BW177-179DH4 Service Training PDF

Service Training
Single Drum Roller
BW 177 / 179 DH / PDH-4
Teile-Nr. 008 099 92 10/2004

Service Training
Table of contents
Foreword A1
Documentation A2
General A3
New developments A5
Technical data and adjustment values B1
Maintenance C1
Maintenance chart C2
DEUTZ diesel engine with EMR D1

Service side D2
Starter side D3
Lubrication oil circuit D4
Coolant circuit D5
Fuel system D6
EMR D10
Trouble shooting D22
Diagnose SERDIA D24
Checking and adjusting the valve clearance D26
Assembly of the plug-in injection pump D28
Engine components D44
Travel system E1
Travel pump E3
Control E7
Charge pressure relief valve E8
High pressure relief valve E9
Pressure override E11
Axle drive motor E14
Drum drive motor E17
Test and adjustment points, travel system E19
Trouble shooting travel system E27
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Service Training
Vibration F1
Vibration pump F3
High pressure relief valves F6
Control F7
Vibration motor F8
Drum F11
Test and adjustment points, vibration system F13
Trouble shooting vibration F15
Steering G1
Charge pump G2
Steering pump G3
Steering valve G5
Articulated joint G7
Measuring and adjustment points G9
Trouble shooting steering G10
Electrics H1
Wiring diagram
Hydraulic diagram
BW 177 / 179 DH / PDH -4

Service Training
Foreword and novelties
Reliable construction equipment is of greatest advantage for all parties involved:
• for the customer/user it is a basis for an exact calculation of utilization periods and the completion of
projects as scheduled.
• in the rental business it means that the equipment can be reliably used and planned without having
to stock a large number of stand-by machines.
• for the manufacturer it means that customers are satisfied, provides him with a good image and gives
him a feeling of confidence.
It is BOMAG’s philosophy to design and produce the machines with highest possible reliability. This
aspect of simple and easy maintenance was one of the key issues when developing and designing the
machine:
• the location of components in the machine eases maintenance work,
• the high quality standard of BOMAG is the basis for the considerable extension of the service and
maintenance intervals.
• the After Sales Service of BOMAG, including excellent operating and maintenance instruction
manuals, high quality training courses and on-site machine demonstrations helps the customer to
maintain their machines in good condition over a long period of time.
Permanent training of BOMAG’s own service personnel as well as the service personnel of BOMAG
Profit Centres and dealers is therefore a general prerequisite for BOMAG’s excellent world-wide service.
This program of permanent training is only possible with appropriate and up-to-date training material for
trainers as well as persons attending the training courses.
This training manual has not only been written as a support for the professional work of the trainer, but
also for the trainees attending these training courses.
The different levels of product training demand, that the training performed by BOMAG, its Profit Centres
or its dealers reflects the high quality of the training conducted at the Training Centre at BOMAG in
Boppard. For this reason we invested a lot of time in the preparation of these materials .
The structure of this training manual enables us to change or up-date individual chapters in case of
alterations to the machine.
BW 177 / 179 DH / PDH -4 -A1-

Service Training
Documentation
For the BOMAG machines described in this training manual the following documentation is additionally
available:
Attention!
The currently valid part numbers for the documents can be taken from the Doclist or the
Customer Service page in the BOMAG (BOMAG Secured Area) in accordance with the serial
number of the machine.
1. Operating and maintenance instructions

2. Spare parts catalogue
3. Wiring diagram *
4. Hydraulic diagram *
5. Repair instructions
6. Service Information
* The document versions valid at the date of printing are part of this training manual.
BW 177 / 179 DH / PDH -4 -A2-

Service Training
General
The new single drum rollers BW 177 and 179 DH-4 from BOMAG are essentially further developments
of their predecessors, the machines of product range BW 177 DH-3.
These machines have been successfully and reliably used for years on construction sites all over the
world, especially in earth construction and on sanitary landfill sites.
High compaction power and excellent traction are characteristics, which are of utmost importance for
this type of machine.
All components installed in these machines are manufactured in series production and are subjected to
stringent quality tests. This guarantees a high level of reliability and safety.
As with many other BOMAG products, and here especially with the large single drum rollers of the new
generation, we have decided to use the same successful drive concept with diesel engine (water cooled)
and hydrostatic drives also for these machines. The hydrostatic drives transfer the output power of the
engine directly to drum, drive wheels and steering.
The drive wheels are driven by fast rotating hydraulic motors and axle, whereas the drum is driven by
slow running radial piston motors.
On construction machines the work place of the operator is of utmost importance. Under such working
conditions the health and safety of the operator must be the greatest concern.
The cabin is very spacious and clearly arranged. The driver’s seat is very comfortable and can be
individually adjusted for every operator, even for his weight.
All control elements and gauges are within the reach and in the sight of the operator.
A monitoring display with light emitting diodes and clear pictograms informs the operator about any
operating faults. The operator is therefore always informed about the present condition of the machine.
The generously glazed cabin with windscreen wiper and washer systems for front and rear windscreens,
as well as a heated rear windscreen, offers clear vision to all sides.
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Service Training
Important characteristics of the new generation of single drum rollers are
• strong ROPS/FOPS according to SAE-standard
• wear free service brake by closed hydrostatic travel circuits
• disc brakes in axle and drum drive motor serve as parking and emergency brakes
• high stability due to low centre of gravity and the use of an articulated joint
• operating safety due to the use of monitoring boards for all important system data
• automatic engine shut-down at too engine temperature, too low hydraulic oil level (when reaching the
lowest permissible level the engine will be shut down after 20 seconds) and too low engine oil
pressure.
The machines of product ranges BW 177 and 179 DH-4 are well designed down to the smallest detail,
so that they can meet the toughest demands on large scale construction sites all over the world.
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Novelties
The multi-function travel lever and the display
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Control, operation, data collector,
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Diesel engine with EMR
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Technical data and adjustment values
The following pages contain technical data valid at the date of printing (see front page of this manual).
Attention!
The currently valid technical data and adjustment values can be taken from the BOMAG Intranet
or Extranet (BOMAG Secured Area) in accordance with the serial number of the machine.
BW 177 / 179 DH / PDH -4 -B1-

BOMAG Central Service Seite 1 von 3
BOMAG Central Service - Technical data and adjustment values
Status: 2004-10-19
Product type: BW 177 DH Serie 4

Type No.: 582 21
Serial numbers from: 101 582 21 1001
Engine:
Manufacturer: Deutz
Type: BF4M2012 EMR
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 4
Power acc. to ISO 9249: 74,9 kW
Power data at nominal speed of: 2200 1/min
Low idle speed: 900+/-200 1/min
High idle speed: 2200 +/-10 1/min
Spec. fuel consumption: 235 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 220 bar
Starter voltage: 12 V
Travel pump:
Manufacturer: Bosch-Rexroth
Type: A4VG 56 EP
System: Axial piston-swash plate
Max. displacement: 56 cm3/U
Max. flow ratio: 123,2 l/min
High pressure limitation: 475 bar
Pressure override: 435+/-15 bar
Charge pressure, high idle: 25+/-1 bar
Reduction gear, drum:

Manufacturer: Lohmann-Stolterfoht
Type: GFT 17
Transmission ratio: 53,95
Travel motor, rear:

Manufacturer: Sauer-Danfoss
Type: 51D80 RD3N Y7(EP)
System: Axial piston-bent axle
Max. displacement (stage 1): 80 cm3/U
Min. displacement (stage 2): 15 cm3/U
Perm. leak oil quantity: 2 + 10 l/min
Rinsing oil quantity: 10 l/min
Drum drive:
http://bsa.bomag.spx.com/bsa/tk_components/english/search_components_result.asp?... 19.10.2004
Type: 51C 060 RD1N 7Y (EP)
Displacement stage 1: 60 cm3/U
Displacement stage 2: 12 cm3/U
Perm. leak oil quantity: 2 + 7 l/min
Rinsing oil quantity: 7 l/min
Vibration pump:
Type: A10VG 45 EP
Max. displacement: 45 cm3/U
Starting pressure: 360+/-20 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Type: MMF 025 PPU
Displacement: 25 cm3/U
Frequency: 30-40 Hz
Amplitude: 1,8/0,9 mm
Steering and charge pump:

Type: HYZ/19
System: Gear pump
Displacement: 19 cm3/U
Max. steering pressure: 190 +/-10 bar
Steering valve:
Type: OSPC 315 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 192/57LD
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 43,7
Filling capacities:
Engine coolant: 15 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 8,5 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 3,2 l (SAE 15W-40, API SJ/CF)

Rear axle: 6,7 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 0,7 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 2,5 l (SAE 90 EP, API GL 5)
AC refrigerant: 1300 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
Service Training
Maintenance
Single drum rollers are heavy-duty construction machines for extremely difficult tasks in earth
construction. To be able to meet these demands the machines must always be ready to be loaded up
to their limits. Furthermore, all safety installations, protections and guards must always be in place and
fully functional.
Thorough maintenance of the machine is therefore mandatory. This 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 hours
interval you must also perform the work described for the service intervals after 50, 250 and 500 hours.
During maintenance work you must only use the fuels and lubricants mentioned in the table of fuels and
lubricants (oils, fuels, grease etc.).
The designation specified under No: in the first column of the maintenance chart refers to the
corresponding number of the service work to be performed, as specified in the operating and
maintenance instructions. This also helps to find detailed information on the individual maintenance
tasks.
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Service Training
Maintenance table
every 10 op. hours, daily

after 50 operating hours
Running in instructions
every 1000 oper. hours


No. Maintenance work Remark
as required
5.6 Check the engine oil level Dipstick mark X
5.7 Check the water separator X
5.8 Check the fuel level X
5.9 Check the hydraulic oil level Inspection X
glass
5.10 Check dust precleaner X
5.11 Check tire pressure X
5.12 Clean engine oil, fuel and hydraulic X
oil cooler
5.13 Check the drive axle oil level X
5.14 Check oil level in wheel hubs X
5.15 Check oil level in vibration bearings X
5.16 Change engine oil and oil filter min. 1x per year X
elementa
5.17 Battery service pole grease X
5.18 Drain the fuel tank sludge X
5.19 Change the fuel prefilter element X
5.20 Check V-belt tension, tighten, X
replace
5.21 Check tension of refrigerant X
compressor V-belt , tighten,
replace
5.22 Service the air conditioning X
5.23 Check, adjust the valve clearance Inlet = 0,3 mm X
exhaust = 0,5
mm
on cold engine
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every 10 op. hours, daily

after 50 operating hours
Running in instructions


No. Maintenance work Remark
as required
5.24 Oil change in vibration bearingsb see footer, min. X X
1x per year
5.25 Oil change in drive axle min. 1x per year X X
5.26 Oil change in wheel hubs min. 1x per year X X
5.27 Replace the fuel filter cartridge X
5.28 Check the engine mounts X X
5.29 Retighten fastening of axle to X
frame
5.30 Tighten the wheel nuts X X
5.31 Check the ROPS X
5.32 Clean the oil bath air filter min. 1x per year X
5.33 Change hydraulic oil and breather min. every 2 X
filterc years
5.34 Replace the hydraulic oil filterd min. every 2 X
years
5.35 Check the injection valves X
5.36 Replace the toothed belts min. every 5 X
years
5.37 Service the combustion air filter min. 1x per X
year,
safety cartridge
min. every 2
years
5.38 Adjust the scrapers X
5.39 Adjust the parking brake X
5.40 Change the tires X
5.41 Replace the fresh air filter in the X
cabin
5.42 Tightening torques X
5.43 Engine conservation X
a. Oil change intervals depend on quality of oil and fuel (sulphur content)
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Service Training
b. Oil change intervals after 50 h, after 500 h, after 1000 h and then every 1000 h.
c. Also after repairs in the hydraulic system
d. Also after repairs in the hydraulic system
Note:
When changing filters use only the original filters specified in the operating and maintenance
instructions for this machine. The installation of incorrect filters (e.g. insufficient pressure resistance)
can lead to severe damage on engine or hydraulic components.
When using diesel fuel with a sulphur content of more than 0.5%, the oil change intervals must be
halved. The same applies when using engine oils of specification API CF/CF-4.
BW 177 / 179 DH / PDH - 4 -C4-

Service Training
Deutz diesel engine
The single drum roller of product range BW 177 / 179 DH-4 are driven by a Deutz diesel engine series
BF4M 2012 COM2 with electronic engine management (EMR) . The engine is cooled by an external
radiator. The cooling fan is mounted to the engine fan block and is directly driven by the engine.
These engines are characterized by the following positive features:
• short and compact design,
• low noise level,
• almost vibration-free running,
• low fuel consumption,
• low exhaust emissions (EPA II),
• high power reserves and
• good access to all service points.
Crankcase and cylinders of this engine are made of alloyed cast iron. This provides strength and
ensures high wear resistance.
The forged steel conrods are fitted with compensation weights near the conrod bearing seats. These
weights compensate manufacturing tolerances with respect to weight and centre of gravity.
The pistons are made of an aluminium alloy. The combustion chamber recess is slightly offset from the
middle at its side walls are inclined for 10° towards the inside. All pistons are fitted with three piston rings
and a cast iron ring carrier for the first ring. The pistons are lubricated by an oil mist.
The forged crankshaft is equipped with integrated counterweights.
The block-type cylinder head is made of cast steel. Each cylinder is fitted with one intake and one
exhaust valve. The valve guides are shrunk into the cylinder head. The valve seat rings are made of
high-grade steel and are also shrink fitted.
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Service Training
Service side
3 4
2
5
6
14
9 8
13 12 11 10
Fig. 1: Service side BFM 2012
1 Oil filler neck 8 Fuel pump

2 Valve, boost fuel supply 9 Engine mounting
3 Engine solenoid 10 Fuel filter
4 Oil pressure switch 11 Lubrication oil filter
5 Cooling air blower 12 Oil sump
6 Coolant pump 13 Dipstick
7 V-belt pulley 14 Steering/charge pump
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Starter side
3
1
Fig. 2: Starter side
1 Flywheel
2 Ground cable
3 Starter
4 Turbo charger
5 Generator
6 Coolant temperature switch
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Lubrication oil circuit
3 4 5 6 7 8 9 10 11 12 13 14 15
2 1 22 21 20 19 18 17 16
Fig. 3: Lubrication oil circuit
1 Oil sump 12 Piston cooling nozzle

