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Gomponent description

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UW 01 - Fundamentals of electricity

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Gomponent descriptionUW 01 - Fundamentals of electricity

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Component descriptionUW 01 - Fundamentals of electricity

1. Introduction to electricity / electronics1.1 Definitions

>1.1.1 VoltageAn electdcal voltage is produced between two points (e.9. the terminals on a battery) if therc are a differentnumber of eleclrons at each of these poinb.The magnitude ofthis difierence in electrons determines the size of the voltage.

Charge separation in the voltage sourc (fig 'l ) results in the generation of an electrical voltage. For exam-ple, the chemical reaction inside a dlarging battery causes negatively charged electrons to migraie to lhenegative terminal.This means lhere is a shortage and suelus of electrons at the positive and negative lerminals respectively.This results in a voltage diference between the two poles. The higherthe charge differenlial, the higherthediference in voltage (potential difference).

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1 ' ., t-.t l - d.rg rdc I t J

Fig. 1:Voltage generated by charge separation

Electrical voltage is produced in an attempt to compensate these different-sized charges.Voltage causes current to flow.The unit of voltage U is given in Volt (V).

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>1.1.2 CurrentElectrons attempt to compensate voltage differences.Curent can only flow in closed circuits. Voltage causes electrical current to flow.

Electrical current is the dlrectional movement of free electrons.Closing a circuit by applying a voltage forces all free electrons to move in a certaindirection. This causes electrical current to flow from the negative terminal through theloads and wires to the positive terminal. Electrons perform electricalwork.

.:lr ,;r -r * - r - r t r , I -

Convenlional cunent fl ow

Fio. 2: Flow ofelecttons in an electrical citcuil

Every elect cal circuit must have:. Voltage generator. LOaO. Wres

Note;Other components such as switches, relays or fuses might also be included.Switches are drawn in thelr non-actuated state.Fuses are fitted to protect electrical circuits against short-circuits and overload.

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lMovement of eLectrons+

Fig. 3: Electrical circuit

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According to the definition of "conventional current", current flows from the positive tothe negative terminal.The unit of current strength t is given in Ampere (A).

Fig. 4: Battery as an electrcn PumPDirect Current "DC" flows in only one direction through a circuit.The current is steady providing voltage and resistance are constant;

Time [ -------->-Diroct current

Alternating curent AC always changes in its magnitude and direction:

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Fig. 6:Altemating c!nent

servrce personnel

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Conventional

Movement of electrons

IVlovement ol elechons

Period

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>1.1.3 Electrical resistance

Electrons do not flow freely when a voltage is applied to an electrical conductor.Depending on their composition, materials have different numbers of free electrons.Consequently these materials provide different levels of resistance which oppose thecurrent. The movement of electrons is therefore slowed down at different rates.

There are different types of resistors:. Fixed resistors. Variable resistors' Potentiometers (resistors with a sliding contact)

-Greslsrcr

--z-vadableresistor

I--f --r-

resistor wiihsliding contact

Unwanted resistance:' Poorly soldered connections. Bad plugged contacts. Faulty wires and connections. Rusted ground connections (corrosion resistance)

Resistance designations:500R = 500f)0R5 = 0.5o2OK = 2000001K5 = 1,5Ko = 1500Ko

step-cnangeresistor with

sliding contact

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Obstruction of the flow of electrons is referred to as electrical resistance.The unit of resistance R is given in Ohm (O).(1 Ohm = 1 o = 1 VoltAmpere = 1VA).

resistor withtaps

li--G

tully-variableresistor with

sliding contactFig. 7: Resisior symbols

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>1.1.3 Ohm's lawThe applied voltage U in a closed circuit will cause a current lto flow through resistor R(fiSl ).The ratio of voltage U to current I determines the resistance R.This law is named after its discoverer Georg Simon Ohm, namely "Ohm's law".

Derivation:For a constant resistance, current will increase as the voltage increases.This means thal cunent I and voltage U are proportional to one another (U - l).For a constant voltage U, current will decrease as resistance R increases.This means that cunentl and resistanc R are inversely proportional to one another (l - 1/R).Combining the above results in the dellnition of Ohm's law (U=R-l).

Unit;

Fig. 8: Vadables in an eleclrical circuil

The following aid canbe used to remember the equation:

R = Vo

symbol!

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Note:Simply use your finger to cover the desired

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Component descriplionUW 01 - Fundamentals of electricity

Measurement examples:

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Resist-ance

U i n V 0 2 6 B i 0

R , = 2 Q Ir in A 0 I 2 e 4 5

R z = 1 Q Irin A n 2 + o 8 1 0Fig.9: Current versus vollage

Voltage B i n O 0 z b 8 i 0

Ur=5V I . , i nA Short-circuit z ,a 1,25 0,83 0,675 U,C

Uz=1ovIrin A Short-circuit 2,5 1,66 t , J c 1,0Fig. 10: Current versus resistance

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Gomponent descriptionUW 0'l - Fundamentals of electricity

>1.1,4 Resistor networksSeries resistors:

Series networks serve as voltage dividers.Pre-resistors are required when connectingthe 24V on-board supply on mobile cranes.

The following laws apply:

LEDs (e.9. with a nominal voltage ol2.4V) to

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R 1 R 2 R 3

Fig. 11: Series network

| - t - t -

Ubt = Ur + U, +...

R.. = R, + R, +...

The same current flows through all the resistofs.

The total voltage is the sum of all partial voltages.

The total resistance is the sum of all partial resistances.

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Component descriptionUW 01 - Fundamentals of electricitlr

Parallel networks serve to divide the current.

The following laws apply:

Parallel resistors:

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l',Fig. 12: Parallel network

l,"c = lr + lr+ ... All the resistors have the same voltage.

U,., = U, = U, = ... The total current is the sum of all partial currents.

1,/R*=t76,*17*,*... The reciprocal of the total resistance isthesum ofall recipro-cated oartial resistances.

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1.2 Measuremeni technology

>1.2.1 Types of measurement inslruments

There are two types of measurement instruments:. Analogue multimeter. Digital multimeter

Analogue multimeter:

Fig. 1 3: Analogue multimeter

Connections:COM:v/o:

ground connectionvoltage and resisiance measurementcurrent measurement in Ampere-rangecurrent measurement in mill i-Ampere range

Advantages:. Rapid changes in measured vari

dursn drv vdr ry nEcr r .. If correctly used, often

more accurate.

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Disadvantages:. When using

moving coil mechanisms, it is onlypossible to measure DC voltage andcurrent.

. Measurement range must always bemanually selected.

Note:The measurement leads must be re-plugged depending on the variable being measured.Always select the highest measurement range when measuring an unknown variable.Then select the measurement range where the needle is in the upper third of the scale.

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.f';

,,r' '= -ll;:t

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1,2.1 Types of measurement instrumenlsDigital multimeter:

Fig. 14: [.4etrix MX22 Fig. 15:chauvin Amoux MM3000 Fig. 16: chauvin Arnoux Conpa2010

Connections:grouno conneqtonvoltage and resistance measurementcurrent measurement in Ampere-rangecun-ent measurement in milli-Ampere range

coM:V/O:

mA:

Advantages:. Rapid indication of measured values. The measurement range is often

automatically selected by themeasurement instrument.

. On some instruments the measuredvalues can be stored ortransferred to a PC for furtheranalysis.

Note:The measurement leads must be re-plugged

Disadvantages:. Difficult to notice measurement

ran9e cnanges.

depending on the variable being measured.

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>1.2.2 Using measurement instrumentsMeasuring electrical voltages:The electrical voltage is measured using a voltmeter. The voltmeterparallel to the voltage source or load. A voltmeter always measuresbetween two measurement points. The type ofvoltageAC - or DC

(fig 1) is switched inthe voltage differencemust - be selected.

Il uFig. 17r Voltage measurement

Fig. 18: Voltage measurementNote:The voltage across each load can be individually measured. The measurement probesmust be applied directly in front of and behind the loads (fig 2).Caution:The red and black leads must bevoltage measurements.Liobhon-Werk Ehingen GmbH - Technica lraining

connected to V and COM respectively when making

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Measuring electrical cu enls:

Electrical current is measured using an ammeter. The ammeter is placed in the circuit,it is switched in series in either the supply or return line to the load.

Fig. 19: Current measurement

Fig, 20: Current measurementCaution:The red and black leads must be connected to mA (orA) and COM respectively whenmakino current measurements.

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Resistance measurements:

The resistance value is determined usino a direct or indirect measurement

Direct resistance measurements either require the circuit to be interrupted or thenent to be removed. This type of measurement is very imprecise-

compo-

Indirect measurements are based on voltage and current measurements at the resistor.The resistance is calculated from the measured values using ohm's law.

