Platten Platten heben
prop.− valve vibration frequency plates lift plates
29.05.2000
1 1 582 700 70
Werner Anbau Vibrationsplatten
29.05.2000
Seis assembling unit vibration plates 015
Name Bl. Pf. Benennung title TYP
A01 012 6 Intervallschalter Berieselungssystem Interval switch, sprinkler system
A02 013 17 Blinkrelais Indicator relay
A05 005 9 Elektronik Geschwindigkeitsanzeige Electronic system, speedometer MODUL
A06 005 4 Elektronik Frequenzanzeige vorne Electronic system, frequency meter, fr. MODUL
A08 010 18 Elektronik Omegameter Electronic system, Omegameter
A12 014 17 Radio Radio
A15 004 13 Platine Ueberwachungsmodul Printed circuit board, monitoring module
A16 005 14 Elektronik Tachograph Electronic system, tachograph
A17 007 11 Elektronik Geschwindigkeitskontrolle Electronic, speed control
A23 002 8 Platine Generator Printed circuit,generator
A33 010 7 Zentralplatine Kopplung Verdichtungskomponenten Connection dircuit board, compac. components
A35 010 14 Versorgungsplatine Suppling circuit board
A36 008 2 Elektronik Antischlupfregelung Elektronic antispin control
A37 009 11 Elektronik Variomatic Elektronic variomatic
Seis
29.05.2000
Werner
29.05.2000
F08 013 13 Sicherung Blinker u. Arbeitsscheinw. Fuse, indicators a. work. head light 15A
F09 013 5 Sicherung Park− u. Schlussl. links Fuse, parking and tail light, lh. 15A
F10 013 7 Sicherung Park− u. Schlussl. rechts Fuse, parking and tail light, rh. 15A
F11 013 2 Sicherung Scheinwerfer links Fuse, head light, lh. 15A
F13 003 5 Sicherung Startschalter Fuse, starter switch 30A
101
F14 003 14 Sicherung Hubmagnet Motor Fuse, shut off solenoid, engine 30A
F17 014 17 Sicherung Radio Fuse, radio
F18 013 4 Vorsicherung Arbeitsscheinw. vorne Primary fuse, work. head light, fr. 30A
Name Bl. Pf. Benennung title TYP
F19 013 12 Sicherung Arbeitsscheinw. vorne li. Fuse, working head light, front, lh. 30A
F21 013 13 Sicherung Instrumentenbeleuchtung Fuse, illumination of gauges 30A
F22 013 10 Sicherung Arbeitsscheinwerfer hinten Fuse, working head lights, rear 30A
F23 004 2 Sicherung Signalhorn Fuse, warning horn 30A
F24 004 14 Sicherung Ueberwachungsmodul Fuse, monitoring module 30A
F25 006 2 Sicherung Magnetv. Fahren u. Bremse Fuse, sol. valve, travel and brake 30A
F26 006 14 Sicherung Magnetv. Fahrstufenumsch. Fuse, sol. valve, speed range sel. 30A
F31 014 13 Sicherung Kabinenluefter Fuse, cabin ventilator
F37 012 4 Sicherung Berieselungspumpe Fuse, sprinkler pump 40A
F40 002 12 Sicherung Kabinenheizung Fuse, heating unit cab 25A
F42 014 7 Sicherung Kabineninnenleuchte Fuse, inside light cab
F43 014 8 Sicherung Wischermotor hinten Fuse, wipermotor rear
F44 014 11 Sicherung Wischermotor vorn Fuse, wipermotor front
F51 008 2 Sicherung Antischlupfregelung Fuse, antispin control 30A
Seis
29.05.2000
Werner
29.05.2000
Y31 008 6 Magnetventil Stufenumschaltung hinten Solenoid valve, speed range sel., rear MAX. 1,23A
Y58 003 16 Magnetventil Kraftstoffabschaltung Solenoid valve, fuel switch off 0,8A
Y62 007 11 Magnetventil Verstellung Fahrpumpe Solenoid valve, adjusting travel pump
Name Bl. Pf. Benennung title TYP
Y62 007 12 Magnetventil Verstellung Fahrpumpe Solenoid valve, adjusting travel pump
Y64 008 18 Magnetventil Lenkung Solenoid valve, steering 0,33A
Y98 015 9 Magnetventil Vibrationsfrequenz, hinten Solenoid valve, vibrat.freq.,rear
Y117 003 5 Kaltstartbeschleuniger cold starting unit 3A
Y119 009 13 Magnetventil Arretierung Solenoid valve, adjustment
Y122 015 12 Magnetventil Platten heben Solenoid valve, lift plates 2,5A
Y123 015 18 Magnetventil Platten senken Solenoid valve, let down plates 2,5A