2 Return flow turbo charger to crankcase 13 Camshaft bearing
3 Turbo charger 14 Main oil channel
4 Oil line to turbo charger 15 Lubrication oil cooler
5 Line to mass balance wheel (2 x) 16 Lubrication oil pump
6 Oil pressure sensor 17 Pressure relief valve
7 Valve with pulse lubrication 18 Leak oil return line
8 Push rod, oil supply to rocker arms 19 Lubrication oil filter
9 Line to spray nozzles 20 Suction line
10 Rocker arm 21 Crankshaft bearing
11 Return flow to oil sump 22 Conrod bearing
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Service Training
Lubrication oil circuit
3 1
5 4
Fig. 4: Lubrication oil circuit
1 Cooler
2 To cooler
3 From cooler
4 Coolant pump
5 Lubrication oil cooler
6 Cylinder cooling
7 Cylinder head cooling
8 Ventilation connection between cylinder head and heat exchanger
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Service Training
Fuelsystem
7
1a
1b
1c
Fuel tank
1d
Fig. 5: Fuel system
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Legend Fig. 6:
1a Manual fuel pump
1b Fuel prefilter
1c Water separator
1d) Water proportion sensor
2 Feed to fuel lift pump
3 Fuel lift pump
4 Connecting line lift pump – main filter (fuel pre-pressure up to 10 bar)
5 Main fuel filter (pressure resistant)
6 Connecting line main filter – supply for injection pump
7 Single injection pump
8 High pressure line
9 Injection nozzle
10 Leakage line
11 Pressure retaining valve - 5 bar
12 Return flow to tank
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Service Training
Fuel prefilter with water separator
1
2
Fig. 6: Fuel prefilter with water separator
1) Hand pump
2) Breather valve
3 Filter element
4) Water and dirt collecting bowl
5 Drain valve
6 Electric connection for water level sensor
The fuel pre-filter / wate rseparator consists mainly of:
• the dirt / water sediment bowl with water level warning sensor
• and the filter element
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Function:
The fuel lift pump draws fuel through both filters.
The water resistant filter element retains remaining smaller dirt and water particles.
Once the water level reaches the height of the warning connections, the warning light in the dashboard
lights up.
Draining off water or fuel:
If the filter element is clogged before a service is due (indicated by e.g. a power drop), the filter may be
regenerated as follows to keep up operation of the engine:
• Open the bleeding screw (this applies atmospheric pressure to the filter element and releases bigger
dirt particles from the bottom side of the filter, which will then sink down.
• Open the drain valve and let approx. 0.5 l of fuel run out. The fuel above the filter element presses
through the filter element and cleans the underside of the filter element from dirt.
• Close the drain valve.
Draining off bigger dirt particles or sludge:
• Unscrew the water separator housing.
Bleed the system with the manual fuel pump and then tighten the bleeding screw.
Main fuel filter
Attention!
The main fuel filter is subjected to approx. 10 bar fuel pre-pressure from the fuel lift pump. This
pressure is considerably higher than on other engines. For this reason only original filter
elements must be used. Filter elements of similar design or with adequate dimensions are not
necessarily pressure resistant!
A filter element of insufficient pressure resistance will be damaged by the high pressure and will
disintegrate. This causes severe damage to the injection system!
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Service Training
Electronic engine control EMR II
The Deutz engines in single drum roller BW 177 / 179 DH-4 are equipped with an electronic engine
speed control (Deutz EMR II).
The most important benefits of this system are:
• shorter response times compared with mechanically controlled engines, i.e. the response times are
significantly better. This improvement is achieved without increasing the acceleration fumes or the
fuel consumption.
• electronic idle speed control enabling a higher starting torque
• no mechanical throttle control (light moving, maintenance free, less susceptible for faults)
• in comparison with the first version of the Deutz-EMR this system has the essential advantage that
faults can be indicated directly by the fault indicator light on the machine in form of a flashing code,
with the necessity of additional software.
The EMR-injection system is based on the approved Deutz-injection system of series 1012/1013 with
individual injection pumps for each cylinder. However, the fuel quantity per stroke is not regulated
mechanically via a throttle cable, but is controlled by the EMR II-system by means of an electromagnetic
actuator acting on the governor rod.
The essential components of the EMR II-system for engine speed control are:
• the control unit EMR II [A48] is installed on the left hand side under the operator's platform.
• The control unit processes the input signals from:
• displacement measuring system in the EMR actuator [Y 137] (current position of the injection pump
control rod)
• the coolant temperature sensor [B 113] on the cylinder head
• the rotary speed sensor [B 114] on the camshaft
• the engine oil pressure sensor [B 88] on the oil filter housing
• the charge air pressure sensor [B 115] connected to the intake manifold, mounted to the EMR
actuator
• On the engine the cold start device (heating flange) is additionally triggered by the EMR II in
dependence on the coolant temperature
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These input signals are processed, sent as output signals to the EMR actuator Y 137 and there they are
converted to the required fuel quantity per stroke.
In ECO-mode (position "AUTO") the travel lever determines the nominal speed value. The control unit
compares this nominal value with the actual speed value detected by the engine speed sensor. If the
nominal value corresponds with the actual value, the signal to the EMR actuator will remain unchanged.
However, if the nominal speed deviates from the actual speed (e.g. when changing the position of the
engine speed potentiometer or under higher load), the control unit uses the current turbo charger
pressure and the coolant temperature to determine the necessary change in fuel quantity to achieve the
nominal speed value. The control unit then sends a signal to the EMR actuator to change the control
rod position and thereby the engine speed.
This automatic rotary speed adaptation only takes place in ECO-mode

(i.e. with throttle control in position "AUTO") „AUTO“ steht.
BW 177 / 179 DH / PDH -4 - D 11 -

Plug, engine side [X31] Plug on vehicle [X30]
Control unit
EMR II
BW 177 / 179 DH / PDH -4

15
Pin assignment X 31 19 16 8 12 21 25 23 10 3 4 6
14 17 18 9 13 22 20 21 11 2 1 5 7
Connecting cable
Engine wiring harness
Control unit EMR II
EMR central plug engine [X57] Pin assignment complies with X 31
Fig. 7 Connection overview EMR sensors/actuators on engine

EMR engine wiring harness
EMR-actuator Temperature Speed Pressure Pressure Speed

Y 137 Coolant Flywheel Engine oil Charge air Crankshaft
B 113 B 114 B 88 B 115 B 130
Service Training
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Service Training
Individual EMR II components
Control unit EMR II
The EMR control unit is located above the central electrics in the access area under the operators
platform. This is the computer unit of the EMR and it processes the input signals from the sensors to
output signals for the EMR actuator (governor rod).
1
3
2
Fig. 8
Pos. Designation Pos. in wiring Deutz Measuring

diagram designation values
1 Control unit EMR II A 48 EMR II
2 Plug, engine side X 31
3 Plug, vehicle side X 30
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Plug assignment X 31 (engine plug on EMR control unit)
Pos. Deutz designation Description

1 Spare Spare
2 not used
3 Output: Digital 4 Switching output heating flange (ground!)
4 empty
5 empty
6 empty
7 empty
8 GND Reference potential for signal pin 9 coolant
temperature sensor B 113
9 Input: Analogue 7 Analogue input coolant temperature
sensor B 113
10 GND Reference potential Pin 11 speed sensor
crankshaft B 130
11 Input: Speed 2 Digital input rotary speed sensor
crankshaft B 130
12 GND Reference potential Pin 13 speed sensor
camshaft B 114
13 Input: Speed 1 Digital input rotary speed sensor camshaft
B 114
14 STG - PWM-output, signal for EMR-actuator coil
Y 137
15 STG + PWM-output, signal for EMR-actuator coil
Y 137
16 Screen not used
17 RF - common connection for reference and
measuring coil EMR-actuator Y 137
18 RF REF analogue input, measuring signal of
reference coil of EMR-actuator Y 137
19 RF MESS analogue input, measuring signal of
measuring coil of EMR-actuator Y 137
20 GND Reference potential for signal on pin 21, oil
pressure sensor B 88
21 Input: Analogue 4 Analogue input, sensor signal oil pressure
sensor B 88
22 +5V REF + 5 V reference voltage for signal on Pin
21, oil pressure sensor B 88
23 GND Reference potential for signal on pin 24,
boost pressure sensor B 115
24 Input: Analogue 2 Analogue input, sensor signal boost
pressure B 115
25 + 5V LDA + 5 V reference voltage for signal on pin 24
(max. 15mA), boost pressure sensor B 115
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Service Training
Plug assignment X 30 (vehicle plug on EMR control unit)
Pos. Designation Description

1 U Batt - Vehicle ground through X1:182
2
3
4
5 Output: Digital/ empty
PWM 1
6 Spare Spare
7 NC empty
8 NC empty
9 NC empty
10 L-line to diagnostic plug - EMR, X32:L
11 K-line to diagnostic plug - EMR, X32:K
12 CAN high X1:180, CAN2-
13 CAN low X1:181, CAN2+
14 U Batt + Power supply, vehicle voltage (ignition
on) from relay K11, X1:179
15
16 Output: Digital/ empty
PWM/Frequency
17 Ground empty
18 Input: digital/PWM empty
1
19 Input: digital / empty
analogue
20 Input: digital / empty
analogue
21 Input: digital/PWM empty
2
22
23
24
25
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EMR actuator Y 137
The EMR actuator is directly connected with the governor rod of the injection pump and moves this rod
by being excited by the signal currents from the EMR control unit. At the same time the actual position
of the actuator is fed back to the EMR control unit. This component is generally a proportional magnet
with integrated path measuring system.
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• In case of a fault in the path measuring system the engine is shut down and an error code is
displayed.
2 Stg+
7
3 RF -
1 Stg+
9
4 RFMeß 6
5 RF Ref
Pin assignment of EMR-actuator looking towards actuator (plug pins mirror inverted)
Fig. 9 EMR-actuator

Pin 1 Signal input actuator coil STG -
Pin 2 Signal input actuator coil STG +
Pin 3 common connection for measuring RF -
and refere´nce coil
Pin 4 Measuring signals measuring coil RF MESS
Pin 5 Measuring signals reference coil RF REF
Pin 6 not used
Pin 7 not used
8 EMR-plug X 57
9 EMR-actuator Y 137
Temperature sensor B 113
The EMR coolant temperature sensor is located on the flywheel end of the engine. The EMR sensor
is the bottom sensor.
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The coolant temperature influences the calculated injection quantity of the EMR.
Except for the EMR itself the EMR sensor value is also used by the control light for too high coolant
temperature in the display.
• In case of a too high temperature the EMR will shut the engine down and the display will show and
error code.
• In case of a sensor failure the engine will continue to run and an error code is displayed.

1 EMR temperature sensor for B 113
coolant
Speed sensors: Camshaft B114 and crankshaft B 130
The sensors for camshaft and crankshaft speeds are installed on the side of the engine block.
The sensor delivers the actual engine speed value for the EMR control unit.
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• If the engine speed is too high (pushing operation) the governor rod is returned to zero position, until
the speed has dropped to the permissible range.
• In case of a sensor failure the engine is shut down and the error code is displayed.
• With a missing rotary speed signal from standstill the engine will not start, however, no fault message
will be displayed, because the EMR assumes that the engine is at standstill and does therefore not
release any fuel.
The EMR speed sensor has a fixed stop and does not need to be adjusted after installation.
Fig. 10 Speed sensor

1 EMR speed sensor camshaft SAE B 114
housing
2 EMR speed sensor crankshaft SAE B 130
housing
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Engine oil pressure sensor B88
The engine oil pressure sensor is mounted on the engine oil filter housing. The oil pressure is
permanently monitored by the EMR.
In case of a too low oil pressure an error code is displayed.
• In case of a too low pressure the EMR will shut the engine down and the display will show and error
code.
• In case of a sensor failure the engine will continue to run and an error code is displayed.
Pin 3 (+ 5 V from EMR)
Pin 2 (Signal)
Pin 1 (AGND)
Ventilation
Ventilation
Fig. 11 Oil pressure sensor

1 EMR oil pressure sensor B 88
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Charge air pressure sensor B 115
The charge air pressure sensor measures the pressure in the air intake manifold. The sensor is located
on a bracket at the EMR-actuator. The charge air pressure informs the EMR about the actual load state
of the engine.
Fig. 12 Charge air pressure sensor

1 Charge air pressure sensor B 115
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Heating flange R 19
Instead of glow plugs this engine is fitted with a heating flange before the intake air manifold, which
heats up the passing air with resistance heated wires when the engine is cold. This system is electrically
supplied via high current relay K14, located to the left of the engine. This high current relay is triggered
by the EMR-control unit (ground triggering) in dependence on the coolant temperature.
1
2
2
High current relay K14

1
Fig. 13: Heating flange

1 Heating flange R 19
2 High current relay K14
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Trouble shooting
Selected codes displayed on screen !!!
A detailed description and operation of how to read out error codes and
about the display can be found in chapter "Electrics" (Service Training
"Electrics" ).
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Possible diagnostics with SERDIA
for error code 5140: a fault diagnose is only possible via SERDIA
SERDIA is a software program from

Deutz which can be used in connection
with a laptop computer to perform more
detailed fault analyses, especially
reading out of the error log.
This displays information on
• Fault location (e.g. ’sensor’, ’coolant

temperature sensor’)
• Nature of fault (e.g. ’limit value

exceeded’, ’sporadic fault’)
• Environmetal data / operating data

(speed and operating hours at the time
of the last fault occurrence)
• Number of fault locations
• Frequency of fault
• Fault status (active – fault present /

passive- fault no longer present)
Fault messages for non-present / rectified

faults can be deleted with SERDIA.
Further display possibilities:
• Function test: With the engine shut down the control outputs and the travel of the governor rod can
be activated.
• Assignment of inputs/outputs Display of the current input/output assignment of the EMR-control
• Representation of measuring values: There are a lot of measuring values available which can be
used if no EMR II fault is present (starting performance, engine sawing, lack of power).
Operation of SERDIA is described in a separate operation manual.
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Connection of SERDIA
For this purpose the PC or Laptop is connected to the diagnostic interface with a special interface cable.
This connection is
in the control box.
Replacement of system components
• Replacement of the EMR II control unit:

Each control unit is clearly designated to the engine, in accordance with the respective application.
In case of a replacement the control unit therefore needs to be completed with the engine specific
data set. When ordering a new control unit you must not only specify the part-number, but also the
engine serial number (see sticker on EMR-control unit).
Note: The Deutz part-number specified on the EMR-control unit is the part number without software
specific for the engine. The correct part number can be found in the spare parts catalogue.
• Replacement of the EMR-actuator (Y137)

On engines of series 1013 and 2012 the actuators can be replaced without any additional
programming of the control unit.
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• Replacement of other EMR-components
All other EMR-components (sensors etc.) must not be repaired, but should only be replaced if they
are faulty. Programming of the control unit is not required
Checking and adjusting the valve clearance
Excessive or insufficient valve clearance can cause failure of the engine as a result of mechanical and
thermal overloads. The valve clearance must therefore be checked and, if necessary, adjusted at the
intervals specified in the operating and maintenance instructions.
Note: The valve clearance must be checked and adjusted when the engine is cold.
Intake valve: = 0.3 mm
Exhaust valve= 0.5 mm
• Turn the crankshaft until both valves on cylinder 1 are overlapping (the exhaust valve is not yet
closed, the intake valve starts to open).
Flywheel
side
1 2 3 4
Fig. 14: Crankshaft position 1
• Check and adjust the valve clearance by following the black marking in the adjustment schematics.
For control purposes mark the respective rocker arm with chalk.
Flywheel
side
1 2 3 4
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Fig. 15: Crankshaft position 2
• Turn the crankshaft one full turn (360°) further. Check

and adjust the valve clearance by following the black marking in the adjustment schematics.
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Explanation of pictograms
During the following work the following pictograms are used for the reason of simplicity:
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plug-in injection pump
Deutz diesel engines of product range 2012 are equipped with plug-in injection pumps of series PF 33
from Bosch.
The concept of the plug-in fuel injection pumps enables the realization of high injection pressures in
connection with extremely short injection lines, which contributes to a high hydraulic stiffness of the
injection system. This in turn provides the prerequisite for low exhaust emission values (soot) in
combination with a low fuel consumption.
Plug-in fuel injection pumps have the following plunger dimensions:
• Stroke 12 mm
• Diameter 9 mm
Cavitation in the injection lines and injection overrun, which is normally associated with high pressures,
is prevented by a return flow nozzle arranged after the pressure valve
Das The constant volume relief is 50 mm³.
Assembling the plug-type injection pumps
The adjustment of the injection pump tziming (FB) affects:
• the fuel consumption,
• the power
• the exhaust emission
of the engine.
On engines of series 2012 the start of delivery is adjusted without tolerance. The start of delivery is
enered in degree of crank angle measured from the top dead centre of the piston and depends on
application, power and speed setting of the engine.
The plug-in injection pump is in position of start of delivery when the plunger just closes the fuel supply
bore in the plunger sleeve.
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On engines with inline injection pumps the engine drive is turned to start of delivery position and closing
of the fuel supply bore is determined by means of a high pressure pump. Occurring tolerances are
compensated in the coupling of the injection pump drive, whereby the injection pump camshaft is turned
to start of delivery position against the fixed engine drive.
The injection pump cams on engines of series 2012 are arranged on the camshaft of the engine. For
this reason the conventional adjustment method for the start of delivery cannot be used.
The start of delivery of the injection pump must be adjusted using the new method.
For this the conventional adjustment method is subdivided into length measurements of individual
engine parts and calculations.
The permissible manufacturing tolerances for the components
• cylinder crankcase,
• camshaft,
• plunger
• plug-in injection pump
are measured and eliminated by the adjustment of the start of delivery.
However, in cases of interest for BOMAG engineers the engine will not be overhauled completely, but
individual injection pumps will be replaced.
Crankcase, camshaft and plunger remain unchanged.
This results in a certain installation measurement for the engine drive, which is stamped on the engine
type plate.
In column „EP“ iit is stamped as „CODE“ for each cylinder.
Note:
If an injection pump and/or nozzle is replaced, the respective high pressure line between pump and
nozzle must also be replaced..
1. Remove crankcase ventilation and cylinder

head cover.
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Fig. 16:
2. Remove the engine solenoid
Fig. 17:
3. Insert the pressing device WILBÄR No. 100