There are different ootions for oerformino an indirect measurement;

Fig.22: Indirect resjstance measurement / voltage error circuit

Fig. 23: Indirect resislance measurement/ curent enor circuitCaution:The red and black leads must be connected to R and COI\4 respectively when makingresistance measurements.Liebher-W* Ehhgon GmbH -Technical training


Fio, 21: Direct resistance measurement

l u t pI

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UW04 - Drive unit /diesel engine

Component description

Onlv for LIEBHERR Service oersonnel

Glossary:

Absolute pressure sensor: The absolute pressure sensor always relates its measurementto a reference poinl

Exhaust relurn

Electronic Control Unit (engine control unit)Electronic Diesel Control(injection system for Diesel engines)Top dead center

Pump lina nozzle

AGR:

ECU:

EDC:

OT

PLD:

Relative pressure sensor: A relative pressure sensor measures the pressure difference

UT

ZMEi

between two test valus

Bottom dead center

Unil to bs measured

(

Component descriptionUW 04 - Drive unit / diesel engine

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Component descriptionuw04-1. Inl ine engine

>1.1 GeneralInline engine is the name given to an engine whose cylinders are arranged in a line.

>1.2 Motor designation

I ModelOptimised emissionsSupplementary designationNumber of cylindersProduction seriesDiesel engine

Supplementary designations:NA Suction engineTB Turbo-charged engine "slightly charged"T Turbo-charged engineTl Turbo-charged engine with charge air coolingS Short (short piston stroke)L Long (long piston stroke)Model:

A3M

Distributor-type injection pumpMW- / P3000 - Injection pumpP7'100 - Injection pumpP7100 - lnjection pump + EDC(EDC = Electronic Diesel Control) with LH ECUlPiston valve injection pump EDC with LH ECU4 or ECUSPLD (Pump Line Nozzle) with LH ECU-UP/cRCR (Common Rail) with LH ECU-UP/CR

A5A6A7

Type designations for inline engines:.D924.D926.D846.D934.D936

Distinguishing characteristics of inline engines which can be determined from theirtype designation:Production series + no. of cylinders = 3-digit!Liebhen-Werk Ehinsen GmbH - Technical ftaininq

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>1.3 Layout

Overview:

Dipstick

Oil filter

Piston

lnjectionpump

Connectingroo

Crankshaft

Oil pan

Injection nozzle Intake valve

Plunger

Push rod

Camshaft Startermotor

Rocker lever

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>1.4 Installed engine types

D846 - A5 / 6 Cylinder Diesel Inline Engine:

Exhaust gas

FSC (Fuel ServiceCenter). Suction filter. Fine filter. Manual deliverypump

Engine control unit ECU 5

Flame glow plug

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generator

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D846 - A7 / 6 Cylinder Dieset Inline Engine:

Compressed air

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High-pressurepump (rai lpump)

Exhaust water cooler Flame glow plug

Genetor

FSC {FuelServiceCentef). Suciion filter

. IVanual delverypump

Engine control unilECU UP/CR

Fuel deTivery pump

Oil f i l ier

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D924 - A4 / 4 Cylinder Diesel Inline Engine (ow engine);

D926 - A5 / 6 Cylinder Diesel Inline Engine:

Heating flange

Oil filter Fuel preliminary filter unit

Engine mntrol unii ECU 1


Fuel preliminaryfilter unit

Fuel llne filter

FLrel fine filter

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D934 -A6 / 4 Cylinder Diesel Inline Engine (ow engin):Engine control unit

Fuelfine filter ECU UP/CR

Plug-in pr.rmps

Coolantpump

Fuel preliminfilter unil

Fuel delivery punStartermolor

Oil cooler

D936 -AO / 6 Cylinder Diesel lnline Engine:

Engine control unitECU UP/CR

Oil filter

Fuelfine filter

pressed aircompressor

Exhausl gasturbocharger

Ful preliminaryfiltor unit

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Gomponent descriptionUW 04 - Drive unit / diesel engine2. V-engine

>2.1 GeneralV-engine is the designation given to an engine whose cylinders are ananged in a V-for-matron-

>2.2 Motor designation

ModelOptimised emissionsSupplementary designationNumber of cylindersProduction seriesDieselengine

Supplementary designations:TB Turbo-charged engine "slightly charged"T Turbo-charged engineTl Turbo-charged engine with charge air cooling

Model:A3 - P7800 - Injection pumpA4 - P7800 - Injection pump

+ EDC (electronic drive control)A5 - H-RP43 - Piston valve injection pump

+ EDC (electronic drive control)A7 - CR (Common Rail) with LH ECU-UP/CRType designation for V-engines:

.D9306

.D9308

.D9406

.D9408

.D9508

Distinguishing characteristics of V-engines which can be determined from theirtype designation:

Production series + no. of cylinders = 4-digit!

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Gomponent descriptionUW 04 - Drive unit / diesel engine

>2.3 Layout

Overview:

Rocker lever

Outlet valve

InjectionnozzlePiston

Camshaft

Oil cooler

Connectingrod

Crankshaft

Oil f i l ier

Oil pan

Push rod Injection pumpPlunger

Oil separatorRocker lever

lntake valve Dipstick

Exhaust 9asturbochargerConnecting

rod Injection nozzle

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Starter motor

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2.4 Installed engine types

D9406 -A5 / 6 Cylinder Diesel V-Engine:

Generator


unit ECU 4

Fuel fine filter

D9408Oil f i l ter

- A5 / 8 Cylinder Diesel V-Engine;

Engine conlrclCoolant pump

Fuelflne filter

Generalor

Air conditio-nrng sysiem

Coolant pump

Fuelprcl iminaryfilter unit

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D9508 - A7 / 8 Cylinder Diesel V-Engine:Oil separalor Heating flange

Startermotor

Coolant purnp Airconditioningcompressor


FSC (Fuel ServiceCenter)


Exhaust gasturbochargef

GeneralorAir condilioning High-pressurecompressor pump

D9508 - A7 / 8 Cylinder Diesel V-Engine:

Oil separator Exhaust gas

turhochaQer

Oil separator

Oil filter

FSC (Fuel Ser-vice Center)

Actuating cylinderexhaust flap(engine brake)

Heating flange

Generator

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Component descriptionUW 04 - Drive unit / diesel engine3. Diesel engine, general

>3.'l Mode of operation

The Diesel engine always works with internal carburation and self-ignition of the fuel / airmixture. Diesel engines work most often according to the four cycle system.

>3.2 Work cycles (supply phases) of the four cycle system

Suction cycle (1. cycle):The piston moves downward in directionof the bottom dead center (UT position).The intake valves are open and air flows intothe combustion chamber.

Note:At the start of the 1. cycle, the exhaust valvesare also open for a short time.Due to this valve overlap, the incoming freshair flushes the combustion chamber.

Compression cycle (2. cycle)The piston moves up and the air is com-pressed. The compressed air heats up due tothe compression heat and is far above the self-ignition temperature.

Towards the end of the compression cycle, Jl-nely atomized, liquid fuel is injected. This formsa fuel / air mixture,

After the ignition delay (time from warm up toself-ignition), the fuel mixture ignites by itself.The intake and exhaust valves are closed.

lntake valve

Fuel isinjected

Fuel injector

Fuelinjeclor

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Working cycle (3. cycle):The ignition, which occurs shortly before thetop dead center triggers the combustion. Fuel,which is still injected after the start of ignition,burns completely.The resulting combustion pressure pushes thepiston in direction of the bottom dead center(uT position).The intake and exhaust valves are closed.

Combustible gases (hydrocarbon, nitrogenoxide, carbon monoxide and carbon particles)are created.

Exhaust cycle (4. cycle):

The intake valves are closed.The exhaust valves are open.The piston moves upward and pushes theburnt gases into the exhaust system.

Pistonmoving

Exhaust

Fuel injector

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Component descriptionUW 04 - Drive unit / diesel engine4. Injection system

>4.1 Electronic diesel control system EDC with piston valve pump - A5

Layout:The electronic diesel control system with piston valve pump - A5 comprises aninline injection pump (pump housing and pump elements) with injection adjuster (regulati-on). This permits precise regulation of the injection start time and extremely exact supplyof the fuel.

Fig. 1: Overview ofpiston valve pump

[,4agnet to adjust start of supply

"Piston valve" actuator(change stad of supply)

Piston valveRegulation rcd

Injection nozzle ouUets

Camshaft

Injection quantity actuator - EDC(regulation rod control)

Fig. 2: Piston valve pump Fig. 3: D846-A5 with piston valve pump

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Function:. The pump elements are controlled via the camshaft of the injection pump.. The injection pressure is dependent on the engine RPM.. Variable start of supply (start of injection) and variable injection quantity

(injection duration).- The start of injection is modiJled by regulating the piston valve.

This is electronically controlled (closed-loop regulation circuit) and actuatedby means of the piston valve actuator.

- The needle movement sensor signals to the EDC control unit the actualinjection time.

- The function ofthe EDC supply quantity control is the same as for conventionalEDC inline injection pumps. The regulation rod is actuated by the EDCquantity actuator. The control system uses an electronic control unit togetherwith an inductive acknowledgement device (regulation transducer).