Y124 015 16 Magnetventil Hydraulikumschaltung Solenoid valve, hydaulic switch over 2,5A
Y125 009 3 Einlassventil 1 Intake valve 1
Y126 009 5 Einlassventil 3 Intake valve 3
Y127 009 5 Auslassventil 2 Exhaust valve 2
Y128 009 4 Auslassventil 4 Exhaust valve 4
Seis
29.05.2000
Werner
29.05.2000
component listing
Bauteilliste
99
582 700 70
109
Relais für weitere Optionen:
relays for further options:
Für Zusatzausrüstung Kabine und Beleuchtung
Klimaanlage / air conditioning K09,K33,K49 for optin cabin and working head lights
Blinkbegrenzung / StvZO illumination K16,A02
Berieselung / sprinkler systhem K23,K46
Speedcontrol / speedcontrol K43,K77/1,K77/2,K77/3
Vibrationsplatten / vibration plats K30,K67,K115 057 664 33
101
100
103
105
106
107
108
120
104
11
10
13
15
16
17
19
31
51
91
12
18
21
14
41
30
33
35
36
37
39
50
55
56
57
73
75
76
77
79
90
93
95
96
97
99
20
23
25
26
27
29
32
38
58
92
98
78
80
22
28
7a
34
40
43
49
54
74
94
24
42
44
1
5
6
7
9
2
8
4
BW 212−3
29.05.2000
1 1 582 700 70
Werner Schaltkastenübersicht BW 212−3
29.05.2000
Seis overview e−box BW 212−3 201
057 664 33
A23
K04
Box A Box B Box C Box D
057 510 98
nur für Kabine
only acc. to cabin 057 551 53
110
113
115
116
117
119
112
118
114
100
103
105
106
107
109
102
108
120
104
91
93
95
96
97
99
92
98
94
V01
V02
V03
V04
V05
V06
V07
V08
057 664 03
1 1 1 1 1 1 1 1
1 2 3 4 5 6 7 8
11
10
13
15
16
17
19
31
51
61
71
12
18
21
81
14
41
30
33
35
36
37
39
50
53
55
56
57
59
60
63
65
66
67
69
70
73
75
76
77
79
93
90
20
23
25
26
27
29
32
38
52
58
62
68
72
83
85
86
87
89
78
80
22
28
82
88
7a
34
40
43
45
46
47
49
54
64
74
24
42
48
84
44
1
5
6
7
9
2
8
4
2 2 2 2 2 2 2 2
H07
057 513 10
Schaltkasten Grundversion
e−box, basic version
29.05.2000
1 1 582 700 70
Werner Schaltkastenübersicht Grundversionen
29.05.2000
Seis overview e−box, basic versions 202
057 664 33
057 666 01
K06 K26 K22 K48 K36 K05 K11
F05 F40 F14 F51
330_O
330_O
68_O
F11 F37 F26 F18
R22
R21
R20
058 179 92
057 268 42 F13 F07 F24 F63
057 543 05
F19 F09 F25 F60
057 664 38 057 665 68
Susmic 16 für Speedcontrol F22 F10 F03 F06
Susmic 16 for speedcontrol
F21 Res F23 F08
K32
057 664 06
A23
K04 057 551 53 Box A Box B Box C Box D
057 510 99
nur für Kabine
only acc. to cabin
057 510 98
110
113
115
116
117
119
112
118
114
100
103
105
106
107
109
102
108
120
104
91
93
95
96
97
99
92
98
94
V01
V02
V03
V04
V05
V06
V07
V08
057 664 03
1 1 1 1 1 1 1 1
1 2 3 4 5 6 7 8
11
10
13
15
16
17
19
31
51
61
71
12
18
21
81
14
41
30
33
35
36
37
39
50
53
55
56
57
59
60
63
65
66
67
69
70
73
75
76
77
79
93
90
20
23
25
26
27
29
32
38
52
58
62
68
72
83
85
86
87
89
78
80
22
28
82
88
7a
34
40
43
45
46
47
49
54
64
74
24
42
48
84
44
1
5
6
7
9
2
8
4
2 2 2 2 2 2 2 2
H07
057 513 10
29.05.2000
1 1 582 700 70
Werner Schaltkastenübersicht mit Speedcontrolanbau
29.05.2000
Seis overview e−box with assembled speedcontol 203
057 563 57 057 563 56
Anschlußstecker ESX 7265 057 563 58 057 563 55
connector ESX 7265
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68
057 563 54
057 564 21
057 564 22
057 564 24 057 564 20 057 564 25
057 564 35
11
10
13
15
16
17
19
91
12
18
21
14
30
93
20
23
25
26
27
29
92
22
28
94
24
5
6
7
9
8
1
4
3
2
A37 A46
F67
F84
31 32 33 34 35 36 37 45 46 47 48 49 50 51 59 60 61 62 63 64 65 73 74 75 76 77 78
38 39 40 41 42 43 44 52 53 54 55 56 57 58 66 67 68 69 70 71 72 79 80 81 82 83 84
P18
057 664 63
Anschlußstecker ESX 7265
X2:31−84 connector ESX 7265
X11:1−19
057 662 52
Innenseite Zusatzelektrik Außenseite Zusatzelektrik 057 662 51
inner side additional electric outside view additional electric
29.05.2000
1 1 582 700 70
Werner Schaltkastenübersicht für Zusazelektrik Variocontrol
29.05.2000
Seis overview e−box for additional equipment variocontrol 204