830 carefully into the groove of the governor
rod and fasten it.
Fig. 18:
4. Turn the knurled fastening screw to press the

governor rod to stop position.
Note:
Tighten the knurled fastening screw by hand.
Fig. 19:
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5. Set the cylinder of the injection pump to be
replaced to ignition top dead centre (valves
overlapping). Then turn the crankshaft
approx. 120° against the sense of rotation.
Note:
View on flywheel
Fig. 20:
6. Remove injection line and injection pump.
Fig. 21:
7. Take the compensation shim carefully out with

the rod magnet.
Fig. 22:
Determine the thickness of the new compensation shim:
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Determination of the compensation shim thickness when replacing plug-in fuel injection
pumps
On the engine type plate column - EP – contains a code for the plug-in fuel injection pump for each
cylinder.
295
Each line represents 1 cylinder

e.g. 1st line = cylinder 1
2. line = cylinder 2 etc.
Fig. 23: Injection pump code BFM 2012
The EP-code is used to determine the installation measurement to be corrected „Ek“ from table 1.
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EK EP EK EP EK EP EK EP
(mm) code (mm) code (mm) code (mm) code
119,250 230 119,850 254 120,450 278 121,050 302
119,275 231 119,875 255 120,475 279 121,075 303
119,300 232 119,900 256 120,500 280 121,100 304
119,325 233 119,925 257 120,525 281 121,125 305
119,350 234 119,950 258 120,550 282 121,150 306

119,375 235 119,975 259 120,575 283 121,175 307
119,400 236 120,000 260 120,600 284 121,200 308
119,425 237 120,025 261 120,625 285 121,225 309
119,450 238 120,050 262 120,650 286 121,250 310

119,475 239 121,075 263 120,675 287 121,275 311
119,500 240 120,100 264 120,700 288 121,300 312
119,525 241 120,125 265 120,725 289 121,325 313
119,550 242 120,150 266 120,750 290 121,350 314

119,575 243 120,175 267 120,775 291 121,375 315
119,600 244 120,200 268 120,800 292
119,625 245 120,225 269 120,825 293
119,650 246 120,250 270 120,850 294

119,675 247 120,275 271 120,875 295
119,700 248 120,300 272 120,900 296
119,725 249 120,325 273 120,925 297
119,750 250 120,350 274 120,950 298

119,775 251 120,375 275 120,975 299
119,800 252 120,400 276 121,000 300
119,825 253 120,425 277 121,025 301
Fig. 24: Injection pump code table BFM 2012
Ek (mm) = corrected injection pump measurement, determined by EP-code on type plate and from
table 1.
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During the manufacture of the plug-in fuel injection pump the high pressure method is used to determine
the wear in the fuel supply bore. In this position – injection pump plunger in start of fuel delivery position
- the distance between pump contact face and plunger foot contact face is measured.
Measurement "A" in 1/100 mm has been written on the pump with an electric marker.
64
Fig. 25: Plunger code inscription
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A=XXX
Fig. 26: Individual injection pump
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Measurement "A" specifies by how many 1/100 mm the gap between contact area on cylinder
crankcase and plunger foot is longer than the hydraulic base measurement Lo.
Lo
A = XX
A/100
Fig. 27: Presentation of measurement „A“
• Lo = 117,5 mm - BFM 2012
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Ek Lo+A/100
Z
Ts
Fig. 28: Drive in start of delivery position after determination of „Ts“
The plug-in fuel injection pump is now positively connected with the drive, which has been set to start
of delivery by inserting a compensation shim "Z" of calibrated thickness..
The illustration explains that according to calculation:
(Ek) - (Lo + A/100)
there is a gap „Ts“ between injection pump plunger foot and roller plunger. This gap has to be
compensated with a compensation shim "Z" of appropriate (calculated) thickness.
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Theor. thickness Thickness Theor. thickness Thickness

„Ts“ of compensation „Ts“ of compensation
shims "Ss" shims "Ss"
(mm) (mm) (mm) (mm)
0.95 - 1.049 1.0 2.45 - 2.549 2.5
1.05 - 1.149 1.1 2.55 - 2.649 2.6
1.15 - 1.249 1.2 2.65 - 2.749 2.7
1.25 - 1.349 1.3 2.75 - 2.849 2.8
1.35 - 1.449 1.4 2.85 - 2.949 2.9
1.45 - 1.549 1.5 2.95 - 3.049 3.0
1.55 - 1.649 1.6 3.05 - 3.149 3.1
1.65 - 1.749 1.7 3.15 - 3.249 3.2
1.75 - 1.849 1.8 3.25 - 3.349 3.3
1.85 - 1.949 1.9 3.35 - 3.449 3.4
1.95 - 2.049 2.0 3.45 - 3.549 3.5
2.05 - 2.149 2.1 3.55 - 3.649 3.6
2.15 - 2.249 2.2 3.65 - 3.749 3.7
2.25 - 2.349 2.3 3.75 - 3.850 3.8
2.35 - 2.449 2.4
Tabelle 1: Shims 2012
For the determination of the theoretical shim thickness „Ts“ it is also necessary to determine
measurement Lo + A/100 of the new fuel injection pump, which must then be subtracted from the
corrected injection pump measurement Ek.
Ts = Ek - (Lo + A/100) [mm]
The real compensation shim thickness „Ss“ is determined with the help of table 2.
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Exemplary calculation for BFM 2012
EP-code read off engine type plate: 295
• see table 1
corrected injection pump measurement „Ek“: 120,875 mm
Lo = 117,5 mm (fixed measurement)
Value for A/100 read off new injection pump A/100 = 42
• Ts = Ek - (Lo + A/100)
Ts = 120.875 mm - (117.5 + 42/100 mm)
Ts = 2.995 mm
see also table 1
Ss = 3.0 mm
8. P?lace the new calculated compensation shim

on the roller plunger.
Fig. 29:
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9. Turn the injection pump control lever to
approx. middle position.
Fig. 30:
10. Apply some oil to the locating bore in the

crankcase and the O-rings on the injection
pump. Carefully insert the injection pump
control lever into the governor rod.
Fig. 31:
11. Attach the flange.
Note:
The chamfer must face towards the injection

pump body
Fig. 32:
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12. Slightly oil the screws and tighten them
evenly with 5Nm.
Fig. 33:
13. Loosen the screws again for 60°.
Fig. 34:
14. Carefully turn the injection pump with and

open end spanner in anti-clockwise direction
against the noticeable stop
Fig. 35:
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15. Tighten the screws again for 60° and
continue in stages with tightening torques of
7 Nm, 10 Nm and 30 Nm.
Note:
Start with the outer screw, viewed from the

flywheel. (see arrow).
Fig. 36:
16. Back out the knurled screw of the pressing

device, remove the pressing device.
17. Reinstall the engine solenoid with a new O-

ring.
18. Reinstall the cylinder head cover. Tightening

torque: 9 +/-1 Nm.
Note:
If necessary replace the gasket.
Fig. 37:
19. Slightly oil the O-ring of the crankcase ventilation. Reassemble the crankcase ventilation. Tightening
torque 9 +/- 1Nm
Note: If necessary replace the gasket.
Tools
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The following tools can be ordered from the respective supplier (in brackets) under the stated part-
number.
For tools from Hazet and Bosch you should consult your nearest representative, orders to Wilbär should
be addressed to:
Co. Wilbär
P.O.Box 140580
D - 42826 Remscheid
Fig. 38
• Pressing device for governor rod 100 830 (Wilbär)
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Electrical components and measuring point on the engine
Fig. 39: Diesel engine, right
Pos. Designation Pos. in wiring diagram Pos. in hydraulic Measuring values

diagram
EMR - central plug X 57
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Fig. 40: Diesel engine starter side

diagram
Air filter vacuum switch B 03 50 mbar
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Fig. 41: Diesel engine auxiliary power take-off

diagram
Steering/charge pump 09
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1
2
Fig. 42: Engine compartment left, starter side

diagram
1 Heating flange R 19
2 High current relay for heating flange K 14
BW 177 / 179 DH / PDH -4 - D 49 -

from brake valve
to steering system
Travel system
T T
to vib. pump
Charge pressure
BW 177 / 179 DH / PDH -4

Fig. 1 Travel system hydraulic diagram
1
3 4
2
M Diesel engine
1Charge pump
2 Travel pump
3 Axle drive motor
4 Drum drive motor
Service Training
-E1-
Service Training
On the machines described in this training manual the travel system consists of a closed hydraulic
circuit. It mainly consists of the travel pump with the integrated safety elements, two travel motors, the
hydraulic oil filter and the hydraulic oil cooler.
The installation of a hydraulic pump with variable displacement into a closed hydraulic circuit is a perfect
solution for a hydrostatic travel system, because with this design the travel direction can be reversed
without any problems.
The travel pump is flanged to the flywheel side of the diesel engine. It is directly driven by the engine
with constant speed.
In addition to its function of serving the steering system the gear pump driven by the auxiliary drive of
the engine has also the function of a charge pump for the closed hydraulic circuit. The return flow from
the steering valve is fed through the charge oil port into the travel pump.
The oil is cleaned by a charge pressure filter, which is hydraulically arranged directly after the gear
pumps for steering/charge system.
Besides its function of supplying the closed circuit with cool and filtered oil as replacement for leakage
and flushing losses, the oil from the charge circuit is also needed for the following machine functions:
• to control the variable displacement pumps for travel and vibration systems,
• to release the hydraulic multi-disc brakes.
• to support the proportional travel motor control
The two travel motors are electrically proportionally controlled and conected parallel to each other.
The travel motors are fitted with flushing valves for the closed circuit.
All safety and control elements needed for the operation in a closed hydraulic circuit are integrated in
the travel pump. These are:
• High pressure relief valves (pressure setting see technical data) with integrated boost check valves
• Charge pressure relief valve (pressure setting see technical data)
• Pressure override (pressure setting see technical data)
• Servo control
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Travel pump
The travel pump is a swash plate operated axial piston pump with variable displacement from Bosch
Rexroth-Hydromatik, type A4 VG 56 EP.
The pump flow is determined by the displacement and the actual rotary speed of the pump.
Due to the possibility of an infinite adjustment of the swash plate the pump flow rate and therefore the
travel speed can also be infinitely changed within the pre-selected travel speed range.
Fig. 2 Hydraulic diagram for travel pump
1 Pump drive
2 Control piston
3 4/3-way servo valve
4 Charge pressure relief valve
5 High pressure relief valves
6 Pressure override
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The pump is equipped with all control and safety elements needed for operation in a closed hydraulic
circuit, such as:
• high pressure relief valves,
• charge pressure relief valve,
• pressure override and
• electric proportional servo control
•
6
5
1
7
4
2
8
1 4 3
Fig. 1 Cross-sectional view of travel pump
1 Drive shaft
2 Swashing cradle
3 Cylinder block
4 Working pistons
5 control piston
6 Control unit
7 Slipper pad
8 Valve plate
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The spherical valve plate centres the cylinder block, which is tightly connected with the drive shaft, and
avoids the appearance of undesired transverse forces.
Belleville springs hold the complete drive (valve plate, cylinder block, swash plate) tightly together and
compensate appearing wear in axial direction immediately. This design principle gives the pump a very
high rate of efficiency throughout its entire lifetime.
Pilot pressure is used to operate the pump out of neutral position to the desired pumping direction
(direction of oil flow).
An electrically operated proportional 4/3-way valve directs the pilot oil flow (from the charge circuit) to
the corresponding control piston side in the servo control. The 4/3-way proportional valve is controlled
with special current signals from the ESX in dependence on the travel lever position and setting of the
travel speed range switch.
In neutral position both control chambers are loaded with case pressure. When opening the 4/3-way
valve pilot oil (from the charge circuit) is directed to one of the control piston sides in dependence on the
position of the pressure reducing valve and moves the control piston to the corresponding direction.
The swashing lever between the control piston and the swash plate transfers the control piston
movement to the swash plate. The needle bearing mounted swash plate swivels to the chosen direction.
This causes the axial movement of the pistons inside the cylinder block. The axial movement draws oil
into the pump and presses it to the travel motors.
All working pistons are drilled through their entire length. Pressure fluid flows through these bores into
the areas between the slipper pads and the surface of the swash plate. This forms a hydraulically
balanced field, on which the slipper pads can slide without any metal to metal contact between swash
plate and slipper pads. The feedback lever on the control piston detects when the swash plate has
reached a position that corresponds with the displacement of the travel lever. This feedback lever
controls a pilot oil portioning valve which interrupts the pilot oil flow to the control chambers when the
swashing angle corresponds with the position of the travel lever. Swashing angle and displacement of
the working pistons (oil flow rate) remain constant, until a new control command requires a different
swashing angle.
When changing the swashing angle through the neutral position to the opposite side, the flow direction
of the oil and the sense of rotation of the travel motors will change.
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When actuating the travel pump pressure will build up in the line between pump outlet and motor inlet.
This pressure depends on the load acting on the travel motors. This pressure keeps the boost check
valve inside the high pressure relief valve for this particular side of the closed hydraulic circuit closed.
Cool and filtered oil can now only enter into the closed circuit on the opposite side (low pressure side).
The high pressure relief valve limits possibly occurring extreme pressure peaks to the adjusted value.
If one of these valves responds, hydraulic oil will flow out of the high pressure side and enter the low
pressure side through the corresponding boost check valve.
Since the cross-sections of these valves are very small and the hydraulic oil enters the low pressure
side already inside the pump, the system would very quickly overheat if the pressure in the system
would be relieved via the high pressure relief valves. For this reason the pump is fitted with an additional
pressure override valve. The pressure override valve interrupts the pilot oil flow to the control piston,
thereby maintaining the pressure level at the adjusted value of the pressure override valve. If the
pressure drops again, the pressure override valve will open and the pump can swash back to the
previously chosen position. This installation prevents overheating of the hydraulic system and
overloading of the diesel engine.
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Control
1
Fig. 2 Pump control
The servo control of the pump is integrated in the pump housing and consists mainly of:
• 1) the electrically controlled proportional 4/3-way valve
• 2) the control piston
• 3) the feedback lever
If the current in the solenoids Y16 (forward) or Y17 (reverse) increases above the threshold value
(values see electric training), the 4/3-way valve will move out of neutral position to the desired direction
and guide the pilot oil flow through the pilot oil portioning valve to the corresponding control piston side.
The control piston moves to the corresponding direction and operates the swash plate via the swashing
lever accordingly.
The pump is now able to deliver oil to the travel motors. The feedback lever, which is mounted with its
ball head in the pump control shaft, follows the control piston and interrupts the pilot oil flow wen the
control piston has reached a position corresponding with the displacement of the travel lever. The oil
from the opposite control chamber flows through the 4/3-way valve as leak oil into the pump housing.
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Charge pressure relief valve
The charge pressure relief valve belongs to the group of safety elements in a closed hydraulic circuit.
This valve limits the pressure in the charge circuit to the adjusted value.
The charge pressure relief valve is a valve with a fixed setting, so that the pressure value of 26 +/- 1 bar
cannot be altered.
from the charge pump
pilot oil
fixed spring
(26 bar)
to the oil tank
Fig. 3 Charge pressure relief valve
The charge circuit is needed for the compensation of leak oil and flushing quantities in the closed
hydraulic circuit.
Since feeding of cool and filtered oil is only possible on the low pressure side of the closed circuit, the
pressure in the low pressure side is identical with charge pressure. If the travel pump is in neutral
position, both boost check valves can open and let in oil from the charge circuit. In this case the pressure
in both sides of the closed circuit is identical with charge pressure.
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High pressure relief valves, (with bypass for towing)
High pressure relief valves are safety elements, which are needed in every hydraulic circuit.
These valves limit the pressure in the hydraulic circuit to the value determined by the adjustment spring.

bypass
Fig. 4 Valve plate with high pressure relief valves
1 Pressure override
2 High pressure relief valves (fixed) with bypass for towing
3 Charge pressure relief valve (fixed)
The high pressure relief valves in both sides of the hydraulic circuit protect the hydraulic system, the
diesel engine and all other machine components against overloads.
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to travel motors
from the charge circuit
from front travel mot
Fig. 5 : High pressure relief valves, hydraulic diagram
1 Travel pump
2 Control piston (actuated)
3 4/3-way valve (actuated)
The boost check valves are integrated in the high pressure relief valves. These valves open to the low
pressure side and let cool and filtered oil flow from the charge oil circuit into the closed hydraulic circuit,
in order to compensate leaks and flushing quantities.
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Pressure override
5
1 3 6
Fig. 6 Pressure override, hydraulic presentation of function
1 Charge pump
2 Pressure override (400 bar)
3 Travel pump
4 Control piston
5 3/4-way proportional valve
6 Shuttle valve
Y16 Solenoid valve, forward
Y17 Solenoid valve, reverse
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Since the cross-sections of the high pressure relief valves are very small, longer responding of these
valves would cause very quick overloading of the hydraulic circuit and would subsequently lead to
severe damage in pump or other components. In order to avoid this, the travel pump is equipped with
another safety device, the pressure override.
Fig. 7 Pressure override
1 Valve piston 8 Pressure spring