Fig.4: Engine control unit (ECU)

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>4.2 PLD (Pump Line Nozzle) - A6Layout:. The Pump Line Nozzle (PLD) system is a modular

electronically regulated high-pressure injection system.. This comprises an injection pump, a short high-pressure injection line and a nozzle

holder combination per cylinder, see (figure 1).

Fig. 1: Overview PLD engine

I\,4anualbleedingpump

Unii Pump

Solenoid valveon prugrn pump

Fuelprel iminaryfilter unit

Fuel deliverypump

Fuelfine filter

Solenoid valve onprugrn pump

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Function:. The injection pumps are driven by the camshaft.. The start of injection and injection quantity are adjusted using a solenoid valve

for each cylinder. The solenoid valve on the injection pump is controlled by theengine control unit.

. The injection pressure is dependent on the engine RPM.

. Modern distributor-type injection pumps can generate a maximum pump pressure of800-1000 bar. The use of current PLD systems allows an increaseto a maximum pump pressure of approx. 1500 bar.

Fig. 3: D936-A6 PLD ongine

Engine control unitECU UP/CRcooledJuel

Fig.2: Overview PLD engine

123

567a

Nozle holder (claw)Cylinder headlnjection IineNozzleSolenoid valveFul feedP!mpCams on camshaft

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Component descriptionUW 04 - Drive unit / dieselengrne

>4.3 Common Rail - 47

Layout:. The Common Rail System is an electronically regulated high-pressure injection

system with a common distribution pipe (Common Rail).Low pressure circuit:This consists of a fuel suction section, feed pressure section and fuel return-This includes the fuel tank, fuel pre-heating, fuel filter, fuel feed pump andelectrical rail pressure regulation (ZME).High pressure section:This comprises the high-pressurethe high-pressure reservoir (Rail),

pump, the high-pressure lines,and an injector per cylinder

Electronic controls:This comprises the electronic control unit, the sensor equipment, the rail pressureregulation valve, the solenoid valves for the injectors and the shut-off valve.

Fio. 2: D846-A7 - Overview of common railFuel Service Cen-ter (FSC) with finefuel and suctionfilter, manualfeedpump and fuel

High-pressure reseNok(Rail) / manifold with high-pressure regulation circuit

2-stephigh-pressure DBV(RailDBV)p.e-heating

Toinjector

\ R"it or"""rr"1 \ sensor (RDS)

\ \ ,\ \ ,

, + \ + t r te # \ ' * , t i = u r lr

Relum line frominjectors 0.5 bar

High-pressurepump

controlunit(cooled byfuel)

etecttratlpressureregulationvalve (zME)

- Rail Pressure- 5 bar feed pressLlre- 1.5 bar - Flame starting

Fuel suction line- Fuel return line to tank- 0.5 bar - lnjector return line

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Function:The high-pressure pump provides the requ'red fuel pressure under all operatingconditions and feeds the fuel into the high-pressure reservoir.The high-pressure reservoir (Common Rail) stores the pressurised diesel.Since the high-pressure reservoir (Rail) stores a large amount of fuel, the injectors andcombustion chambers are supplied wilhout any significant pressure fluctuation.The injection pressure is therefore not dependent on the engine RPM.

The pointed injector lip on the CR nozzle closesautomatically ifthe system pressure is very high.The high-pressure regulation and control oftheinjection staruduration are completely independent ofone another and have a variable adiustment.

Fig. 2: fuelcooled enginecontrol unit ECU UP/CR

Fig. 3: D846-A7 - Common rail engine

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Component descriptionUW 04 - Drive unit / diesel engine5. Sensors

>5.1 Rotational speed sensor

Purpose:The impulse transmitters are fitted to the flywheel and determine the RPM and crank an-gle. These values are required for the correct actuation of the injeetors (start andduration of injection*).Additional tasks:

. Engine shut off via the control unit at overspeed

. Monitoring for gradient violation of RPM difference(for example if distance between sensor and flywheel is too Iarge)

. Recognition of ignition point position ,,top dead centei' (OT) on engines withversion A5.

Layout:The RPM sensors can either be inductive sensors or hall sensors.Inductive impulse transmitters provide an analogue signaland have two connection lines.Hall impulse transmitters provide a digital signal and have three connection lines.Both RPM sensors are used as incremental sensors.For safety reasons, two identical impulse transmitters are sometimes used to determinethe engine RPM. The flrst impulse transmitter is the working sensor; in case this fails, thesystem automatically switches to the second auxiliary impulse transmittet The engine isstopped if both impulse transmitters fail.

. Inductive RPM sensor:

Fig. 1; Wiring diagram excerpt inductive RPM sensor Fig. 3: Original illustraton,inductive RPN4 sensor

Flywheel

Teeth

lnductiveRPM sensor

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Schematic diagram,inductive RPM sensor

. Hall RPM sensor:

Fig.4rWi ng diagrcm excerpt Hall RPM sensor

Hal lRPI\4

Fig. 3: Original illuslration, Hall RP[/ sensor

sensor

Teeth

Flywheel

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>5.2 RPM sensor as camshaft sensor*

Task;The camshaft sensor is used to recognize the position

"Ziind-OT Zylinder 1" (= lgnilisnOT = top dead center cylinder 1).The camshaft sensor is located on engines, version A6 and A7 on the camshaft.

Design:The camshaft sensor is a Hall sensor, which is used as an incrementat sensor.

Fig. 1: Widng diagram excerptCamshaft sensor

Note;Hall sensors may not be used for in-ductive tests (Danger of destruction).

Fig. 2: Original illustration,camshaft sensor D846-A7

Fig. 3: Schematic view, camshaftsensor D846-A7

Camshaftgear

Flywheel

Function:The camshafi sensor is installed on the camshaft. For the starting procedure, the enginerequires a certain initial position. This so-called ignition oT (top dead center) is detectedby the camshaft sensor.

Note:The camshaft gear turns during the course of the 4 cycles 1 x by 360', the flywheel 2 x360".' = only on engines with PLD or Common Rail lechnologyLiebheF-Werk Ehingen GmbH -Tochnical training

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E E | . | f M 4 i d / f u s g a b 1 o l

>5.3 Oil Dressure sensor

Puroose:. Wams users about low oil pressure. lmoroved motor orotection. Records oil pressure warnings in the error memory of the control unit.

Layout:The oil pressure

Supply:Pressure range:Output voltage:

sensor measures retal|ve Dressure.lmax = 15 mA0 to 10 bar relative0.5 V = 0 bar / 4.5 V = 10 bar linear

Fig. 2: Oil pressure sensoa

Displayengine oil pres-

sure,(1-1obar,

lLED=1bar)

Oil pressure

Engine oil pressure warning(dependent on RPM and engine type)

Fig. 1: Extract of circuit diagram foroil

IJ

Fig. 3: Original picture of oil pressure Fig.4: Oil pressure display

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E6|d|er|*epid/lE!,e

Function:The electrical resistance of the coated membrane varies as its shape changes.The changes in shape caused by increased system pressure alter the electrical resi-stance and effect a change in voltage across the resistor bridge (5V supply).This voltage is in the range 0.....70mV (depending on the applied pressure). This is am-plified by the measurement circuit to a value in the range 0.5........4.5 V

Electicalconnectrons

lvleasurement circuit

l\,4embrane withsensot etement

Pressure connection

Fastening thread

Fig 6: Principle design - oil pressure sensor

Membrane:'1 Piezo-resistive bridge2 Thick layer membrane3 Pressure chamber (,,Bubble")4 Ceramic subsfate

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>5.4 Charge air pressure sensor

Purpose:Charge air-dependent injection limitation (LDAfunction) is used tolimit smoke emissions in the low RPM range (up to approx. 1500 rpm).At speeds above 1500 rpm, there is no injectionlimitation (restricted smoke emissions). This has helped improve the dynamicresponse of the unit. In contrast with mechanical regulation systems, one always assumethe maximum injection quantity which is then limited.Layout:The charge air pressure sensor measures absolute pressure(The sensor also takes into account the atmospheric pressure)Supply:Pressure range:Output voltage:

lmax = 5 mA0.5 to 4 bar absolute

0.5 V = 0.5 bar / 4.5 V = 4.5 bar linear

pressure sensor

Fig.2: Original piciure of charge air pressure sensor 0846-45

Charge air pressure sensor

Function: See oil oressure sensorLl6bh6 -Welk Ehln96n GmbH -Tsch.icaltraining

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>5.4 Charge air pressure sensor

Purpose:Charge air-dependent injection limitation (LDAfunction) is used tolimit smoke emissions in the low RPM range (up to approx. 1500 rpm).At speeds above '1500 rpm, there is no injectionlimitation (restricted smoke emissions). This has helped improve the dynamicresponse of the unit. In contrast with mechanical regulation systems, one always assumethe maximum injection quantity which is then limited.Layout:The charge air pressure sensor measures absolute pressure(The sensor also takes into account the atmospheric pressure)Supply : lmax=smAPressure range: 0.5 to 4 bar absoluteOutput voltage: 0.5 V = 0.5 bar / 4.5 V = 4.5 bar linear

pressure sensor

Fig. 2: Original picture ofcharge air pressure sensor D846-A5

Charge air pressure sensor

Function: See oil oressure sensorLiebher-We* Ehinsen GmbH - Iechnil traininq

-2a -

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Gomponent descriptionUW 04 - Drive unit / diesel

>5.5 Coolant temperature sensor

Purpose:. Warns users when the coolant temperature warning threshold is reached.. Reduces engine powerwhen the waming threshold is exceeded. (e.g. for

safety reasons the regulation system automatically reduces engine power if thecoolant temperature is too high).