2 Bore 9 Adjustment screw
3 Valve seat 10 Pilot pressure channel
4 Piston 11 Housing channel
5 Valve bush 12 High pressure circuit
6 Control piston 13 High pressure circuit
7 Spring plate
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The pressure override is hydraulically arranged in the pilot oil flow to the pump control before the 4/3-
way valve and consists mainly off:
• axial spool with control edges,
• adjustment spring and
• adjustment screw with counter nut.
Via a shuttle valve the spool of the pressure override is always subjected to the highest pressure in the
closed circuit. As long as the pressure in the closed circuit is lower than the adjustment value of the
pressure override, the pilot oil connection via the 4/3-way valve to the corresponding control chamber
is released. The pump can now be actuated up to maximum displacement.
If the pressure reaches the setting of the pressure override, the spool inside the valve will move and cut
off the pilot oil flow to the control piston. The pump cannot be actuated any further. The system pressure
is maintained at the setting of the pressure override, until the resistance causing this high pressure in
the system is overcome or the pump is returned to neutral position by the operator.
Should the pressure in the closed circuit drop below the setting of the pressure override, the valve spool
will be forced back by spring force, whereby the passage between charge circuit and pump control is
opened again. Now pilot oil can flow to the corresponding control piston side again and the pump can
be actuated. The spring force of the pressure override and its reaction value can be adjusted via the
adjustment screw.
Due to the design and the hydraulic arrangement of pressure override the high pressure relief valves
will not respond at all under normal conditions. This type of pressure limitation ensures that no oil will
be relieved from the closed circuit via the very tight cross sections of the high pressure relief valves. This
avoids overheating of the hydraulic oil.
In order to ensure a safe function, the pressure override should always be approx. 10% lower than the
setting of the fixed high pressure relief valves.
High pressure relief valve = 430 +/- 5 bar

Pressure override = 420 +/- 10 bar
BW 177 / 179 DH / PDH -4 - E 13 -

Service Training
Axle drive motor,
The axle drive motor is a swash plate controlled (electrically proportional) Sauer-Sundstrand axial piston
motor (series 51 C 080) with variable displacement.
High pressure pumpBrake valve
Charge pressure
5
4
2
Leakag
High pressure pump
Fig. 3 Hydraulic diagram, axle drive motor
1 Motor drive
2 Control piston
3 Proportional control with proportional solenoid
4 Flushing valve with flushing pressure limitation valve
5 Axle with brake
BW 177 / 179 DH / PDH -4 - E 14 -

Service Training
.
5 7 8
6
9
11
10
4
2
Fig. 4: Axle drive motor,
1 Control piston 7 Cylinder block

2 Flushing valve 8 Universal joint
3 prop. control 9 Output shaft
4 Spindle with ball 10 Output shaft bearing
5 Qmin-screw 11 Working piston
6 Valve plate
BW 177 / 179 DH / PDH -4 - E 15 -

Service Training
Function
The motor is connected with the travel pump via the high pressure ports A and B. The hydraulic oil flows
under high pressure through the corresponding port to the back of the working pistons. Since the
working pistons are arranged under an angle to the output shaft, the pressurized pistons will perform a
stroke movement, thereby causing a rotation of the output shaft.
Once the respective piston has passed its dead centre (max. extended position), it will change to the
low pressure side. As the rotation progresses, the piston will move back into the cylinder bore. Oil is
thereby displaced out of the cylinder chamber through the low pressure side back to the pump.
The synchronizing shaft with roller surfaces ensures uniform rotation of output shaft and cylinder block.
The ball joints of the pistons run in journal bearings, which are pressed into the outer shaft. For the
connection between output shaft and pistons no other parts are required. The output shaft runs in two
tapered roller bearings.
Control
The motor is electrically proportionally adjusted.
The motor can be adjusted to two fixed displacements. This is accomplished by changing the angle
between cylinder block and output shaft.
With a large angle position the motor works with maximum displacement, slow speed and high torque.
When changing the swash plate position to minimal angle the motor works with minimum displacement,
high speed and low torque.
The displacement is changed by a control piston, which is tightly connected with the valve segment.
The front travel motor (drum drive) is also an axial piston motor
51C060 from Sauer-Danfoss.
BW 177 / 179 DH / PDH -4 - E 16 -

Service Training
Drum drive (51C060 + GFT17) on DH/PDH versions On
the DH/PDH versions the drum is driven by a fast rotating axial piston motor
51C060 from Sauer-Danfoss and a reduction gear GFT17 from Lohmann + Stolterfoth.
The function of the axial piston motor is identical with the function of the axle drive motor and
does therefore not need to be described in detail. A reduction gear with a reduction ration of i
= 53.95 reduces the high output speed down to drum speed.
1 3 4 5 6
7
8
15
14 9
13
12 10
11 Fig. 1 Drum drive
1 Screw fastening front frame 9) Planet gear, stage 1

2 Fixed housing section = planet carrier stage 2 10) Drive shaft = sun gear stage 1
3 Screw fastening drum 11) Hollow shaft = receptacle of motor and brake shaft
4 Ball bearing 12) Brake discs
5 Fixation of bearing 13) Brake piston
6 Planet gear srage 2 14) Brake spring
7 Rotating housing = hollow wheel stages 1 and 2 15) Brake releasing connection
8 Planet gear stage 1
BW 177 / 179 DH / PDH -4 - E 17 -

Service Training
Manual releasing of brake on axle drive
For manual releasing of the brakes on the rear axle you should proceed as follows:
Fig. 5: Manual releasing of rear axle brakes
• Slacken the counter nut (Fig. 14, Pos. 1) and back it off by approx. 8 mm.
• Turn the brake releasing screw (2) in against the stop.
• To release the brake tighten the screw for max. 1 complete turn.
Attention!
Turn the screws on both sides in uniformly (alternately by 1/4 of a turn)
• Repeat this procedure on the opposite side of the axle.
BW 177 / 179 DH / PDH -4 - E 18 -

Service Training
Test and adjustment points, travel system
4
5
4
3 4
3
1
2
Fig. 6: Steering/charge pump and charge pressure filter

diagram
1 Steering/charge pump 09
2 Steering pressure test port MB 200 +/-10 bar
3 charge oil filter 07
4 Charge oil filter pressure differential B21 ∆p 3,5 bar
switch
5 Pressure test port, charge pressure MA 25+/-11
BW 177 / 179 DH / PDH -4 - E 19 -

Service Training
Fig. 7: Travel pump
1
2
Fig. 8 Travel pump test ports

diagram
1 Pressure test port, forward travel 10 - B - MC 420 +25/-5 bar
2 Pressure test port, reverse travel 10 - A - MD 420 +25/-5 bar
BW 177 / 179 DH / PDH -4 - E 20 -

Service Training
Travel pump
1 1 2
3
1
2
Fig. 9 Travel pump test ports

diagram
1 Pressure test port, reverse travel Y16 MC /b 12V / 0,4-1,2 A
2 Pressure test port, forward travel Y17 MD /a 12V / 0,4-1,2 A
3 Pressure test port, charge pressure MA 25+/-1
BW 177 / 179 DH / PDH -4 - E 21 -

Service Training
Travel motor (drum drive)
3 4
5
2 1
3
2
4 1
Fig. 10 Front travel motor (drum drive)

diagram
1 Pressure, forward travel 12 - A
2 Pressure, reverse travel 12 - B
3 Connection X X1 approx. 25bar
4 Prop. solenoid Y30 12V / 0,4-1,2 A
5 Flange mounted speed sensor PPU B59
BW 177 / 179 DH / PDH -4 - E 22 -

Service Training
Travel motor (axle drive)
1 4
2
3
5
4
3 6
5
1 7 2
Fig. 11 Rear axle motor

diagram
1 Prop. solenoid Y31 12V / 0,4-1,2 A
2 Connection X X1 approx. 25bar
3 Travel pressure sensor B112 25 -400 bar
4 High pressure from travel pump 13 - B
forward to drum drive motor
5 High pressure from travel pump 13 - A
reverse to drum drive motor
BW 177 / 179 DH / PDH -4 - E 23 -

Service Training
1 2
NEW : Flange mounted speed sensors in both travel motors and a

travel pressure sensor in the frame front left under the operator's stand!

diagram
Axle motor
Drum drive motor
2 Travel pressure sensor front left B112
under operator's platform
BW 177 / 179 DH / PDH -4 - E 24 -

Service Training
Brake valve (located in the frame rear right)
2
1
1
2
3
3 4
Fig. 12 Brake valve with brake release valve

diagram
1 Brake valve with solenoid Y4 08 0V closed12V
valve open
2 Brake release valve with integrated 16 38+/-2
pressure relief valve
3 Pressure test port, brake pressure 16 - MA approx. 25bar
4 Brake release button 16
5 Hand pump 16
BW 177 / 179 DH / PDH -4 - E 25 -

Service Training
Travel lever
Fig. 13 Travel lever (multi-function lever)
A detailed description of the travel lever button can

be found in chapter "Electrics" (Service Training "Electrics")
BW 177 / 179 DH / PDH -4 - E 26 -

Service Training
Trouble shooting
The display shows error codes
A detailed description of how to read out the error codes and on the display
can be found in chapter "Electrics" (Service Training "Electrics")
The following trouble shooting chart contains a small selection of possible faults, which may occur
during operation of the machine. The fault list is by no means complete, however, the fault table is based
on the experience of the central service department, i.e. the list covers almost all faults that have
occurred in the past.
Procedure:
The following trouble shooting table contains both electrical as well as mechanical and hydraulic faults.
The number specified in the table indicate the probability of the fault cause and thereby the
recommended trouble shooting sequence, based on our latest field experience.
BW 177 / 179 DH / PDH -4 - E 27 -

Service Training
Maschine fährt mit Fahrhebel in Stellung 'Neutral'

Max.Fahrgeschwindigkeit wird nicht erreicht
Maschine fährt nur in eine Fahrtrichtung
Maschine fährt nicht (vor und zurück)
FEHLERSUCHE FAHRANTRIEB
Hydrauliköl wird zu heiss

BW 177 DH-4
SYMPTOME
MÖGLICHE URSACHEN
Bremsventil (elektrisch/mechanisch/hydraulisch) 1
Bremse Achse/Bandagenmotor (mechanisch/hydraulisch) 2 2 3
Fahrpropverstellung /defekt/Verkabelung 1
Speisepumpe / Speisedruckbegrenzungsventil(e)
2 3
verschmutzt/defekt
Pumpenansteuerung (Servoverstellung) 2 1 2 3
Druckabschneidung/ Hochdruckbegrenzung Fahrpumpe
3 2 3 3
verschmutzt/verstellt/defekt
Fahrhebel 1 2
Nullage Fahrpumpe 3 3
Fahrpumpe(n) defekt 3 3 2
Stellventil Fahrmotoren (elektrisch / mechanisch / hydraulisch) 1 2
Spülventil Fahrmotoren hängt 3
Fahrmotor(en) defekt 3 3
Hydraulikölkühler verschmutzt (intern/extern) 1
Thermostat (Hydraulik) verschmutzt/verklemmt/defekt 2
Kupplung Dieselmotor-Pumpe 2
Dieselmotor 1
Drehzahl-Flanschsensoren im Fahrmotor (Verkabelung) 1 1 2
FEHLERSUCHE
BW 177 / 179 DH / PDH -4 - E 28 -

Service Training
Vibration
The vibration circuit is also a closed hydraulic circuit, similar to the travel circuit.
The main components of this circuit are
• vibration pump,
• Vibration motor
• and the pressure resistant hydraulic hoses.

T1: to tank
T2: Connection to travel pump
Charging
to tank
1 2
Fig. 1 Vibration hydraulic diagram
1 Vibration pump
2 Vibration motor with flushing valve
Vibration pump and travel pump are joined to a tandem unit, which is driven by the flywheel end of the
diesel engine.
When operating a 4/3 way proportional valve, pilot oil is guided to one of the control piston sides. This
actuates the pump from neutral position to the required displacement to one of the two possible sides.
BW 177 / 179 DH / PDH -4 -F1-

Service Training
of the oil and the sense of rotation of the vibration motor will change.
Since the speed of the diesel engine is variable, the pump displacement always needs to be adapted
proportionally in order to maintain the vibration frequency constant.
The vibration motor output shaft is joined with the exciter shaft in the drum via a Bowex coupling. The
rotation of the exciter shaft with the bolted on eccentric weights causes the vibration of the elastically
suspended drums.
The eccentric weights on the vibrator shaft are fitted with additional change-over weights.
Depending on the sense of rotation of the vibrator shaft these change-over weights add to or subtract
from the basic weights.
• Basic weight + change-over weight = high amplitude
• Basic weight - change-over weight = low amplitude
The displacement of the pump may be different to both flow directions. This results in different exciter
shaft speeds to the two directions of rotation of the motor.
The vibration system is designed in such a way, that the high exciter shaft speed (frequency) is coupled
with the low amplitude and the low exciter shaft speed (frequency) with the high amplitude.
Fig. 2 Sense of rotation of exciter shaft
BW 177 / 179 DH / PDH -4 -F2-

Service Training
Vibration pump
The vibration pump is a swash plate operated axial piston pump with variable displacement of type A10
VG 45 EP from Bosch-Rexroth. The pump is fitted with all control and safety elements needed for
operation in a closed hydraulic circuit. These are:
• servo control
• High pressure relief valves with integrated boost check valves
• Pressure override
T2: Connection to travel pump
T1: to tank Charging
Internal
connection to to / from
Travel pump Vibration
Charge motor
pressure
valve
from/to
Vibration
motor
Fig. 3 Vibration pump, hydraulic diagram
1 Pump drive
2 Control piston
3 Proportional solenoid valve
5 Pressure override
BW 177 / 179 DH / PDH -4 -F3-

Service Training
The spherical valve plate centers the cylinder block which is driven by the drive shaft via a splined
connection. This avoids the appearance of undesired transverse forces.
3 4 5
2
9 8 7 6
Fig. 4 Vibration pump
1 Drive shaft
2 Control piston
3 Pilot pressure port (X1/X2)
4 Servo control
5 Pressure override
6 Cylinder block
7 Working pistons
8 Slipper pad
9 Swash plate
The complete drive consisting of valve plate, cylinder block and swash plate is held together by Belleville
springs. This results in a high efficiency over the entire lifetime of the pump.
BW 177 / 179 DH / PDH -4 -F4-

Service Training
Pilot pressure is used to operate the pump out of neutral position to the desired pumping direction
(direction of oil flow). A 4/3-way valve guides this pilot oil to the corresponding control piston side in the
servo control. Due to the use of a remote control (electrically operated via solenoids) the pump can only
be actuated from neutral to one of the two possible maximum displacement positions.
In neutral position both control chambers are loaded with case pressure. When opening the 4/3-way
valve pilot oil (from the charge circuit) is directed to one of the control piston sides and moves the control
piston to the corresponding direction. The pump swashes to the adjusted displacement.
of the oil and the sense of rotation of the exciter shaft will change.
The displacements to both pumping directions have different adjustments.
This results in different speeds of the vibration motor to both travel directions.
This means:
• High displacement – high speed (frequency).
• Low displacement – low speed (frequency).
The position of the change-over valves depends on the sense of rotation of the exciter shaft. The
different positions of the change-over weight in relation to the basic weight results in the following
vibration effects:
• High displacement – high frequency – low amplitude
• Low displacement – low frequency – high amplitude
The resistance affecting the rotation of the exciter shaft causes pressure to build up between pump and
motor. This pressure closes the boost check valve in the high pressure side of the closed circuit.
Feeding of cooled and filtered hydraulic oil can therefore only take place in the low pressure side.
Once the pressure reaches the adjusted value of the pressure override valve the pilot oil flow to the 4/
3 way solenoid valve is interrupted. The pressure cannot increase any further.
Sudden pressure peaks are eliminated by high pressure relief valves. In this case hydraulic oil flows
from the high pressure side through the boost check valve directly into the opposite side, the low
pressure side.
BW 177 / 179 DH / PDH -4 -F5-

Service Training
High pressure relief valves
8 3*
4*
6 5
Fig. 5 High pressure relief valves
1 Setscrew for pressure override

2 High pressure relief valve with integrated boost check valve
3 *(not in vibration pump)
4 *(not in vibration pump) (charge pressure relief valve)
5 High pressure relief valve with integrated boost check valve
6 Valve plate
7 Pressure override
When switching the vibration off the vibration motors for a short while have the function of a pump. They
pump the oil back to the vibration pump. This effect is caused by the rotating exciter shafts with the
attached eccentric weights.
Since the vibration pump is already in neutral position, the oil cannot pass through the pump. In this case
the pressure override valve has no function. Under this condition the high pressure relief valves work as
brake valves.
The functions of pressure override valve and high pressure relief valves in the vibration circuit are
identical with the functions of these valves in the travel circuit. The description of these components
does therefore not need to be repeated.
BW 177 / 179 DH / PDH -4 -F6-

Service Training
Control
The control is part of the pump and consists mainly of the 4/3-way solenoid valve, the control piston and
the swash plate with swashing lever.
If one of the two magnets is energized by actuating the frequency selector switch and the vibration
control switch, the 4/3 way solenoid valve is switched to open position. Pilot oil flows now to the
corresponding control piston side. The control piston slides to the corresponding direction and moves
the swash plate via the swashing lever. The pump delivers oil.
1
1
6
2 2
Fig. 6 Pump control
1 Solenoid valve 4 Neutral setting spring

2 Valve spool 5 Control piston
3 Setscrew for mechanical neutral position 6 Control chamber
The oil from the opposite control chamber flows through the 4/3-way valve as leak oil into the pump
housing.
When the 4/3-way valve is in neutral position, the pressure values in both control chambers are identical
(case pressure = max. 3 bar).
BW 177 / 179 DH / PDH -4 -F7-

Service Training
Vibration motor
The vibration motor is a swash plate type axial piston motor with fixed displacement of series MMF 052
from Sauer-Danfoss. Since the motor can be subjected to pressure from both sides, it is most suitable
for the use in closed hydraulic circuits.
The output speed of the motor depends on the oil quantity supplied by the vibration pump.
2 3
4 5
1
8 7
9
10
Fig. 7 Cross-section of vibration motor
1 Flushing valve block

2 Flushing valve
3 Working pistons with slipper pads
4 Roller bearing for output shaft
5 Radial seal
6 Output shaft
7 swash plate
8 Retaining plate
9 Pre-tensioning spring
10 Flushing pressure relief valve
BW 177 / 179 DH / PDH -4 -F8-

Service Training
The output torque raises with increasing pressure difference between low and high pressure side in the
closed circuit.
Changing the flow direction of the oil will also change the sense of rotation of the vibration motor.
When switching the vibration on the motor must first start to move the resting vibration shaft. This
resistance causes a hydraulic starting pressure, which is limited by the pressure override to 385 bar.
Once the vibrator shaft has reached its final speed, the pressure will drop to a value between 100 and
150 bar (operating pressure). The value of the operating pressure mainly depends on the condition of
the ground (degree of compaction, material etc.).
• Hard ground = High operating pressure
• Loose ground = Low operating pressure
A MA
3 1
B MB
Fig. 8 Circuit diagram of vibration motor
1 Vibration motor
2 Flushing valve
BW 177 / 179 DH / PDH -4 -F9-

Service Training
The vibration motor is equipped with an integrated flushing valve. When switching the vibration on a
pressure difference will appear between the two sides of the closed circuit. The higher pressure moves
the valve spool of the flushing valve against the neutral setting spring, so that oil can flow out of the low
pressure side.
1
A
Fig. 9 Flushing valve
1 Flushing spool
The flushing valve is fitted with a downstream 13 bar pressure relief valve. This valve ensures that only
a certain quantity of hydraulic oil is flushed out of the low pressure side.
This oil flows via a thermostat valve back to the hydraulic tank. The flushed out oil is immediately
replaced with fresh and filtered oil through the corresponding boost check valve.
BW 177 / 179 DH / PDH -4 - F 10 -

Service Training
Drum
8 9 10 11
*2)
*8)
*6)
*1) *9)
*3)
1 2 3 4 5 6 7
Fig. 10 Cross-section of drum
1 Drum shell 7 Coupling vibr.-motor – vibrator shaft

2 Vibration bearing 8 Travel bearing
3 Basic weight 9 Travel bearing shield
4 Change-over weight 10 Rubber buffer
5 Vibrator housing 11 Vibration motor
6 Exciter shaft
BW 177 / 179 DH / PDH -4 - F 11 -

Service Training
Fig. 11 Assembly information to Fig 10 (footers)
BW 177 / 179 DH / PDH -4 - F 12 -

Service Training
Test and adjustment points, vibration system
Vibration pump
7 8
6 6 72
1
5 1
5 4
3 4
3
2

diagram
1 Pressure test port, vibration 11 - B - MF Starting pressure
pressure low amplitude 330 -400 bar
2 Pressure test port, vibration 11 - A - ME Starting pressure
pressure high amplitude 330 -400 bar
3 Pressure override 11 380+/-5bar
4 High pressure relief valve, high 11 405 +/-5 bar
amplitude
5 High pressure relief valve, low 11 405 +/-5 bar
amplitude
6 Solenoid valve, high amplitude Y07 11 12V / 0,4 - 1,2A
7 Solenoid valve, low amplitude Y08 11 12V / 0,4 - 1,2A
BW 177 / 179 DH / PDH -4 - F 13 -

Service Training
Vibration motor
5 3
1
1 2
2
3
Fig. 12 Vibration motor

diagram
1 High pressure port, high amplitude 15 - A
2 High pressure port, low amplitude 15 - B
3 Flushing valve 15
4 RPM-sensor B16
5 Leak and flushing oil 15 - L1 approx. 2.5 l..
Flushing quantity
Trouble shooting
BW 177 / 179 DH / PDH -4 - F 14 -

Service Training
Procedure:
BW 177 / 179 DH / PDH -4 - F 15 -

Service Training
Erregerwellendrehzahl nicht korrekt

Keine Vibration (Speisedruck OK)
Vibration nur in einer Amplitude
FEHLERSUCHE VIBRATION
BW 177DH-4
SYMPTOME
MÖGLICHE URSACHEN
Vibrationschalter (Amplitudenvorwahl) 1 1
Fahrhebel, Taster Vibration (an/aus), Verkabelung 1
Elektrik defekt / Verkabelung 2 2
Pumpenansteuerung (elektrisch / hydraulisch) 1 1
Druckabschneidung/ Hochdruckbegrenzung Vibrationspumpe
2
verschmutzt/verstellt/defekt
Speisepumpe / Speisedruckbegrenzungsventil
2
verschmutzt/defekt
Frequenzeinstellung Vibrationspumpe 2
Vibrationspumpe defekt 2 2
Kupplung zwischen Dieselmotor und Fahrpumpe defekt
Erregerwellenlager defekt 3
Vibrationsmotorkupplung defekt 2
Vibrationsmotor defekt 2 1
Dieselmotor 1 1 1
Drehzahlsensor (Verkabelung) 1 1 1
Spülventil Vibmotor hängt 2
FEHLERSUCHE
BW 177 / 179 DH / PDH -4 - F 16 -

Service Training
Steering
Single drum rollers of series BW 177 / 179 DH-4 are equipped with a hydrostatically operated articulated
steering system.
The steering system mainly consists of steering pump, steering valve, steering cylinder and pressure
resistant connecting hoses.
to charge
system
1
7
6
5
3
2
4
from steering pump
Fig. 1 Steering hydraulics
1 Rating pump
2 Distributor valve
3 Steering pressure relief valve (∆p =175 bar)
4 Check valve (pre-loaded to 0.5 bar)
5 Anti-cavitation valve
6 Shock valves (240 bar)
7 Steering cylinders
The steering pump draws the hydraulic oil out of the hydraulic oil tank and delivers it to the steering valve
and the connected steering unit under the dashboard of the machine. If the steering is not operated, the
complete oil supply will flow through the fine filter to the charge system for the closed travel circuits.
When turning the steering wheel the distributor valve guides the oil flow to the piston or piston rod side
of the steering cylinder. A rating pump inside the steering unit measures the exact oil quantity
corresponding with the turning angle of the steering wheel and delivers the oil to the steering cylinders.
The steering cylinders retract or extend and steer the machine.
The steering unit is equipped with a pressure relief valve. This valve limits the steering pressure to 175
bar. The charge pressure must, however, be added to this value, because the oil leaving the steering
system enters the charge circuit. The actual steering pressure is therefore approx. 200 bar.
BW 177 / 179 DH / PDH -4 -G1-

Service Training
Charge pump
The charge pump for travel circuit and vibration works also as steering pump The pump is an external
gear pump with fixed displacement.
The oil flow generated by the charge pump is joined together with the return flow from the steering valve
before the hydraulic oil filter and flows through the filter to the charge ports on travel pump and vibration
pump.
BW 177 / 179 DH / PDH -4 -G2-

Service Training
Steering pump
The steering pump is a gear pump with fixed displacement. It is driven by the auxiliary drive of the diesel
engine, draws the hydraulic oil out of the hydraulic oil tank and pumps it through the steering valve to
the steering cylinders or to the boost check valves for travel and vibration circuits.
9 9 6 1 7
8
2
4 5
Fig. 2 Steering pump
1 Housing
2 Flange
3 Shaft
4 Bearing plate
5 Bearing plate
6 Cover
7 Gear (driving)
8 Gear (driven)
9 Seals
BW 177 / 179 DH / PDH -4 -G3-

Service Training
Working principle of the gear pumps
The drive gear of the steering pump is connected with the auxiliary drive of the diesel engine via a
coupling. Drive gear and driven gear are positioned by a bearing plate in such a way, that the teeth of
both gears mesh with minimum clearance when rotating.
The displacement chambers are created between the tooth flanks, the inside wall of the housing and
the faces of the bearing plates.
When the pump is running the chambers transport hydraulic oil from the suction side to the pressure
side. This causes a vacuum in the suction line by which the hydraulic oil is drawn out of the tank. The
tooth chambers transport the fluid to the outlet of the pump from where it is pressed to the consumers.
To ensure a safe function of the pump the tooth chambers must be so tightly sealed that the hydraulic
fluid can be transported from the suction side to the pressure side without any losses.
For this purpose external gear pumps are fitted with gap seals. This causes pressure dependent fluid
losses from the pressure side to the suction side. As a measure to ensure that these losses are reduced
to a minimum, the bearing plate on the cover side is pressed against the faces of the gears by an axial
pressure field.
This pressure field is always under the actual system pressure.
BW 177 / 179 DH / PDH -4 -G4-

Service Training
Steering valve
The steering valve block consists mainly of distributor valve, measuring pump, pressure relief valve and
shock valves.
9 2
5
8
Fig. 3 Cross-sectional view of steering valve
1 Neutral setting springs

2 Housing
3 Inner spool
4 Outer spool
5 Universal shaft
6 Ring gear
7 Gear
8 Check valve
9 Pressure relief valve
When turning the steering wheel the distributor valve guides the oil flow from the pump to the rating
pump. The rating pump guides the oil flow back through the distribution valve to the corresponding
side of the steering cylinder. The rating pump measures the exact oil quantity according to the rotation
angle of the steering wheel.
This oil flow to the steering cylinders articulates the machine and causes a steering movement.
BW 177 / 179 DH / PDH -4 -G5-

Service Training
240 bar
∆p = 175 bar
240 bar
0,5 bar
Fig. 4 Steering valve, hydraulic diagram
The high pressure relief valve in the steering unit limits the pressure in the steering system to 175 bar.
The charge pressure value must be added to this pressure, because the oil leaving the steering system
is fed into the charge circuit for the closed travel circuits.
The steering unit is fitted with so-called shock valves in each supply line to the steering cylinder. These
valves are adjusted to an opening pressure of 240 bar. The valves compensate extreme pressure peaks
which may occur, e.g. when driving over obstructions, and protect the system against overloads.
Each of these shock valves is fitted with an additional anti-cavitation valve. If the shock valves respond
these anti-cavitation valves protect the system against cavitation damage.
A check valve at the inlet of the steering unit makes sure that no oil will flow back to the pump in case
of pressure peaks caused by sudden steering movements. In such a case the steering cylinders would
act as pumps and press the oil back to the pump.
BW 177 / 179 DH / PDH -4 -G6-

Service Training
Articulated joint
Front and rear frames of the single drum rollers BW 177 D-4 are connected by an oscillating articulated
joint. This ensures that drum and wheels are at all times in contact with the ground, even when driving
extreme curves.
Fig. 5 Articulated joint
BW 177 / 179 DH / PDH -4 -G7-

Service Training
The rear console is tightly bolted to the rear frame.
The front console is fastened with screws to the rear cross-member of the front frame. The use of rocker
bearings between front and rear frame ensures that both frames can oscillate to each other for +/- 12°.
This gives drum and wheels excellent ground contact, even under extremely severe conditions.
The front console is connected with the rear console by two vertical bolts. The vertical bolts are mounted
in friction bearings.
The steering cylinder anchor point is welded to the front console.
When turning the steering wheel the steering cylinder will extend or retract. The piston rod swivels the
front console around the vertical bolts. This articulates the machine and results in a steering movement.
All bearings on the articulated joint are maintenance free and do not require any lubrication.
Notes on assembly:
When assembling or repairing the articulated joint the correct pretension of the centre pin is of highest
importance.
Please follow the instructions in the repair manual for the articulated joint.
Test and adjustment points steering points
BW 177 / 179 DH / PDH -4 -G8-

Service Training
3 4
1
2 2
Fig. 6: Steering/charge pump

diagram
1 Steering pump (and charge pump) 09
2 Steering pressure test port MB 200 +/-10 bar
Trouble shooting
BW 177 / 179 DH / PDH -4 -G9-

Service Training
Procedure:
BW 177 / 179 DH / PDH -4 - G 10 -

Service Training
FEHLERSUCHE LENKUNG
BW 177-DH-4
Endanschläge werden nicht erreicht
Lenkung schwergängig
Keine Lenkfunktion
SYMPTOME
MÖGLICHE URSACHEN
Lenkorbitrol 2 2 1
Lenk- Speisepumpe 1 1 2
Lenkzylinder 3 3 3
Knickgelenk 3 3 2
FEHLERSUCHE
BW 177 / 179 DH / PDH -4 - G 11 -

Service Training
Electrics
Single Drum Rollers – 4
From -DH Version 1.10
Version 1.03
Status: 19.10.04 Page 1 of 46

Author: Seis / TE
Dateiname: c:\dokume~1\nickb\lokale~1\temp\schulung elektrik wz4 v1.03_gb.doc
Service training WZ-4 from version DH
Table of contents
1 ÄNDERUNGSNACHWEIS _________________________________________ 4
2 AUSGEWÄHLTE FEHLERREAKTIONEN DER ESX STEUERUNG_________ 5
3 BESCHREIBUNG DER FEHLERANZEIGE IM LC DISPLAY ______________ 7
3.1 Servicemodus Aufrufen ___________________________________________________________ 7
3.2 Eingabecodes eingeben ____________________________________________________________ 7
3.3 Einstellen des Maschinentyps_______________________________________________________ 9
3.4 Ändern der Lenkeinheit bei BVC-4 Maschinen (ab Version 1.09) ________________________ 10
3.5 Fahrtrichtungssensor einlernen ____________________________________________________ 11
3.6 Sprungströme des Fahrantriebs automatisch ermitteln_________________________________ 11
3.7 Sprungströme der Lenkventile automatisch ermitteln (BVC)____________________________ 13
3.8 Elektronische Endanschläge des Lenkwinkelsensors einlernen (BVC) ____________________ 14
3.9 Gegen die geschlossene Bremse fahren ______________________________________________ 15
3.10 Gespeicherte Fehler anzeigen______________________________________________________ 15
3.11 Alle gespeicherten Fehler löschen __________________________________________________ 15
4 WAS IST BEIM AUSTAUSCH VON KOMPONENTEN ZU TUN? __________ 16
4.1 Was ist beim Austausch einer ESX-Steuerung zu tun? _________________________________ 16
4.2 Was ist beim Austausch einer Fahrpumpe / Fahrmotor Achse / Fahrmotor Bandage zu tun? _ 16
4.3 Was ist beim Austausch eines Lenkventils (BVC) zu tun?_______________________________ 16
4.4 Was ist beim Austausch eines Lenkwinkelsensors zu tun? ______________________________ 16
4.5 Was ist beim Austausch eines Achssensor vorne / hinten zu tun?_________________________ 16
4.6 Welche Komponenten können ohne anschließende Einstellprozedur getauscht werden? _____ 17
5 BESCHREIBUNG DER SIGNALE AN DER ESX STEUERUNG ___________ 18
6 BESCHREIBUNG DER SIGNALE AM DATENSAMMLER _______________ 23
7 BESCHREIBUNG DER SIGNALE AM FAHRHEBEL ___________________ 25
8 BESCHREIBUNG DER SIGNALE AM LC - DISPLAY __________________ 27

Author: Seis / TE
9 BESCHREIBUNG DER SIGNALE AN DEM DIOS MODUL (NUR BEI OPTION

ANBAUPLATTEN) _________________________________________________ 28
10 FEHLERCODES DER ESX STEUERUNG __________________________ 29
10.1 Übersicht ______________________________________________________________________ 29
10.2 Beschreibung der Fehlerreaktionen ________________________________________________ 30
10.3 Detaillierte Beschreibung der Fehlercodes und möglicher Ursachen ______________________ 31
11 EINGABECODES FÜR ESX STEUERUNG _________________________ 38
11.1 Allgemein ______________________________________________________________________ 38
11.2 Bremse ________________________________________________________________________ 38
11.3 Fahrhebel / Fahren ______________________________________________________________ 39
11.4 Lenken ________________________________________________________________________ 41
11.5 Vibration ______________________________________________________________________ 42
11.6 Motor _________________________________________________________________________ 42
11.7 Hydraulik______________________________________________________________________ 42
11.8 Maschinencode ändern ___________________________________________________________ 42
12 BEGRIFFLICHKEITEN IM ZUSAMMENHANG MIT DER ESX___________ 43

Author: Seis / TE
1 List of changes
No. Date Description of changes resp.