. Error message.

Layout;

Figl: Extract of circuit diagram for coo-ani lemperature sensor

Fig. 3: O.iginal picture ofcoolant lern-perature sensor D846-A5

Coolant tempeaature(30-120'C,1LED=10')

Coolant temperatu re sensor Diesel engine overheatingFunction:The temperature js monjtored by a temperature sensor with an(semiconductor), i.e. the measured resistance will decrease asThe curve is not linear.

(LED on=T>120'C)NTC characteristicthe temperature rises.

engine

Fig. 2: Overview ofcoolanttemperalure sensor

Fig- 4: Coolant temperature disptay

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5.6 Charge air temperature sensor

Purpose:The Charge air temperature sensor measures the temperature in the charge airFor safety reasons the regulator must reduce the power if the charge air temperature istoo high.

Layoul:

Fig. 1: Extract of circuit diagram forcharge air temperature sensor

Fig. 2: Overview ofcharge airtemperaure sensor

Fig. 3: Original picture of chargo airtemperature sensor D846-47

Charge ak temporaturesensor

Function:The temperature is monitored by a temperature sensor with an NTC characteristic(semiconductor), i.e. the measured resistance willdecrease as the temperature rises.The curve is not linear.Example:Tl = 75"CT3 = 90"C

= 0% reduction= 17% reduction

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Component descriptionUW 04 - Drive unit / dieselengrne

>5.7 Atmospheric pressure sensor

Puroose:Less air is sucked in at altitude due to the lower air density.The injected full load quantity cannot be combusted.This will result in the development of smoke and increased engine temperatures.Afurther problem is the exhaust turbocharger which could overspeed due to the lowerair density / exhaust counter pressure at constant injection volume.This is prevented by means of injection reduction.Layout:From models AO onwards the atmospheric pressure sensor is integrated in the regulatorand therefore part of the engine control unit (Figure 1).The whole unit must be replaced if this malfunctions or is defective; the altimeter cannotbe ordered separately.Fig. 1: ECU UP-CR /A6 /A7 withAtmospheric pressure sensor

Fig. 2: A5 with allitude pressure sensor

Atmospheric pfes6ureFunction: sensorThe altitude values are only relative, because the atmospheric pressure will change de-pending on the weather and altitude.Only when the atmospheric pressure (ambient pressure) falls below 840 mbar(approx. 1550 m above sea level) will the regulator start to reduce the injected full loadvolume according to the specified characteristics.

Power reduction example:

1000 130!l l EDO '1S00 2104

(mbar)

5504850; 23.1 24.1 24.4 ?3.3

EZE3S50. 19.5 19.6 1S.1 1S.1 18.0

5S03100,

'14.2 14.8 13.S 13.6 12.6

7742250i 10.0 10.1 8.9 8.4 7 2

0401550' 0 0 0.0 0.0 0.0 0rl

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>5.8 Air filter underpressure sensor "Air filter OK"

Purpose:The air flter underpressure sensor seryes to indicate on the display unit in the driver'scab if there are high levels of dirt in the air filter This indicates to the driver that the airfilter must be exchanged or cleaned

Layout:The air lllter underpressure sensor (opener) opens when an underpressuresituation occurs.

Fig. 1: Exkact ofcircuit diagramfor air filter underpressufe sensor

Fig. 2: Original picture ot airfilterUnderpressure sensor D846-A5

Display dirt in airfilter

Function:The air fi lter underpressure sensor (normally closed) is in the air suction line of theengine. The underpressure sensor is normally closed. lf the fllter is clogged, an under-pressure will form after the filter and the switch will open.A dirty air filter is indicated by display "Dirt in air filter" (Fig 3).

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Gomponent descriptionUW 04 - Drive unit / diesel engine6. Engine preheating

>6.1 Engine preheating via flame starting device

Puroose;Diesel engines with self-ignition. The injected fuel ignites in the hot, highly compressedair. lf the suction air temperature drops self-ignition witl become progressively more diffi-cult. At a certain point known as the coldstart limit, self-ignition is no longer possible.The purpose of the flame starting device is to preheat the sucked in air to ensure that thediesel engine will start even at low outdoor temperatures.Preheating the sucked in air will minimise the amount of pollutants such as white andcold smoke emissions when starting the engine at low temperatures.

Layout:Fig. 1: Extract ofcircuit diagram forflame starting device

VA

\ - -l nI t lI

Solenoid valve, releasesfuel to flame glow plug

Flame glow plug

Flame starting devices comprise one or more flame glowsensor, electromagnetic valve for fuel release, an enginerequired a pressure reducer for the fuel supply.

plugs, a coolant temperatureECU, an indicator lamp and if

Fig. 3. Flame glow plug

Pencil-type glow plugwith heating spiral

Fuel feed

Coat pipe

n g . z . v r g d , P , L ' u r c u , , , . , , , E J d , u , i v v c v , L L

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Funclion:The flame glow plug is screwed into the suction manifold pipe.The flame glow plug consists of a pencil-type glow plug which is surrounded by a coatoioe.The fuel is dosed via a solenoid valve and nozzle and sprayed into the heater plug. lf fuelin the coat pipe then comes into contact with the hot shaft of the pencil-type glow plug,this will be evaporated and flow to the outlet opening on the coat pipe due to a lack of air,The fuel is mixed with the sucked in air and ignited by the glowing dome on the flameglow plug. The heat of the flame jet heats ihe sucked in air thereby permitting the dieselengine to be started even in cold outdoor temperatures.

Nole:lf the coolant temperature is below 20'C, flame start control is switched on and the flameglow plug must be pre-heated using ignition switch (in position "l") (preheating time).This is indicated if the preheating control lamp (Figure 4) is lit. Once the preheating timeexpires, the preheating control lamp will start to flash until the engine is started.Fig.4: Preheating control light

Preheaiingcontrol l ight

Fig. 5: Schematic of a flame start system6

5

4

31 Prefilter

3 Leak oil line4 Supply pump5 Overflow valve6 Solenoid valve - release offuel7 Flame glow plugI Injection pumpI Suclion line10 Fueltank

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)6.2 Engine preheating via heating flangePurDose:The purpose of the heating flange is to preheat the sucked in air to ensure that the dieselengine will start even at low outdoor temperatures.Preheating the sucked in air will minimise the amount of pollutants such as white andcold smoke emissions when starting the engine at low temperatures. In contrast to theflame sta.ting device, the heating flange does not combust any oxygen. This leaves moreoxygen for igniting the fuel.

Layout:Fig. 1: Exlract of circuit diagram for LTM1070-4.1: Fig. 2: Original picture of heating flange:

-M5P1/ 1 l l , l

I . l A S S E M O T O R

Flangehousrng

IR9 N E I Z F L A N S C H

I , 9 k t 4

Heating spiral

Function:The heating flange is built into the suction pipe and consists of a flange housing with inte-grated heating spiral. The heating spiral can reach temperatures ofapprox. 1000'C andserves to oreheat the suction air.Note:lf the coolant temperature is below 10'C, the heating flange control is switched on andthe heating flange must be pre-heated using ignition switch (in position "l") (preheatingtime). Heating flange control is also activated if the coolanttemperature is below 25 "C and the charge air temperature is below -10 "CThe preheating time is indicated when the preheating conirol lamp (Figure 3) is lit. Oncethe preheating time expires, the preheating control lamp will start to flash until the engi-ne is started. When the engine is started with heating flange control, the idling speed ofsome devices will be automatically increased to support the battery.

Preheatingconlrol light

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Fig. 3: Prehealing conirol light UW engine Fig. 4: Prehealing conlrol light OW engine

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>7. Charge air cooling with turbocharger (exhaust turbocharger)7.1 Task

The charge air cooling with turbo charge is used to increase performance.

7.2 DesignOil pressure linefor lubrication

Charge air (compressed air flow)to charge air cooler

Fig. 1: Exhaust turbochargerD 846 TlAT wiih Wastegate

Exhaust outlet(to exhaust pipe)

lntake airfrom airfiller(fresh ajr)

Turbine housing(drive) withbypass flap

Compressorhousrng

Charge pressure conlrolvalve (prcssure dispense0to control lhe bypass flap

Bypass line tocharge pressureregulalion

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1

234

567II1 01 11 2

7.3 Function

Fig. 1: Functional schematic of chargo ak cooling with turbo charge on inline engino D846J 4

lntake air from airfilter(fresh air)Exhaust tubochargerlntake manifoldCharge air approx.'120'C compressed air flow)Charge air cooler

Cool airCharge ak approx. 50 C'

Coolant circuitExhalst manifold / exhaust flowExhaust emission, approx. 600'

The performance ofthe combustion engine depends on the amount of air and fuel, whichis available for combustion.To increase the performance of the engine, more air and more fuel must be thereforesuoDlied.However, to supply more fuel is only effective if also sufficient oxygen is available for itscombustion.lf additional fuel is supplied, without the availability of thethe engine to smoke signifcantly.For this reason, the fresh air is precompressed (charged)then directed to the cylinders. This way, a higher specificsame displacement and at the same engine RPM.

necessary oxygen, it will cause

in an exhaust turbocharger andperformance is obtained at the

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Fig. 3: Functionalschematic oi an exhaust lurbocharger1 Oildischarge2 Shaft3 Radial beadng4 Axialbearing5 Charge air (compressed airflow)

to chaee aircoolef6 lntake ak from airfilter

(fresh air)7 Compressorgear 58 Comprcssor housing9 Oilsupply'10 Bea ng housing'11 Turbine gear12 Exhaust outlet13 Turbine housing'14 Exhaust manifold / exhaust flow

A turbocharger is in principle a compressor (air compressor). lt consists mainly of a com-pressor gear (5) and a one-stage turbine gear (9), which are connected with a commonshaft (2) and therefore rotate at the same rotational speed.The turbine gear (9) transfers a large part of the normally uselessly deflagrating ex-haust energy inlo rotational energy and drives the compressor gear (5). The compres-sor gear draws in fresh air and supplies the precompressed air to the individual enginecylinders.

On Diesel engines with turbo charge and charge air cooling, to further increase the cylin-der charging and for thermal relieve, a charge air cooler is set in front of the water coolerTo intake air required for combustion is therefore directed to the cylinders after precom-pression in the charge air cooler, cooled to approx. 50" C.

Fig. 4: FLncliona' schematc of an erhaust turbocharger with Waslegate

Charge pressure control valve(pressure dispenser)Bypass line / charge pressureBypass flap

1

23

To limit the charge pressure (peak pressure), on some exhaust turbochargers, a bypass(Wastegate) is installed. A charge pfessure control valve (pressure dispenser) is actuatedwith charge air and controls the bypass flap. The charge pressure is limited by the ope-ning bypass flap, by directing part of the exhaust flow past the turbine gear and directlyinto the exhaust system.Llebhsr-Werk Ehingen GmbH - Tchnical lraining

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-

>8. AGR lexhaust return)8.1 Task

The exhaust return (AGR) is used to limit the nitrogen oxydes (NOX) in the exhaust,which are created during the combustion of fuel.This reduction is necessary to obtain the specified emission limit values for combustionengines in vehicles.

8.2 Design

Fig 1: Exhausl return on D 846 TlAT

AGR-Modulo:AGR-Valve withelectro-pneumatic

.,fl02

shut ofi flap (pn

lntake manifold

cylinder not energized= closd dmper)

Exhaust manifoldAGR heal xchangr

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8.3 Function

Fig. 1: Functional schematic ofan exhaust ret!m

123

5

Exhaust turbochargerExhaust manifoldIntake air (fresh air)Air filterIntake manifold withincoming charge airDiesel engineChafge air coolerAGR valveElectro-pneumaticshul ofi flapPressure peak valvesAGR heat exchangerExhaust outlei

67

I

1 01 11 2

Part of the exhaust is directed again through a pipe to the fresh air for combustion. Due tothig.ririxture of cooled exhaust and the resulting lack of oxygen, the combustion tempera-. tuie is lowered.

Based on this measure, the portion of carbon monoxide and unburnt hydrocarbons incre-ases. This can be reduced again by an exhaust-gas catalytic converter.An even better reduction of nitrogen oxides is obtained by cooling the exhaust gases off.ln that case, the heat is discharged to the ambient air via an AGR heat exchanger beforemrxng.

From two discharge points in front of the turbocharger, the exhaust is directed in s;paratepipes through the heat exchanger, which is connected to the coolant circuit.The cooled off exhaust is mixed to the added air in the intake manifold via oressure oeakvalves, which utilize the pulsating pressure ofthe exhaust flow The excess oxygen of thecharge air is thereby reduced and its specific heat capacity is increased. Both influenceslower the combustion temperature and thereby the nitrogen oxyde formation in the ex-haust.

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>9. Exhaust flap (engine brake)9.1 Task

lf the machine is driven down a downhill slope with interrupted fuelking action of the engine is greater, the smaller lhe placed gear is.To increase the brake performance ofthe engine, the restrictor flapThis relieves the standard brakes and reduces their wear.

9.2 DesignFig. 1: Restrictorflap D 846 TlAT

supply, then the bra-

is util ized.

to exhaust Working cylindefRestrictor flap Restdctor flap

Reslrictor flap

Working cylinderExhaust flap

Pae6sudzed a;r connection

Fig.2: Exhausl flap D 9508 A7

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9.3 Function

Fig. 1: Functional schematic .estrictor flap

Backd upcombustion gases

Restrictor flap

Air pressure connection

Working cylinderExhaust flap restrictor flap

The restrictor flap is installed in the exhaust line, which leads from the turbocharger to themuffler-To increase the braking action of the engine, the 4th cylinder (exhaust cycle) is also usedfor comDression.When moving the steering column lever all the way back, the restrictor flap is almostcompletely closed via the pneumatically actuated working cylinder.The combustion gases are thereby backed up in front of the restrictor flap.Due to the increasing resistance on the pistons !n the cylinder, the engine is slowed downmore.Simultaneous with the closing of the restrictor flap, the fuel supply is shut off or reduced.

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>10 Auxiliary brake system (ZBS)10.1 Task

To increase the Diesel engine braking performance, in addition to the exhaust flap, anbrake system (ZBS) is installed.

10.2 Function

lf the exhaust flap is closed, an exhaust counterpressure is created in the exhaust ma-nifold due to the back up of exhaust gases. During the exhaust cycle of the neighboringcylinder, shortly after the intake cycle, an exhaust pressure wave is created in the areaof the bottom dead center in the exhaust manifold. This exhaust pressure wave, withthe support of the hydraulic piston, pushes the exhaust valves open momentarily. Theexhaust valves are prevented by the hydraulic piston from closing again. The exhaustvalves are therefore held open a gap wide during the compression cycle and the workingcycle.

Note:Even though the exhaust valves are open a small gap, a compression occurs due to thedynamic upward movement of the piston in cycle 2. lt has a braking action on the engine.The further the piston gets into the top death center area, the more it reduces its upwardspeed and at the top dead center, it initiates its reverse movement. This time span in thetop dead center area is enough to reduce its compression pressure through the slightlyopened exhaust valve to a large extent.The drive (acceleration) of the piston due to the compression pressure (cycle 3) is there-fore eliminated (increased braking action).

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UW 04 - Drive unit / diesel engine

Fig. 1: Functional schematic cylinder head in brake operation


1

The relieve bore (8) is cleared andthe piston (4) abuts inside on the tilt

4

lllt lever piston (4) liesagainst the outlet valve,dle to lube oil prcssure(3) Sealed throughcounterholder (2)

Afier opening of theoutlet valve (3) inengine brake othe extended piston (4prevents the closing ofthe oullet valve (3) lever ('10).

E

Exhaust cycle

Due to the cam(9), the tilt lever (10)swings away from thecounterholder (2).

lntake cycle Compression cycle

- 4 4 -

Working cycle

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Gomponent descriPtion

UW05 - GoolingFan drive

system /

)

Only for LIEBHERR service personne

Gomponent descriptionUW 05 - Cooling system / Fan drive

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Gomponent descriptionUW 05 - Cooling system / Fan drive1. Cooling system, general

>1.1 Purpose

The cooling system with integrated fan drive fulfils the following functions:. Hydraulic oil cooling. Cooling the engine coolant and gearoil heat exchanger. Charge air cooling for the turbocharger. Cooling the coolant in the air conditioning system*

>1.2 Layout

The cooling system with integrated fan drive essentially comprises the following compo-nents:. Fan pump. 2 fan motors with fan impellers. Charge air cooler. Water cooler. l\ilultiple oil coolers / heat exchangers. Liquefier air cond. system*

LiquefierAif conditioning system(condenser)

Heat exchangergear orl(airloilcooler)

Water cooler (airlcoolant coole4Oil cooler

Hydraulics(airloil cooler)

OilcoolerTransfer gearbox(airloil cooler)

Coolant tank

Charge air cooler(air/air cooler)

Fan motor

Fig. '1: LT[,,] 1100-4.1 Fan drive layout

* = option

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Fan motor

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Gomponent descriptionUW 05 - Gooling system / Fan drive

* = option

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Pump oil press!re

Replenishing

Fan motor

Tank return

Hydra! l ic oi l tankFig. 3: Overview - fan motor

>1.3 Function

The fan pump drives the fan motors and iheir impellers. This forces air to flow past andcool the heat exchangers, oil coolers, charge air cooler, water cooler and liquefier*.The hydraulic oil or lubrication oil is cooled when it flows through its respective oil cooler.The water cooler serves to cool the engine and gear oil heat exchanger using a coolant-water mixture.The turbocharger is cooled by air flowing through the charge air coolerThe gaseous coolant in the cooling system* flows through a liquefer (condenser) whereit condenses.This prevents any of the systems from overheating whilst also improvingperformance.