1 23.04.2004 Creation of version 1.00 Werner
2 06.05.2004 Revision, teach functions Fondel
3 11.05.2004 Revision, supplements to version 1.01 Seis
4 24.06.2004 Revision, supplement to version 1.02 Seis
Ver. Date Description of changes resp.

1.03 02.09.2004 ⇒ Jump currents travel drive teach function changed Schroeder,
⇒ Known faults Fondel
⇒ Fault - codes revised
⇒ Deactivation of electric steering on BVC machines
⇒ How to proceed when replacing components?

Author: Seis / TE
2 Selected fault reactions of the ESX control

Reaktion Symbol in fault Warning Warning Engine stop
message display
Signal Code output Code output Code output
without buzzer with buzzer with buzzer
Engine oil pressure

(from EMR) 5100 5101
5112 5112
1) 2)
after 10s
Coolant temperature
(from EMR)
5100 5101
5116 5116
1) 2)
after 15s
Coolant level
5024 5025
after 5s after 10s
Engine air filter
5026 5027
after 5s after 2min 3)
Charge control light
Pre-heating of engine
Brake
ASC
Different fault causes and reaction times.
See fault codes
Hydraulic oil filter
5502 5503
after 5s after 2min
Water separator on fuel
filter 5028 5029
after 5s after 2min
Theft warning system
(Option)
Seat contact
(Option)
Fault in air conditioning

(Option)
1) 3)
After reaching the warning limit! Shut-down currently deactivated by parameter
2)
After reaching the shut-down limit!

Author: Seis / TE
Known faults
Despite the fault monitoring of inputs and outputs on the ESX control, the ESX control is not able to
detect all faults. The following list contains a selection of known fault reactions of the control, which
mostly have a different cause to the one described in this documentation.
Effect: Cause:
Display stay dark, no voltage PIN in display plug X 28 bent

Author: Seis / TE
3 Description of fault display in the LC Display

Apart from its normal display function the LC Display is also able to show fault codes, which were
previously visualized by means of a 3-digit fault code display.
Existing faults and warnings are displayed by flashing. If several faults are detected, the displayed fault
codes will change in a 3 second cycle.
Display values are permanently displayed, whereby values from 0 0 0 0 ...9 9 9 9 are possible.
Negative values are marked with a "minus sign".
The following description deals with the operation of the LC-Display via the travel lever buttons.
3.1 Calling up the service mode

For this purpose the display must be switched over to service mode via the input mode. This is
accomplished by the two yellow information buttons "INFO 1" and "INFO 2" on the back of the travel
lever. Navigation in input and service mode is accomplished via the green and blue buttons on the front
of the travel lever.
Werte ändern Navigieren

INFO 1 Taste (grün) (blau)
(gelb)
INFO 2 Taste
(gelb) Werte ändern
(grün)
Navigieren
(blau)
To activate the input mode the travel lever must be engaged in the brake lock! Input mode is
activated by simultaneous pressing of both INFO – buttons over a period of approx. 3 seconds.
3.2 Entering input codes
The input mode starts with flashing of the left hand digit. At this point you have the possibility to change
into service mode by entering 9 9 9 9 . The green buttons are used to increase or reduce the values of
the individual digits. Pressing one of the blue buttons brings you to the next digit (left or right). When
pressing the right hand blue navigation key again after entering the last digit, the code will be
transferred to the control.
If the access code has been entered correctly, the "Spanner" symbol will be displayed and the first
input digit flashes again. By transferring input codes to the control (as described above) individual
operating states of the machine can be interrogated.
When pressing both INFO buttons over a period of approx. 3 seconds a new input code can be
entered. The service mode can be terminated by entering the code "0 0 0 0 ", or by switching off the
ignition.
If the travel lever is shifted out of brake lock position in service mode, all machine function will become
active again, except the reading in the LC.Display, which remains in service mode and shows the
previously requested operation values.
Status: 19.10.04 Functions of the ESX control Page 7 of 46

Author: Seis/ TE
Normalmodus (Fahrhebel in Bremsraste!)

Aufruf optionaler Anzeigen über INFO - Taste 1
und INFO - Taste 2
„Eingabe“ - Modus:
Umschaltung Displayfunktion
Einstellungen Display
Betätigen INFO 1
+ INFO 2 ca. 3s
Plattenverstellung inaktiv!
Bet. INFO 1 +
Eingabe
INFO 2 ca. 3s
Zugangangscode
oder Fahrhebel
9999
aus Bremsr.
„Service“- Modus:
CODE - Eingabe „0000" oder Eingabe Diagnosecodes
Zündung aus
Fehlerspeicher abrufen / löschen
Maschinentypen umstellen
Plattenverstellung inaktiv!
Fahrhebel aus Bremsraste:

Diagnosemodus im Vordergrund aktiv!

Author: Seis/ TE
3.3 Adjusting the machine type

Since the same control is used for all single drum rollers of series DH-4 with electronically controlled
engines (EPA II), it is necessary to adjust the machine type after installing a new control.
This work must be carried out during first time commissioning as well as in case of a spare parts
installation. This type adjustment is absolutely necessary, because the machines have e.g. wheel and
axle drive motors or different tire sizes and therefore different rolling speeds or are equipped with
extension plates or other attachments.
For simple checking the currently set machine type is displayed for approx. 3 seconds on the display
module of the central electrics when switching the ignition on. The machine type can also be checked
by entering code 0720 .
The following machine types can be set:
0 1 2 3 4 5 6 7 8 9
72XX
0 Default BW 177 BW 177 BW 179 BW 179 BW 213 BW 213 BW 213 BW 213 BW 216 DH
DH-4 PDH-4 DH-4 PDH-4 DH-4 PDH-4 DH-4 PDH-4 DH-4
(dozer USA USA
blade)
1 BW 216 BW 219 BW 219 BW 226 BW 226 BW 226 BW 226 DH
PDH-4 DH-4 PDH-4 DH-4 PDH-4 DH-4 PDH-4
147kW 147kW 174kW 174kW
2 DH
3 DH
4 DH
5 BW 177 BW 213 BW 213 BW 226 BW 226 BVC

DH-4 DH-4 DH-4 DH-4 DH-4
BVC BVC BVC w. BVC BVC
plates 147 kW 174 kW
6 BVC
7 BVC
8 BVC
9 BVC
EXAMPLE: Machine code for BW 219 PDH-4: 7212
Note: Parameter adjustments can only be performed when the engine is not running.
Note: This function can only be activated / deactivated when the travel lever is in brake
! Input mode)
lock position. (!
The following method must be used for initial start-up of a control:

Author: Seis/ TE
• Control was installed in the machine.

• Switch on the machine. After switching on the inscription C O D E is automatically displayed for
approx. 3 seconds. After this the code 7200 appears in the display.
• Use the arrow up or down keys to select the correct machine code from the listed codes.
• Confirm the selection by pressing the arrow right key.
• After approx. 7 seconds the set machine type code, e.g. 7 2 1 2 is displayed for approx. 3
seconds. The new parameters are loaded according to the newly set machine type. Do not switch
the ignition off during this time!
• Then switch the ignition off and on again to accept the configuration.
• This is followed by the normal display reading.
The following applies for correcting the machine type code is a code is already set.
• Enter code number 9 9 9 9 (activation of service mode).

• Enter code number 7 0 1 0 . This code number activates the function "Adjusting machine type“.
The display module now permanently shows the code 7 2 0 0 .
• Select the machine code from the table above and confirm with the arrow to right key. Pressing the
arrow to right key automatically switches the control off and on again.
• After approx. 7 seconds the set machine type code, e.g. 7 2 1 2 is displayed for approx. 3
seconds. The new parameters are loaded according to the newly set machine type. Do not switch
the ignition off during this time!
• Then switch the ignition off and on again to accept the configuration.
• This is followed by the normal display reading.
Attention: A machine must not be operated with a wrong type adjustment, because in such
a case the correct function of the control cannot be assured!
New controls are delivered with a default machine type setting 7 2 0 0 . This does
not allow driving or steering the machine. It solely serves the purpose of
commissioning.
3.4 Changing the steering unit on BVC-4 machines (from version

1.09)
By standard all BVC-4 machines (code 72xx) are equipped with electric steering. If the option
"hydraulic steering" is selected, the electric steering must be deactivated as follows.
• Enter code number 9999 (activation of service mode).

• Enter code number 2 0 6 0 . This code number activates the function "Adjusting steering unit“.
• The following code numbers are available to activate the installed steering unit.
Hydraulic steering 2062

Electric steering 2061
• The display shows O K
Attention: The steering unit can only be changed when the engine is not running!

Author: Seis/ TE
3.5 Teaching the travel direction sensor

Teaching of the travel direction sensor is required for first commissioning or after replacing a travel
motor. Use the following procedure.
• Turn the travel stage switch to "MAX"
• Slowly displace the travel lever, until the speedometer shows a reading of approx. 1 km/h.
• If one of the two travel direction sensors detects an opposed direction after the machine has
travelled approx. one machine length, fault code 1106 or/and 1116 is displayed. Otherwise no
fault code is displayed. The travel direction detection has now been automatically set.
However, should one of these error messages still be displayed after this measure, there must be
a sensor fault present.
3.6 Automatic detection of surge currents in the travel system

This function sequence is only valid from software version 1.09!
For a sensitive and exact travel function the surge currents in the travel system must be determined for
both travel directions. The surge currents are automatically determined after entering a code number,
so that no electric meter is required.
The surge currents must only be determined during initial commissioning in the factory, after a service
during which the control on a steering valve or the complete steering valve has been replaced and after
the replacement of the ESX-control.
The measurement is identical for both travel directions: After entering the respective code number the
current is increased by the control solenoid on the travel pump in steps of 5 mA, starting from 250 mA..
After each current increase the system waits for 3 seconds. If a considerable drum movement is
measured during the waiting time, the surge current is reached. In order to enhance the measuring
result this measurement is performed three times. The final surge current is the mean value of these
three measurements. This surge current is automatically stored and is valid from the next start of the
machine.
Before the measurement you should strictly make sure that the machine is parked on level ground and
has a sufficient distance for movement to front and back, because the machine will move to the
respective direction when performing the measurement.
Attention! Set the machine to input mode first (code 9 9 9 9 ). It must be strictly assured that the speed
sensor (in front right hand hydraulic motor) is working correctly. For a function test enter code number
1 1 0 6 at the display module. This code can be used to display the number path pulses from the speed
sensor. The displayed value must change when the machine is driven.
If this value does not change even though the machine is moving, the measurement must not
be performed!
The state of the speed sensor must first be corrected, as otherwise the movement of the drum will not
be detected. (See also: „Resetting the surge currents in the travel system”)
Attention!
During the measurement the machine will move when the surge current is reached!
Do not leave the machine while the measurement is progressing!
During the measurement keep an eye on your environment!
To stop the machine reset the travel lever to neutral position!
The automatic measurement of the travel system surge currents is performed as follows:
• The switch for rotary speed preselection must be set to ECO
• If necessary enter code number 9 9 9 9 to enter into service mode.
• Then enter 1 0 9 0 . This code number activates the function "Automatic detection of surge
currents"; the display now shows the value 0 0 0 0 with the first zero flashing. This code number
must be entered before the following steps can be performed. From this point the machine can

Author: Seis/ TE
no longer be operated with the travel lever! The travel lever will only be in function again
after the steering function has been ended or the engine has been restarted.
• The measurement (forward/reverse) must be started by entering a code number. The code number
for teaching the travel direction is as follows:
Determination of surge currents 1 0 9 1
• After entering the above code number the display will show " F O R E". The travel lever must now
be actuated forward, this will also start the measurement for the surge current in forward.
• During the measurement the actual current is displayed (display value = current in mA).
• Once the measurement of the surge current in forward is finished, the display will show O K for 5
seconds.
• After this wait time the display will show the reading "B A C K". The travel lever is now moved
backward, this will start the surge current measurement in reverse.
• Once this measurement is finished the display will show O K again.
• The travel lever must now be returned to brake position.
• Once both jump currents have been learned correctly and the travel lever is back in "brake
position", the display will show the message "D O N E", the values are saved and the function is
finished. Now the machine can be operated again by the travel lever. The new surge current values
for the travel system are valid from the next start.
• The teach function can at any point be aborted by simply pressing the emergency stop button or via
the ignition switch.
With software versions 1.07 and 1.08 use the following procedure:
The automatic measurement of the travel system surge currents is performed as follows:
• The seat must be adjusted for travel direction forward!
• The switch for rotary speed preselection must be set to ECO
• If necessary enter code number 9 9 9 9 to enter into service mode.
• Then enter 1 0 9 0 . This code number activates the function "Automatic detection of surge
currents"; the display now shows the value 0 0 0 0 with the first zero flashing. This code number
must be entered before the next steps are possible. From this point the machine can no longer
be operated with the travel lever! The travel lever will only be in function again after the
steering function has been ended or the engine has been restarted.
• Both measurements (forward/reverse) must be started by entering a code number. The code
numbers for both travel directions are:
Determine surge current for control forward 1 0 9 1
Determine surge current for control reverse 1 0 9 2
• After entering one of the above code numbers the measurement of the surge current will only start
after moving the travel lever to the respective travel direction.
ATTENTION: During the teach process the ASC-lamp will come on. In this case this is without
any meaning. Restarting the machine eliminates the warning.
• Teaching must be performed for both travel directions.
• When returning the travel lever to neutral after the two measurements, O K is displayed for 3
seconds and the determined values will be memorized.
• After both surge currents have been measured the machine can again be driven with the travel
lever. The new surge current values for the travel system are valid from the next start.
• The teach function can at any point be aborted by simply pressing the emergency stop button or via
the ignition switch.

Author: Seis/ TE
3.7 Automatic detection of surge currents on steering valves (BVC)
Attention: Does not apply for BVC machines with the optional hydraulic steering
To enable a sensitive and exact function of the steering the surge currents of the two control solenoids
and both steering valves must be measured. The surge currents are automatically adjusted after
entering a code number, so that no electric meter is required.
The surge currents must only be adjusted during initial commissioning in the factory, after a service
during which the control on a steering valve or the complete steering valve has been replaced and after
the replacement of the ESX-control.
The measuring procedure is identical for both solenoids:
Example BW 177 BVC:

After entering the respective code numbers the current is increased by the control solenoid in steps of
5 mA, starting from 650 mA.. After each increasing step the system waits for 2 seconds. If a change in
drum angle is measured after the waiting time, the surge current is reached. In order to enhance the
measuring result this measurement is performed three times. The final surge current is the mean value
of these three measurements. This surge current is automatically stored and is valid from the next start
of the machine.
For all other machine types the same procedure is used, however, currents and times will vary.
Before the measurement you must strictly make sure that the steering system is „bled“, because an air
cushion in the steering cylinders would have a negative effect on the measurement and therefore on
the steering performance of the machine. Sufficient bleeding is achieved by performing a few quick
steering movements at full engine speed.
The automatic measurement of the steering valve surge currents is performed as follows:
• The engine must be operated in ECO mode!
• Enter code number 9 9 9 9 to enter into service mode.
• Travel lever in neutral position (brake must be relieved!)
• Enter code number 2 0 0 0 . This code number activates the function "Automatic detection of surge
currents on steering valves"; the display now shows the value 0 0 0 0 with the first zero flashing.
• Now you must enter code number 2 0 0 1 .
• After entering o0ne of the above mentioned code numbers the measurement of the surge current
will start immediately.
• The drum is thereby first steered to the right and then to the left.
• During the measurement the actual current is displayed (display value in mA).
• Attention! During the measurement the drum cannot be used for steering ! The steering
wheel has no effect.
• During the measurement the machine should not be driven !
• Once the measurement is completed the display value OK will appear for 3 seconds, after this the
code number 0000 is displayed again with the first digit flashing and the next measurement can be
started.
• The new surge current values are valid from the next start.
Note: During the measurement the machine should be parked on level ground.
Before the measurement both drums should be steered to straight ahead position.