A replenishing valve is fitted to protect the fan motor. lf the diesel engine is switchedoff, the fan motor is no longer driven by the fan pump. The inertia of the fan will cause itto run on until it comes to a siandstill by itself. The fan motor now acts as a pump. Thepumped oil for the fan motor (pump) can directly return from the pumping side via thereplenishing valve (non-return valve) to the suction side. This prevents the collapse of theoil column which would otherwise severely damage the fan drive.

Fig. 2: Fan motor

ITBHIR

Component descriptionUW 05 - Cooling system / Fan drive2. Cooling systems2.1 Cooling system with thermal pressure valves

>2.1.1 Purpose:Cooling systems with thermal pressure valves regulate the speed of the fan motor andimpeller according to the temperature of the hydlaulic oil, charge air and engine coolant.

>2.1.2 Design

Valve block Pressure spring Thermo element

Fig. 5: Culaway view otthermal prcssurc valve

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Fig. 4: Overuiew of cooling systems with thermalpressure valves

Pressure spdng

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Component descriptionUW 05 - Cooling system / Fan drive

Charge air pipe

Thermalpressurevalve charge air

Control pressure pipefor themal pressure valve

Retum from thermalpressure valve

Fig. 6: Thermal pressure valve

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Component descriptionUW 05 - Gooling system / Fan drive

)2.1.3 Function

Thermal pressure valves are on the water cooler, oil heat exchanger and charge air pipeand connected together by a control pressure pipe.The thermal pressure valves propofiionally measure each of the temperatures and set thecontrol pressure for regulating the pump.The flow rate delivered by the pump to drive the fan motor is dependent on the controlpressure.The thermal pressure valves are open at low coolant, charge air and clutch converter oiltemperatures. The pump produces minimalflow.The fan does not run or only runs slowly.lf the temperature of the coolant, charge air or clutch converter oil rises into theregulation zone for the respective thermal pressure valve, the valve closes due to thethermo element expanding which increases the pump flow rate and continuously increas-es the fan sDeed.

The pump regulator serves to regulate the working pressure in the hydraulic systemwithin the adjustable range of the pump. The pressure can be fully adjusted at the controlvatve.The pressure limiting valve limits the working pressure to its maximum permitted valuewhilst also reducing the flow rate.

Liebher-Wek Ehingen GmbH - Technical lining


chaqe ajr cooler

Thermal prd&lThemal psure valve Tl sure valve

Replenishing valve

Fig. 8: Overview - cooling sys{em with lhermal pressure valves

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2.2 Cooling system with bypass control

>2.2.1 Purpose:Cooling systems with bypass control regulate the speed of the fan motor andimpeller according to the temperature of the hydraulic oil, charge air and engine coolant.

)2-2-2 Design

Proportional solenoid valve (bypass

Pressure limiting valve(DBV)

Fig. 11: Excerpt from hydraulic schematic LTM 1045-3.1Liebher-Werk Ehinsen GmbH - Technicl traininq

- g

-


Fig. 9: Bypass

5C | l i LTB ED ] NGUNG E I I

Fig. '10j Excerpt from eleclrical circuit diagram L,W LTM 1045-3.1

1IIBHINR


,.rl I_l I .:,.:;.]ll ''-r',

Fig. 12: Cooler schematic LTM 1045-3.1

Proportionalsolenoid valve(bypass valve)

Pump

Fig. 13: Overview - Cooling system wiih bypass control

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>2.2.3 Function

The ECU (engine control unit) uses temperature sensors to monitor the engine oil tem-perature, coolant temperature and charge air temperature.Depending on the cooling requirements, the ECU controls the fan cooling system andactuates the proportional solenoid valve accordingly (bypass valve).lf the proportional solenoid valve is actuated (bypass valve), some of theoil flows through the bypass and directly into the tank without flowing through the fan mototThis reduces the fan sDeed.

The pressure limiting valve limits the operating pressure of the fan motor to apre-defined maximum value of e.g.210bar.

Nole:The maximum fan speed is automatically set if the proportional solenoid valve (bypassvalve) (-Y8) fails.

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2.3 Cooling system with variable fan pump

>2.3.1 Purpose:Cooling systems with a variable fan pump regulate ihe speed of the fan motor andimpeller according to the temperature of the hydraulic oil, charge air and engine coolant.

>2.3.2 Design

-Y50 CYB old)Proportional valve, fandnve

Liebher-Werk Ehingen GmbH - Technil lralning


Fig. 14: Fan pump LT|V 1100-4.1

Fig. 15: Excerpi from electrical circuit diagram UW LTM 1100-4.1

ITIBIITRR

Gomponent descriptionUW 05 - Cooling system / Fan drive

P r c d u c d b y j $ p i d / E d i ' o n i 3 M 0 7 / v e B o n : 1

f. .- -::.l

E r I :*,jix;'*'**,1 . , I l}"''+;----l

I t

r--;;;----

T

Fig. 16:Cooler schematic LTN,4 1100{.1

Pump

Fig. 17: Overview - Cooling system wilh vadable fan pump

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Fan motor

I

l -E : : l^" , : /1...x..s ;.i::....if i

/:\ t t I-liF..li...'..: 'lrl-'Hi: - -

- ' t 3 - UEHINR

Gomponent descriptionUW 05 - Gooling system / Fan drive

>2.3.3 Function

The ECU (engine control unit) uses temperature sensors to monitor the engine oil tem-perature, coolant temperature and charge air temperature.Depending on the cooling requirements, the FCU controls the fan cooling system by ap-plying a PWI\4 output signal to the fan pump.Applying current to the proportional valve "fan drive" -Y50 will reduce the fan speed.

Note:The maximum fan speed is automatically set if the proportional solenoid valve for the fandrive CY50) fails.

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UW06 - Transmission


Glossary:

CAN Controller area network

ECU: Electronic control unit (engine control unit)EDC; Electronic diesel control (injection system for diesel engines)TCU Transmission control unit = Electronic control unit for

actuating the electro-hydraulic gear changes on6WG transmission systems.

EST Electronic control unit

TC Torque converter

lT Intarder

cV Splitter group or splitter drive

GP Downstream section group

WSK (WK) Converter clutch unit (converter bypass clutch)WSV Clutch safety valve

WGV Clutch back pressure valve

WT Heat exchanger

NFS Downstream stop valve

Slip Slip is used to describe the difference in rotational speed betweentwo elements.

Kick-down "Kick-down" describes the action offully depressing the acceleratorand overriding any speed settings(only available on 6WG-transmission systems).

Drop box The drop box is situated downstream ofthe transmission.

Countershafts lf the power is transferred from one drive shaft to an intermediate shaftand then back to a drive shaft, this intermediate shaft is referred to as acountershaft.

Component descriptionUW 06 - Transmission

lndexContents page 1

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Component descriptionTransmission

Prcdudby:|waFlo/Edito:20M07/Ve6on]21. Transmission, generalPurpose:

. The transmission forms part of the power train and is downstream

. lts task is to convert the engine speed and torque according to themanded by the vehicle

. Starting and selecting the gear transmission ratio

. Gear changes and clutch opeEtion*

. Neutral and reversing the rotation when driving in reverse

* = option

uebhefi-we Ehlngon GmbH - Technicl ttaining


of the enginetractive effort de-

Design:

Function:

The transmission system may have several forward and reverse gears depending on themooet.The transmission ratio i is given by the ratio ofthe number of teeth on the driven gearwheel and driving gear wheel; this determines the speed and torque. Various gear wheelsets (As-Tronic) or planet wheel sets (6WG) are used to provide different transmissionratios i.

Fig.4: Overview of power train

- 3 - IIIBHIRR

Gomponent descriptionUW 06 - Transmission2. Transmission overview

>2.1 Automatic transmission :Automatic transmission systems consist of a hydro-dynamic torque converter and adownstream power shift transmission with multiple gears and an integrated or flanged ontransfer gearbox.A clutch is not required to change the transmission ratio.The gear change is performed without the interruption of power transfer.

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. ERGOPOWER ZF 6WG310 . without retarder

Fio. 5: Overview ERGOPOWER ZF 6WG310

___rT

. Allison CLBT755 - with retarderCLBT 755 DB

rI

Fig. 6: Overview Ailison CLBT755 wilh retarder

- 6 - lTIBTIIRR

Gomponent deseriptionUW 06 - Transmission

P'lnuedby:repi/Ediddn:200107/Vedon:2

>2.2 Gearbox:Gearboxes consist of several gear wheel sets to allow different transmission ratios.A clutch is required to change the transmission ratio. This interrupts the power transferduring gear changes.

2.2.1 Automatic gearbox;. ZF '12A'52302 - with clutch

2.2.2 Automatic gearbox with upstream converter:

. ZF 12AS3002-TC - with upstream converter and reiarder

' = optionLiebher-Werk Ehingen GmbH - Technil taining


nax inNt ba!6 n NM Ge r 100)

bnadz = NW (ryrbk*fi pd*ide)

Fig. 7: Ove.view ZF 12452302 - with clutch

12AS 3002-TC

n* hpd brque in NM (btu x 100)

vaianr2 = Nw (pdrbk{tPosdb.l

rc2 12AS 3002

Fig. 8: Overview 2F 12AS3002-TC - wilh lpstream converter and retarder

UIBlIINR


. ZF 12TC 3040SO - with upstream converler and intarder

TC HD 12AS3040TC/IT

)2.3 Semi-automatic transmission:Semi-automatic transmissions systems are a specialOperating the clutch will engage the gear which was

type of gearbox.previously manually selected.

12TC3040SO

12TC 30405__TTT

Fig. 9: Overview ZF 12TC 3040SO - with upstream converter and intarder

. ZF ECOSPLIT 165/15'l - with clutch

16S/151Engine T T TNumbdge,G+ |

Cad6n Ca.ddnshaft shan

Fig. 10: Ovorview ZF ECOSPLIT 163/151 -with clutch

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3. Automatic transmission3.1 GeneralAutomatic transmissions do not have a gear stick or clutch pedal.The clutch is replaced by a torque converter with converter bypass clutch (Fig 11). Thisprovides a positive mechanical connection to allow smooth gear changes.Automatic transmissions are planetary gears. They consist of several driving stages anddifferent numbers/combinations of planetary gears.Gear selection is automatic and based on a logic determined by the manufacturer. Thetransmission gear change is performed by activating the corresponding disc clutch. Thetransmission is electro-hydraulically controlled.Unless the converter clutch unit is closed,some of the power output by the engine is dissipated as friction heat in the oil.Automatic transmissions already include a mechanical converter bypass in first gear toprovide uninterrupted power transfer.This means that the automatic transmission transfers power from the transmission to theoutput drive system even during the gear change. Automatic transmissions provide fastgear change times and optimised gear change points.

>3.1.1 Converter with converter clutch unitPurpose:

. converts and transfers the engine torque

. allows soft starting without operating the clutch

. dampens any rotational vibration in the engineDesign:

PistonConverter clutch unit

{converter bypass clutch)

Bypass clutch with disc set

Drive

T.ansmission input shaftTurbine wheel(seconoary

wheel)Guide wheel (deflection wheel)

Pump wheel iprimary wheel)C!p springs

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Fig. 11: Converierwith disc bypass clutch

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Torsion damper

Converter clutch unit(converter bypass clutch)

(primary wheel)

Guide wheelidefleclion

Turbine wheel(secondarywheel)

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Fig- 12: Cut-away view ofthe converter

Torsion damper

Turbine wheel(secondary wheel)

(primary wheel)

Guide wheel(deflection wheel)

Converter cluich unil(converler bypass

clulch) with triction pad

Fig. 13: Overview of converter with friction pad bypass clutch

Function:Pump, turbine and guide wheel are located inside a sealed housing which is completelyfilled with oressurised oil.The movement and force is transferred by the melt pressure of the flowing oil. The drivinggear wheel (pump wheel) and driven wheel (turbine wheel) are therefore notin direct mechanical contact. This explains the wear-free characteristic of the torque con-verter

- 1 0 - lIIBHIRR

Gomponent description- Transmission

Fig. 14: Starl-up

When starting (fi914) - the pump is driven by engine- the turbine initially does not move. The oil flow isforced to adjust to the blade and is diverted accord-ingly. Maximum torque transfer is achieved in this flowcondition. The effect of the oil pressure causes theturbine to turn and accelerate the vehicle. Divertingthe oil within the guide wheel provides optimum flowinto the pump. lf there is no diversion by the guidewheel, the oil feeds into the pump to oppose the di-rection of rotation which causes an unwanted brakingeffect. The swirl-change effected by the guide wheelcauses the turbine torque to exceed the pump torque.

Fig. 16: Aligned (coupling point)Liebher-Weft Ehingen GmbH - Technicl trainin9


As the speed of the turbine increases, the flow char-acteristic stretches due to the flow of fluid pushing theturbine blades backwards and forwards (fig 15). Theflow direction tends to straighten. The torque trans-mission ratio reduces. However it is not yet neces-sary to diveri the oil within the guide wheel in order toobtain the optimum pump flow angle.

Once the speeds of the pump and turbine are viTtu-ally identical, the oil will flow almost straight throughthe blades (fig16). During this phase, the flow isagainst the guide wheel blades from the rear/suctionside. The guide wheel now turns in the same direc-tion as the pump and turbine because the blockingeffect of the one-way free-wheel has been lifted. Theconversion range has now finished. The torque isnot boosted, instead it is only transferred at a ratio of1 : 1 .Once this point is reached (coupling point of theconverter), the converter acts as a fluid couplingwith a higher efficiency than during normal converteroDeration.When reaching the coupling point, the converterclutch unit - WSK (also known as converter bypassclutch) is closed. This creates a tixed connection be-tween the pump and turbine wheels. This disables theconverter and the efficiency continues to rise.

Fig. '15: Intermediale position

-11 - ITIBHTRR

Gomponent descriptionUW 06 - Transmission

Pump wheel Turbine wheel Tp= torqueof pump wheeltorqueofiurbine wheeltorque ofguide wheelT R =

frorn engine tTP

Case a: Tractive load Iounng skrt-upTi Guide wheel N r = 0

Vehicle is stationary

Oil f low

=.-l -

Case b: Tractive loadintermediate state

' n )

Case c: Tractive load at .coupling point t

Fig- 17: Conve.ter torque

Liebher:We* Ehingn GmbH - Tcnni6l lining


The WsK-solenoid valve will switch at a specific speed and create a fixed connectionbetween the oumo and turbine wheel via the converter clutch unit.This eliminates any slip and hydraulic loss in the transducer.

Hydro-dynamic operation WSK open Glutch operation WSK closed

Fig. 1 8: Cut-away drawing converter clutch u nit in open and closed stale

lTIBITIRR


Connection WSK

System pressure frofr controlunit

Measuring point WSK WSK-solenoid valve

Venling hole

Fio. 19: Solenoid valve wSK - converter clutch unii

The pressurised oil for closing the converter clutch unit is fed through the WSK-solenoidvalve to the piston which compresses the disc set.

Liebher-Werk Ehingen GrbH - Technicl tralning


Converter safety valve8.5 bar WSK-solenoid valve

Converter

Converter clutchunit - WSK Converter safety

valve 8.5 bar

Fig. 20: Excerpt lrom circuit diagram WSK - converter clutch unii

- 13 - ITBHIRR


>3.1.2 Planetary gear (planetary set)Purpose:The planetary gear is used to change the transmission ratio under load, i.e. without inter-rupting the power transfer. The inner teeth on the ring gear allows a very compact ar-rangement of the gear wheels.Design:

Fig.21: llluslration showing principle of planetary gear

Function:The simplest form of planeiary gears (fig 21) consists of a sun gear wheel, planet carrierwith planet wheels, and a ring gear wheel.In this basic planetary gear set, the sun gear wheel in the m'ddle is positively connectedthrough several planet wheels to a ring gear wheel with inner teeth.The sun gear wheel, planet wheel carrier or ring gear wheel can either be driving, drivenor permanently braked.By permanently braking the planet wheel carrier, it is possible to selecta reverse gear without the need for an additional gear wheel. In this case the engine mustbe connected to the sun gear wheel and the axle drive to the ring gear wheel.

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Function:Planetary gears are advantageous when compared to other transmission systems forspeed and torque conversion as they allow a change of transmission ratio under load, i,e.without interrupting the power transfer, and are more compact for comparable transmis-sion ratios. This is due to load being distributed over several planets. Changes in direc-tion are also possible.

Large transmission ratio to slower spad

Fig.22ilocked,

Fig. 23: (3. gear) sun gear wheeland ringgear are driven, direct connctionuebher-werk Ehingen GmbH - Tchnlcal lraining


Fig.24: (2. gear) dng geardriven, sun gearwheellocked, output via planet canier

Fig.25: (Rear) sun gear wheel driven, planet setlocked, ouiput via dng gar

output via planet carrier

Large lransmission ratio to slowr speed

Small hansmission ratio to slower speed

No transmission ratio (= direct iransmission)

- 1 5 - UIBHRN


>3.1.3 Disc clutchesPurpose:Disc clutches are used to select pre-set gears.A friction-locked connection is established between the individual gear wheels and theplanet set on the intermediate differential (ZF-Ergopower transmissions) or between indi-vidual planet sets (Allison transmission).This establishes a connection between the input and output shafts.