Author: Seis/ TE
3.8 Teaching the electronic end stops of the steering angle sensor (BVC)
Attention: Does not apply for BVC machines with the optional hydraulic steering!
Do prevent the steering from running against the mechanical end stops of the steering cylinder, a
clearly defined safety distance to the end stops must be determined.
• Enter code number 9 9 9 9 to enter into service mode.
• Enter code number 2 0 1 0 to activate the mode for "teaching the steering stops".
• Shift the travel lever to neutral position (no brake function, to relieve the machine). The display now
shows the standardized steering position (0..1000 → right ... left).
• Now turn the electronic steering wheel clockwise, until the mechanical end stop is reached. The
displayed value should be in the range of 100..300. Then shift the travel lever to brake position
and enter code number 2 0 1 2 . Upon acceptance the value 2 2 2 2 is displayed for a moment.
In case of a fault the reading is 9 9 9 9 (see below).
• Shift the travel lever to neutral position (no brake function, to relieve the machine). The display now
shows the standardized steering position (0..1000 → right ... left).
• Now turn the electronic steering wheel anti-clockwise, until the mechanical end stop is reached.
The displayed value should be in the range of 700..900. Then shift the travel lever to brake
position and enter code number 2 0 1 3 . Upon acceptance the value 3 3 3 3 is displayed for a
moment. In case of a fault the reading is 9 9 9 9 (see below).
• To exit this mode shut down the machine or enter code 2 0 1 1 .
Causes for faults (code 9 9 9 9 ) :

If the standardized values are not within the specified ranges, the steering angle sensor on the
articulated joint needs to be adjusted.

Author: Seis/ TE
3.9 Driving against the closed brake

After entering code number 0 5 0 0 the brake is no longer released. When disengaging the travel
lever out of brake lock position and shifting it to one of the travel directions, the travel pumps will be
actuated in accordance with the selected travel direction. At the same time a warning (fault code
0 5 0 0 ) appears on the display and the warning buzzer is triggered, in order to keep the operator
informed about the condition. The brake control light in the LC-Display remains active.
In order to terminate this function and release the brake you must either enter code number 0 5 0 1 or
switch the ignition off. After entering the code number 0 5 0 1 the function is terminated and the
confirmation OK appears for 5 seconds. After this a new code number can be entered.
Note: This function can only be activated / deactivated when the travel lever is in brake lock
! Input mode)
position. (!
3.10 Showing stored faults

Switch on function „Show stored faults“:

• Enter code number 0 7 0 0 . This code number enables the function „Show stored faults“.
The faults stored in the ESX are displayed in flashing mode. If several faults are stored, these are
successively displayed in cycles of 3 second. After the last fault has been displayed, the first fault will
appear again. If no faults are stored in the ESX the display will show "- - - - - "
Switch off function „Show stored faults“:

• Enter code number 0 7 0 1 . This code number disables the function „Show stored faults“.
Note: Apart from the stored faults the current faults are also displayed.
position. (! Input mode)
3.11 Deleting all stored faults

Execute the function „Delete all stored faults“:

• The engine must not be running!
• Enter code number 0 7 1 0 .
• Switch the ignition off and on again.
All stored function are now deleted.
Note: The stored faults can only be deleted when the engine is not running.
! Input mode)
position. (!

Author: Seis/ TE
4 How to proceed when replacing components?

Each machine is individually adjusted during initial start-up. This adjustment or teaching process is
necessary to make sure that the travel and steering functions are almost identical on all machines.
Background of these adjustment procedures are the tolerances of the components used, e.g. hydraulic
pump for travel system, proportional valves for steering, steering angle sensors and ESX control.
These tolerances apply for both mechanical as well as electrical functions and are unavoidable for
manufacturing reasons.
To enable simple and quick adjustment procedures we have decided to do without expensive tools. All
that is needed is this manual and a bit of time. By following the described procedure it is possible to
take a machine back into operation after the replacement of one of the components specified above
and to re-establish the usual functional quality, with almost any previous knowledge. Even an
incorrectly or incompletely conducted teaching procedure can be repeated without problems as often
as necessary. At the first glance it seems to be at bit awkward to perform this adjustment on every
machine, but this procedure enables the operation of all machines with the same operating software.
At the end of the day this considerably increases the spare parts availability.
4.1 How to proceed when replacing an ESX control?
Since the control stores all teach values of the machine, each teaching procedure must be performed
with the new control after a replacement.
Attention: Before performing one of the following steps you must first adjust the respective
machine type (see chapt 3.6 Fehler! Es wurde kein Textmarkenname vergeben.)!
When changing the machine type all previously made adjustments will be lost!
Now you must follow the commissioning instructions.
• Electric pre-adjustment (see commissioning instructions chapter 3)

• Engine start, heating flange inspection, teaching of travel drive and steering (see commissioning
instructions chapter 4)
• Inspection of display and shut-down functions (see commissioning instructions chapter 5)
• Inspection of seat contact circuitry (see commissioning instructions chapter 6)
• Inspection of travel ranges and vibration (see commissioning instructions chapter 7)
• Inspection of ASC function DH-single drum rollers (see commissioning instructions chapter 8)
4.2 How to proceed when replacing a travel pump / axle drive motor / drum
drive motor?
• Automatic detection of surge currents in the travel system (see chapter 3.6 Fehler! Es wurde kein
Textmarkenname vergeben.)
4.3 How to proceed when replacing a steering valve (BVC)?
• Automatic detection of surge currents of the steering valve (BVC) (see chapter 3.7 Fehler! Es
wurde kein Textmarkenname vergeben.)
4.4 How to proceed when replacing a steering angle transducer?
• Teaching electric end positions of the steering angle sensors (see chapter 3.8)
4.5 How to proceed when replacing an front / rear axle sensor?
• Teaching the travel direction sensor

Author: Seis/ TE
4.6 Which components can be replaced without a subsequent

adjustment procedure?
• Display
• Data collector
• Joystick
• Electric steering wheel
• Diesel engine
• All switches in the dashboard
• Vibration motor
• Vibration pump
Note: A final function test of the complete machine is highly recommended.

Author: Seis/ TE
Service training WZ – 4 Description of signals on the ESX control
5 Description of the signals on the ESX-control

Notes:
Wherever the value of 24 V is mentioned in the following text, it refers to the current battery voltage
under due consideration of voltage drops in the lines.
ESX terminal Signal description Nominal values (voltage / current)

X35:1 AGND = Analogue ground: Ground potential for sensors (steering approx. 0 V measured against ground (terminal 31)
angle sensor, steering unit etc.)
X35:2 Output amplitude changeover active, i.e. high amplitude "approx.12 V
Digital output (max. 2.5 A) inactive, i.e. low amplitude " 0V
X35:3 Output warning buzzer Warning buzzer active "approx.12 V
Digital output (max. 2.5 A) Warning buzzer inactive " 0V
X35:4 Interface RS 232 RxD, not used for normal operation. Measurement not possible!
X35:5 Interface RS 232 TxD, not used for normal operation. Measurement not possible!
X35:6 Not used ---
X35:7 Not used ---
X35:8 Not used ---
X35:9 Not used ---
X35:10 Not used ---
X35:11 Not used ---
X35:12 Input axle speed Signal changes between approx. 0V and 12V, when machine is driving.
Frequency input (0....7,5kHz) Frequency with travel speed m/min
Machine type:
XX m/min "approx.XX Hz
Machine type:
Machine type:
X35:13 Not used ---
X35:14 Not used ---
Status: 19.10.04 Description of signals on the ESX control Page 18 of 46

Author: Seis/ TE

X35:15 Input seat contact switch Seat occupied " 0V
Digital input active high Seat not occupied " ?V
X35:16 Not used ---
X35:17 Input BTS brake (from travel lever) Release brake "approx.12 V
Digital input active high Apply brake " 0V
X35:18 Input steering sensor (S1/A) Signal changes between approx. 0V and 12V, when steering wheel is
Digital input active high turned.
Frequency depends on speed of rotation
X35:19 Input steering sensor (S1/B) Signal changes between approx. 0V and 12V, when steering wheel is
X35:20 Output steering left Steering left active " 0,4..1,2 A
PWM digital output (max. 4 A) Steering left inactive " 0A
X35:21 Output steering right Steering right active " 0,4..1,2 A
PWM digital output (max. 4 A) Steering right inactive " 0A
X35:22 Output vibration pump for extension plate permissible current range: approx. 0..0,6 A
PWM current output (max. 4 A) Vibration pump active " 0,0..2,0 A
Vibration pump not active " 0A
X35:23 Voltage supply for sensors Nominal voltage = 8,5 V
This output supplies steering angle sensor and steering unit. Permissible range: approx. 7,65..9,35 V
Without this voltage the control cannot work correctly and will switch to This voltage must be measured against AGND.
override mode (emergency function).
X35:24 Output Backup alarm Backup alarm inactive " 0V
Digital output (max. 2.5 A) Backup alarm active "approx.12 V
X35:25 Not used ---
X35:26 Interface CAN-Bus 1 Wire -, is used for communication with the
MESX, the data collector, the LC-Display and the BOP.
MEASUREMENT NOT POSSIBLE!
X35:27 Interface CAN-Bus 1 Wire +, is used for communication with the
MESX, the data collector, the LC-Display and the BOP.
X35:28 Input potential terminal 15 Control switched on "approx.12 V
Digital input active high Control switched off "approx.2 V
This signal must be present, so that the control can work.
X35:29 Input steering angle sensor Position steering angle sensor (measured against AGND)
Analogue input / voltage input 0..8.5 V right hand stop " 0,50..1,00 V

Author: Seis/ TE

straight ahead / neutral / middle " .. V
left hand stop " 6,80..8,70 V
X35:30 Input longitudinal inclination of machine Inclination of machine (measured against AGND)
Analogue input / voltage input 0..8.5 V -45° axle at top " 0,50..2,49 V
Neutral position " 2,50 V
maximum down " 2,51..4,50 V
X35:31 Input hydraulic pressure travel pump circuit 0 bar " approx.4 mA
Analogue input (current input 4mA..20mA) from pressure sensor on 600 bar " approx.20 mA
travel pump
X35:32 Not used ---
X35:33 Interface CAN-Bus 2 Wire -, is used for communication with travel
lever and engine EMR.
X35:34 Input drum speed Signal changes between approx. 0V and 12V, when machine is driving.
Frequency input (0....7,5kHz) Frequency with travel speed m/min
Machine type:
Machine type:
Machine type:
X35:35 Input vibration motor Frequency at vibration frequency in Hz
Frequency input (0....2,0kHz) Machine type:
Vib. frequency XX Hz "approx.XX Hz
Machine type:
Machine type:
X35:36 Input vibration motor sense of rotation Sense of rotation forward "approx.12 V
(currently not used) Sense of rotation reverse "approx.2 V

Author: Seis/ TE

Digital input active high
X35:37 Input drum sense of rotation Sense of rotation forward "approx.12 V
Digital input active high Sense of rotation reverse "approx.2 V
X35:38 Input axle sense of rotation Sense of rotation forward "approx.12 V
Digital input active high Sense of rotation reverse "approx.2 V
X35:39 Not used ---
X35:40 Input steering sensor (S2/A) Signal changes between approx. 0V and 12V, when steering wheel is
X35:41 Input steering sensor (S2/B) Signal changes between approx. 0V and 12V, when steering wheel is
X35:42 Output emergency steering Emergency steering active "approx.12 V
Emergency steering inactive " 0V
X35:43 Not used ---
X35:44 Not used ---
X35:45 Not used ---
X35:46 Output drum drive motor permissible current range: approx. 0..0,6 A
PWM current output (max. 4 A) Drum drive motor active " 0,0..2,0 A
Drum drive motor not active " 0A
X35:47 Output axle drive motor permissible current range: approx. 0..0,6 A
PWM current output (max. 4 A) Axle motor active " 0,0..2,0 A
Axle motor not active " 0A
X35:48 Output vibration pump permissible current range: approx. 0..0,6 A
PWM current output (max. 4 A) Axle motor active " 0,0..2,0 A
Axle motor not active " 0A
X35:49 Output travel pump forward Travel forward active " 0,0..2,0 A
PWM current output (max. 4 A) Travel forward inactive " 0A
Sauer components with EDC

Travel forward active " 18..80 mA
Travel forward inactive " 0 mA
X35:50 Not used ---
X35:51 Not used ---
X35:52 Not used ---

Author: Seis/ TE

X35:53 Interface CAN-Bus 2 Wire +, is used for communication with travel
lever and engine EMR.
X35:54 Voltage supply for electronics (permanent voltage) Control running "approx.12 V
Control not running " 0V
X35:55 Ground connection electronics 0 V (measured against ground)
X35:56 Voltage supply for outputs (permanent voltage) approx. 12 V (measured against ground)
X35:61 Output brake Open brake "approx.12 V
Digital output (max. 4 A) Close brake " 0V
X35:62 Output blower coupling stage 2 (currently not used) Active "approx.12 V
Digital output (max. 4 A) Inactive " 0V
X35:63 Output blower coupling stage 3 (currently not used) Active "approx.12 V
Digital output (max. 4 A) Inactive " 0V
X35:64 Output travel pumps reverse Travel forward active " 0,0..2,0 A
PWM current output (max. 4 A) Travel forward inactive " 0A
Sauer components with EDC

Travel forward active " 18..80 mA
Travel forward inactive " 0 mA
X35:65 Test connection Baby Boards approx. 0 V

Author: Seis/ TE
Service training WZ – 4 Description of signals on the data collector
6 Description of signals on the data collector

Notes:
Wherever the value of 12 V is mentioned in the following text it refers to the current battery voltage
PIN data Signal description Nominal values (voltage / current)

collector
X26:1 Input direction indicator right Direction indicator right active "approx.12 V
Digital input active high Direction indicator left active " 0V
X26:2 Input direction indicator left Direction indicator left active "approx.12 V
Digital input active high Direction indicator left active " 0V
X26:3 Input engine running (D+) Engine running "approx.12 V
Digital input active high Engine not running " 0V
X26:4 Not used ---
X26:5 Input differential pressure hydraulic oil filter Filter clogged " 0V
Digital input active low Filter OK " ?V
X26:6 Not used ---
X26:7 Input air conditioning Air conditioning on "approx.12 V
Digital input active high Air conditioning off " 0V
X26:8 Input engine air filter Filter clogged " 0V
Digital input active low Filter OK " ?V
X26:9 Input background illumination Illumination on "approx.12 V
Digital input active high Illumination off " 0V
X26:10 Input coolant level Coolant level too low " 0V
Digital input active low Coolant level sufficient " ?V
X26:11 Not used ---
X26:12 Ground connection 0V (measured against ground)
X27:1 Not used
X27:2 Input fuel level The voltage signals change with the fuel level in the diesel tank
Analog input Fuel tank empty " ?? V
Fuel tank full " ?? V
X27:3 Not used ---
X27:4 Voltage supply for monitoring of the water separation (PIN X27:9) Voltage supply O.K. "approx.12 V
Status: 19.10.04 Description of signals on the data collector Page 23 of 46

Author: Seis/ TE
Service training WZ – 4 Description of signals on the data collector
PIN data Signal description Nominal values (voltage / current)

collector
No voltage supply " 0V
X27:6 Interface CAN-Bus 1 Wire +, is used for communication with the Measurement not possible!
MESX, the ESX, the LC-Display and the BOP.
X27:7 Interface CAN-Bus 1 Wire -, is used for communication with the Measurement not possible!
MESX, the ESX, the LC-Display and the BOP.
X27:8 Voltage supply (permanent voltage) Control running "approx.12 V
Control not running " 0V
X27:9 Input water separation If a sufficient amount of water has been separated a low current flows
Current input through the contacts and the water in the separator bowl. This current is
evaluated in this input.
No water separated " I= 0A
Water separated " I∗ 0,03mA
X27:10 Not used ---
X27:11 Not used ---
X27:12 Not used ---
Status: 19.10.04 Description of signals on the data collector Page 24 of 46

Author: Seis/ TE
Service training WZ – 4 Description of signals on the travel lever
7 Description of signals on the travel lever