Design:Their distinctive feature when compared to other clutches, is the arrangement of severalfriction pads in a row The disc clutches are cooled with oil to provide a higher power andenergy raung,

Disc clutches

Fig. 26: Disc clutches based on the example ofthe 6WG310

Function:Depending on the selected gear, disc clutches activate the relevant gear wheel sets orplanet sets.This results in different speeds and torque. Disc clutches are electro-hydraulically control-led and may be switched under load.

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Gomponent descriptionTransmission

3.2 ZF Ergopower 6WG transmission3.2.1 General

>Electro-hydraulic control unit

Purpose:The purpose of the hydraulic control unit (fig 27) is to switch the disc clutches in the auto-matic transmission based on the signals from the electronic control unit.

Design:The electro-hydraulic control unit comprises the following main components:. 6 proportional valves with pressure regulators (Y1-Y6). l\4ain pressure regulation valve. Converter safety valve. Tam^ar . t " ra ean


>Electronic conlrol unit

Puroose:The main functions of the electronic control unit (Ug 29) are:. Controlling the pressure regulator for the electro-hydraulic control unit to automatically

change gears. Modification of the optimum gear change points. Controlling the kick-down function. Storage ofall operating errors and overload conditions. Converter control*. Gear restriction

Design:

Fig. 29i Eleclronic control unit TCU EST-37 - 6wctransmissions

Function;

The following criteria are taken into consideration when changing gear:. Speed of engine, turbine, centre wheel chain and output. Transmissiontemperature. Gear change type (up, down, reverse and selecting a gear from neutral). Load condition (full and partial load, traction, thrust whilst also taking into account). Load changes during the gear change

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>Function, general:

The zF-WG transmission systems for the ERGOPOWER series 210, 251, 260, 310 con-sist of a hydro-dynamic torque converter and a downstream multi-gear power shift trans-mission with integrated transfer gearbox.The torque converter is a wear-free start-up device which fully adapts to the conditions(required torque).All gear wheels are permanently meshed and supported on roller element bearings.The gear wheels, bearings and disc clutches are oil-cooled and greased.

The transmission is switched manually or in fully-automatic mode using the EST-37 elec-tronic unit (see page 18 - fig 29) and hydrautically-operated disc clutchesWhen changing gear, the proportional valves are controlled by a pre-set logic control.This causes a piston to apply pressure oil to the relevant disc sets and compress them. Afriction-locked connection is thereby established between the individual gear wheels andthe planet set on the intermediate differential. A pressure spring forces back the pistonand releases the disc set after the actuation of the proportional valve has been cancelled.

The purpose of the intermediate differential built into the output section (planetary gear)is to transfer different toroues to the vehicle axles and acts as an intermediate compensa-tion in the driving direction (lengthwise direction of the vehicle). The difierential lock maybe used to disable both functions and establish a riqid connection between the axles.

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>3.2.2 ERGOPOWER 6WG2r0

Fig. 30: 6WG210 ERGOPOWER

Valve for converter clutch {WK-valve)Pressure oilpipe from

Pressure oil oiDe ftom controlunit to WK-valve

Electro-

Vent pipe WK

Connection toheat exchangor

Connection toexcnanger

Oil tempeGtureregulator(thermalswitc+ring valve)

hydlaulic controlunit

Output flange to rearaxle

Connection to heatexcnanger

Greasing pipe forpower tak-off

Oil fller pipewith oil dipstick

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Valve for converter clutch(WK-valve)

Converter coupling bell

flange to engine

Output flange tofronl axle

Pneumatic activation/deactivation of the frontaxle drive{longitudinal differential lock)

Fio. 31: 6WG2'10 ERGOPOWER

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P6ddby:|kepld/fuifon:20'04'077v.Eion:2

Pressure oil pipe fromconirol unit 10

Change filter(blue ZF-fine filter)

Disc clutches

Fio. 32: 6WG210 ERGOPOWER

Drive flange to engine

Gearwheels

Electro-hydraulicconlrol unit

Output flange torear axle

Fig. 33: 6WG2'10 ERGOPOWERLiebheii-We* Ehinsen GmbH - Technlcl oainins

_ ZZ -


Intermediate differential(planetary gear)

Output flange tofront axle

1TEHTRR

Gomponent descriptionTransmission

Connector for electro-hydraulic conhol unit

Electro-hydraulic control unit(with transmission sump temperature sensor)

Change filler

lnductive sensorourpur

Inductive sensorintemal middle speed

lnductive sensorpump speed

Conveder clutch unit


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lnductive sensorturbine sp6ed

Crane hydraulics On

Fio. 34: 6WG210 ERGOPOWER

(blue ZF-fine filter)


-23 - ITIBTIERR

Component descriPtionUW 06 - Transmission

Drive

Discclutches

lntermediate differential(planetary gear)

Fig. 37: Cut-away view ERGOPOWER 6WG210

Lrebher-werk Ehingen GmbH - Tchni@l lEining


Transmission PumP

Disc clutches

-24 - lIIBHTNR


The allocation ofthe proportional valves to each ofthe gears and their associated measuringpoints is shown in the switching table (Fig 39) and the oil schematic (see page 26 - fig 40) .For example, if Y1 and YO are active (marked red), disc clutches K4 and K2 haveswitched. This selects the 4th forward gear.The correct function of proportional valves Y1 and Y6 can be checked at measuringpoints 60 and 57 respectively.

Fig. 39: Switch chart 6WG210

The six disc clutches for the transmission are actuated using the 6 proportional valvesYl to Y6. The proportional valve (pressure controller unit) consists of a pressure regula-tor, downstream stop valve and vibration damper. The control pressure for actuating thedownstream stop valve is generated by the pressure reduction valve. The pressure oil isfed through the downstream stop valve to the relevant clutch.The pressures to the clutches involved in making the gear change are controlled bymeans of direct proportional drives with separate pressure modulation for each clutch.This allows hydraulic overlapping of the clutches being switched on and off. This resultsin immediate gear changes without any interruption in tractive effort.

Liebher-Werk Ehingen GmbH - Tochniltra ning


Fig.38: Overview of measuring points 6WG210

- 2 5 - ITEHIRR


Oil schematic - Forwards lst gear

(electrc-hydulic coitrol un t)

i l K r

s : I-f!44- i, I lut.,. l

i 1 K lI

convedf lol lpdpresde

rl!?!!r!!4q!L

Fig.40: Oi l sche.nat ic 6WG210 - FoMards 1sl gear

The oil supply to the converter and transmission actuation is provided by thetransmission pump. This pump sucks the oil from the sump through the coarse filter andpumps it through the ZF-fine filter to the main pressure valve. lf it is not possible to main-tain the flow to the ZF-fine flltec the lubrication oil is directly fed through the fllter differ-ence pressure valve (bypass valve)and an error is indicated on the ZF-display.Note:Older 6wc{ransmission systems are equipped with a black change filter (ZF-fine filter).These include an internal fllter pressure difference valve (internal bypass).New 6wc-transmission systems are equipped with a blue change filter (ZF-fine filter) with-out an internalfilter pressure difference valve (without an internal bypass), see (fig 40).For this reason, black and blue change change filte should only be replaced with thesame type.Liebher-WeR Ehingen GmbH - Technical tEining

Only for LIEBHERR service personnelUEBHINR


Wheel schematic forward driving direction:

^,J [-^2

Fig. 41: Wheel schemalic Ergopower 6WG210 fo ard driving directionLiebher-We* Ehnqen GmbH - Iechnil lhing

_27 -


o)0).

(!

N

(')

.e

Ib.9Et;_9

V

.5

c L O B c g c s5 B 6 E e 5! E ! ! ! ! : +; ! i i i i o o

? g ! E 9 C E

c'6

EF

" P {2I

=-1=

;, z5x

gb

.eI:

ITIBHTRR


Wheel schematic reverse driving direction:

Liebheii-Wek Ehingen GfrbH - Techni@l tEining


aFig.42: Whetschomatic Ergopower 6WG210 reverse arivi_ng Oireaion

6ooi

oo)N

o)

E

>

o

3e

3

s t b n tE * Ygg:! ! E ! ! E P 4

.9fI

,9E

=

.9

+Eo

'6.9.EF

!

E5E

-28 - UIBHINR


Pdudby:pd/Edilon:200.07/venioi]2

>3.2.3 ERGOPOWER 6WG310

.B27Temperature sensorconverter output

-A69Electro-hydraulic control unit, HSG94

-Y72Solenoid valve,Converter clutch

.824lnductive sens(engine/pump speed)

lnductive senso

liebherr lehr buch

Documents

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voltage sourc fig