Notes:
PIN Travel Signal description Nominal values (voltage / current)

lever
X23:1 Voltage supply (permanent voltage) Electronics working "approx.12 V
Electronics not working " 0V
X23:3 Output BTS brake Brake opens "approx.12 V
Digital output (max. 4 A) Brake closing " 0V
X23:4 Output BTS (not used)
Digital output (max. 4 A)
X23:5 Output voltage supply for additional analog evaluations Nominal voltage = approx. 5,0 V
This output supplies the 24-stage travel speed range switch. Without Permissible range: approx. 4,8..5,2 V
this voltage no additional analogue switches can be connected to the This voltage must be measured against AGND.
travel lever and evaluated.
X23:6 Interface CAN-Bus 2 Wire +, is used for communication with the ESX Measurement not possible!
and the engine EMR.
X23:7 Interface CAN-Bus 2 Wire -, is used for communication with the ESX Measurement not possible!
and the engine EMR.
X23:8 AGND = Analogue ground: Ground potential for additional analog approx. 0 V measured against ground (terminal 31)
evaluation
Relation to PIN X23:5
X23:9 Node address addressing 1 Connection to machine ground (0V)
X23:10 Node address addressing 2 Connection to machine ground (0V)
X23:11 Input travel speed range switch The voltage signal changes with the adjusted travel range
Analog input Travel stage min. " ?? V
Travel stage max. " ?? V
X23:12 Not used ---
X24:1 Not used ---
X24:2 Input high amplitude High amplitude active "approx.12 V
Status: 19.10.04 Description of signals on the travel lever Page 25 of 46

Author: Seis/ TE
Service training WZ – 4 Description of signals on the travel lever
PIN Travel Signal description Nominal values (voltage / current)

lever
Digital input active high High amplitude inactive " 0V
X24:3 Input low amplitude Low amplitude active "approx.12 V
Digital input active high Low amplitude inactive " 0V
X24:4 Not used ---
X24:5 Not used ---
X24:6 Input left hand armrest (not yet realized) ---
Digital input active high
X24:7 Output voltage supply for additional digital evaluations Voltage supply active "approx.12 V
This output supplies the amplitude pre-selection switch. Without this Voltage supply inactive " 0V
voltage no additional digital switches can be connected to the travel
lever and evaluated.
X24:8 Output voltage supply ground potential 0V (measured against ground)
This output in connection with PIN X24:7 enables the control of
additional components (relay, displays etc.)
Status: 19.10.04 Description of signals on the travel lever Page 26 of 46

Author: Seis/ TE
Service training WZ – 4 Description of signals on the LC - Display
8 Description of signals on the LC - Display

Notes:
PIN Display Signal description Nominal values (voltage / current)

X28:1 Voltage supply (permanent voltage "ignition on") Electronics working "approx.12 V
X28:3 Interface CAN-Bus 1 Wire +, is used for communication with the Measurement not possible!
MESX, the ESX, the data collector and the BOP.
X28:4 Interface CAN-Bus 1 Wire -, is used for communication with the Measurement not possible!
MESX, the ESX, the data collector and the BOP.
X28:5 Voltage supply (permanent voltage "Battery +" for RTC) Electronics working "approx.12 V
X28:6 Not used ---
X29:1 Input frequency adjustment lower Adjustment active "approx.12 V
Digital input active high Adjustment inactive " 0V
X29:2 Input frequency adjustment higher Adjustment active "approx.12 V
Digital input active high Adjustment inactive " 0V
X29:3 Input engine speed high idle High idle active "approx.12 V
Digital input active high High idle inactive " 0V
X29:4 Input engine speed low idle Low idle active "approx.12 V
Digital input active high Low idle inactive " 0V
X29:5 Not used ---
X29:6 Not used ---
X29:7 Output voltage supply for additional digital evaluations Voltage supply active "approx.12 V
This output supplies the engine speed switch and the switch for Voltage supply inactive " 0V
frequency adjustment. Without this voltage no additional digital
switches can be connected to the LCD and evaluated.
X29:8 Not used ---
Status: 19.10.04 Description of signals on the LC - Display Page 27 of 46

Author: Seis/ TE
Service training WZ - 4 Description of signals on the DIOS module
9 Description of signals on the DIOS module (only with optional extension plates)
DIOS terminal Signal description Nominal values (voltage / current)

X0:1 Interface CAN-Bus 1 Wire +, is used to communicate with the ESX- Measurement not possible!
control.
X0:2 Interface CAN-Bus 1 Wire -, is used to communicate with the ESX- Measurement not possible!
control.
X0:3 Voltage supply for electronics Ignition ON: "approx.12 V
Ignition OFF: " 0V
X0:4 Input Proximity switch plates middle Plates in middle position "approx.12 V
Digital input active high Plate outside middle position " 0V
X0:5 Output plates up Lifting active "approx.12 V
Digital output (max. 4 A) Lifting inactive " 0V
X0:6 Output plates down Lowering active "approx.12 V
Digital output (max. 4 A) Lowering inactive " 0V
X0:7 Output plate left Offset left active "approx.12 V
Digital output (max. 4 A) Offset left inactive " 0V
X0:8 Output plate right Offset right active "approx.12 V
Digital output (max. 4 A) Offset right inactive " 0V
X0:9 Voltage supply for outputs Ignition ON: "approx.12 V
Ignition OFF: " 0V
X0:10 Voltage supply for outputs Ignition ON: "approx.12 V
Ignition OFF: " 0V
X0:11 Ground connection 0 V measured against ground
X0:12 Input proximity switch plates middle Plates at top lift point "approx.12 V
Digital input active high Plates lowered " 0V
X0:13 Output plates floating position Float position active "approx.12 V
Digital output (max. 4 A) Lifting inactive " 0V
X0:14 Output plates priority Priority active "approx.12 V
Digital output (max. 4 A) Priority inactive " 0V
X0:15 Not used ---
X0:16 Not used ---
Status: 19.10.04 Description of signals on the DIOS module Page 28 of 46

Author: Seis / TE
Service training Fault codes on the ESX control
10 Fault codes of the ESX control
10.1 Overview
Fault code Fault description

0000 - General faults / warnings / machine tests
0999
1000 - Fault in travel system
1999
2000 - Fault in steering system
2499
2500 - Fault in remote control
2999
3000 - Fault of work functions (vibration, rotor, dozer blade, chip
4499 spreader)
4500 - Fault in measuring systems
4999
5000 - Fault diesel engine
5499
5500 - Fault hydraulic system
5999
6000 - Fault anti-theft warning system, locating system, access system,
6999 time calculation, etc.
7000 - Input of machine codes
7499
7500 - Input of measuring technology codes
7899
7900 - Operating hours, load spectrum, etc.
7999
8000 - Severe software fault
8999
9000 - Fault of external I/O-nodes (joystick, data collector, Dios-module,
9999 LCD-display, etc.)
Status: 19.10.04 Fault codes on the ESX control Page 29 of 46

Author: Seis / TE
Service training WZ – 4 Description of control input codes
10.2 Description of fault reactions

Fault reaction Description of fault reaction
1 Warning.
Fault code is displayed.
2 Warning.
Audible signal
3 Function affected, the faulty function is replaced by an emergency function.

Audible signal
4 Partial function faulty, the partial function cannot be overridden by an emergency function.
The machine is stopped if this fault occurs.
The machine can still be driven to a limited extent, but must be repaired by the service department as soon as possible.
Audible signal
5 Partial function faulty, the partial function cannot be overridden by an emergency function.
The machine is no longer able to drive, e.g. because parts of the travel system are defective " the diesel engine is shut
down.
Audible signal
6 Fatal fault. The function of the control can no longer be guaranteed.

Control is switched off.
The fault code is displayed, the signal light in the monitoring board is permanently on.
No audible signal!
Note: Faults with fault reaction 1 and 2 are only warnings and are NOT stored in the error log!
Status: 19.10.04 Description of control input codes Page 30 of 46

Author: Seis / TE
10.3 Detailed description of fault codes and their possible causes
Fault Fault description Possible causes Terminal Assignment Input Fault

Code on ESX DH-4 BVC-4 code for reaction
diagnose
500 Warning "Driving against brake“ A corresponding input code was entered X
The function "Driving against brake“ is activated
502 Warning "Simulated engine run" A corresponding input code was entered X
The function "sumulated engine run" is active
504 Warning "Anti-Slip Control (ASC) deactivated" A corresponding input code was entered X
The function "Anti-Slup Control (ASC)" is deactivated
507 Warning "Drum drive deactivated" A corresponding input code was entered X
The test mode "drum drive deactivated" was activated.
508 Warning "Axle drive deactivated" A corresponding input code was entered X
The test mode "axle drive deactivated" was activated.
560 Fault "Overvoltage 8,5V" Connection of the voltage level to operating voltage, another X
The voltage level of 8,5V range is exceeded in an voltage potential or control defective
unacceptable way
(see signal description)
561 Fault "Undervoltage 8,5V" Connection of the voltage level to ground, another voltage X
The voltage level of 8,5V range is fallen short of in an potential or control defective
unacceptable way
(see signal description)
562 Fault "Voltage override relay" X
The voltage level of the 8,5V range is...
1001 Fault brake valve The connecting line from the output of the control to the control X X
The required control power cannot be transmitted to the solenoid is interrupted, or
control solenoid. the proportional solenoid is defective
1002 Fault brake valve Cable breakage in ground line, or X X
Signal outside the valid range (see signal description) the connecting cable valve / ground connection has come loose
1003 Fault brake valve Cable breakage in supply line, or X X
Signal outside the valid range (see signal description) the connecting cable valve / supply has come loose
1004 Fault BTS brake / travel lever Hardware defect on travel lever X X
Overheating of the BTS has the effect that the travel lever
brake position is not recognized correctly

Author: Seis / TE

diagnose
1005 Fault BTS brake / plausibility Hardware defect of travel lever, input X35:17 has not the same X35:17 X X
Plausibility conflict when evaluating X- and Y-axes of the voltage as the BTS
travel lever to the brake contact signal
1040 Fault travel range switch "ground connection" Cable breakage in ground line, or X X
Signal outside the valid range (see signal description) the connecting cable switch / ground connection has come
loose
1041 Fault travel range switch "supply connection" Cable breakage in supply line, or X X
Signal outside the valid range (see signal description) the connecting cable switch / supply has come loose
1042 Fault travel range switch Increased transition resistance values on contacts may have led X X
Signal outside the valid range (see signal description) to a falsification of the signal.
The switch needs to be replaced
1070 Fault output "travel pump forward" The connecting line from the output of the control to the X X
The required control power cannot be transmitted to the proportional solenoid is interrupted, or the proportional solenoid
proportional solenoid. is defective
1071 Fault of current regulator forward X X
1072 Fault of current regulator forward X X
1073 Fault output "travel pump forward" Short circuit in the connecting line (control to prop valve) to X X
Supply voltage UB applied at the output to the proportional supply voltage
valve.
1074 Fault when teaching surge current forward Machine is mechanically blocked
Bypass valves in travel system are deadjusted
1080 Fault output "travel pump reverse" The connecting line from the output of the control to the X X
1081 Fault of current regulator reverse X X
1082 Fault of current regulator reverse X X
1083 Fault output "travel pump reverse" Short circuit in the connecting line (control to prop valve) to X X
valve.
1084 Fault when teaching surge current reverse Machine is mechanically blocked
Bypass valves in travel system are deadjusted
1088 Informative message! Surge currents of travel pump Function "Learning of pump surge currents" for travel pump not X X Note
NOT YET learned. See 3.6 yet executed.
-> New machine/control change
1100 Fault output "front travel motor" The connecting line from the output of the control to the X X
1105 Fault front travel motor "speed sensor" Check connecting lines and plugs to the wheel speed sensor or X X

Author: Seis / TE

diagnose
Faulty or non-existent signal "frequency" Replace the speed sensor, if necessary
1106 Fault front travel motor "speed sensor" Check connecting lines and plugs to the wheel speed sensor or X X
Faulty or non-existent signal "direction" replace the speed sensor, if necessary
1107 Fault output "front travel motor" Short circuit in the connecting line (control to prop valve) to X X
valve.
1110 Fault output "rear travel motor" The connecting line from the output of the control to the X X
1115 Fault rear travel motor "speed sensor" Check connecting lines and plugs to the wheel speed sensor or X X
Faulty or non-existent signal "frequency" replace the speed sensor, if necessary
1116 Fault rear travel motor "speed sensor" Check connecting lines and plugs to the wheel speed sensor or X X
Faulty or non-existent signal "direction" replace the speed sensor, if necessary
1117 Fault output "rear travel motor" Short circuit in the connecting line (control to prop valve) to X X
valve.
1140 Fault pressure switch travel system "signal" The connecting line from the output of the control to the X X
The current signal is not transmitted (see signal pressure sensor is interrupted, or
specification) The pressure sensor is defective
1141 Fault pressure switch travel system "signal range" The pressure sensor is defective X X
The current signal is outside the permissible range (see
signal specification)
1142 Fault pressure switch travel system "no pressure" No pressure connection on sensor, of X X
The current signal indicates that no permanent travel supply line clogged or
pressure is built up. no travel pressure is built up
1145 Fault inclination sensor "supply connection" Cable breakage in supply line, or X X
Signal outside the valid range (see signal description) the connecting cable sensor / voltage supply has come loose
1146 Fault inclination sensor "ground connection" Cable breakage in ground line, or X X
Signal outside the valid range (see signal description) the connecting cable sensor / ground connection has come
loose
1300 Seat contact switch not occupied Cable breakage in signal line, or X X

Author: Seis / TE

diagnose
driver's seat not occupied (driver not seated!)
1500 Warning "dangerous situation ASC" X X
2060 Fault output "steering valve right" The connecting line from the output of the control to the X
The required control power cannot be transmitted to the proportional solenoid is interrupted, or
proportional solenoid. the proportional solenoid is defective
2061 Fault output "steering valve left" The connecting line from the output of the control to the X
proportional solenoid. the proportional solenoid is defective
2065 Fault learning the surge current right hand valve Drum was not moved, maximum current reached, steering is
blocked (e.g. articulation lock applied)
2066 Fault learning the surge current left hand valve Drum was not moved, maximum current reached, steering is
blocked (e.g. articulation lock applied)
2068 Informative message! Surge currents of steering pump Function "Learning of pump surge currents" for steering pump (X) Note
NOT YET learned. See 3.7 not yet executed.
(Only machines with electric steering) -> New machine/control change
2170 Fault steering wheel "change of direction" Wiring fault or steering sensor in left hand arm rest defective X
2171 Fault steering wheel "impulse coverage" Steering sensor in left hand arm rest defective. X
Measuring value of sensor 1 and 2 difference too strong
2172 Fault steering wheel "sensor 1 pulse range" Check connecting line to steering sensor – sensor 1, X
The detected steering pulses on steering sensor 1 are if necessary change the steering sensor in the left hand arm rest
outside the valid range (see signal description)
2173 Fault steering sensor "sensor 2 pulse range" Check the connecting lines to the steering sensor – sensor 2, or X
The detected steering pulses on steering sensor 2 are replace the steering sensor in the left hand arm rest.
outside the valid range (see signal description)
2174 Fault steering wheel "sensor 1" Steering sensor in left hand arm rest defective. X
2175 Fault steering wheel "sensor 2" Steering sensor in left hand arm rest defective. X
2176 Fault steering wheel "sensor 1 cable damage" Check the connecting lines to the steering sensor – sensor 1, or X
replace the steering sensor in the left hand arm rest.
2177 Fault steering wheel "sensor 2 cable damage" Check the connecting lines to the steering sensor – sensor 2, or X
replace the steering sensor in the left hand arm rest.
2190 Fault steering "steering angle sensor... initialization" Steering angle sensor on articulated joint defective X
Fault when initializing the steering angle sensor
2191 Fault steering "steering angle sensor—ADC" Steering angle sensor on articulated joint defective X
2192 Fault steering "steering angle sensor—cable damage Voltage supply line to steering angle sensor interrupted or X
supply" Steering angle sensor on articulated joint defective
2193 Fault steering "steering angle sensor—cable damage Ground supply line to steering angle sensor interrupted or X
ground" Steering angle sensor on articulated joint defective

Author: Seis / TE

diagnose
2198 Informative message! Steering stops of the electric Function "Learning of steering stops" for electric steering not yet (X) Note
steering NOT YET learned. See 3.8 executed.
(Only machines with electric steering) -> New machine/control change
2300 Fault "driver's seat armrest lifted" Arm rest is raised or magnetic switch under left hand arm rest X
defective
2301 Fault "driver's seat armrest" Cable breakage in signal line, or X
Signal outside the valid range (see signal description) magnetic switch under left hand arm rest defective
2302 Fault "driver's seat armrest cable damage supply" Voltage supply line to magnetic switch interrupted or X
magnetic switch under left hand arm rest defective
2303 Fault "driver's seat armrest cable damage ground" Ground supply line to magnet switch interrupted or X
magnetic switch under left hand arm rest defective
3000 Fault vibration sensor "no signal" Check connecting lines and plugs to the vibration sensor or X X
The sensor in the vibration motor does not detect any replace the sensor in the vibration motor, if necessary
pulses.
3001 Fault vibration pump "valve for low amplitude" The connecting line from the output of the control to the X X
proportional solenoid. the proportional solenoid is defective, or
the change-over relay / bridge is missing
3002 Fault vib. pump valve low amplitude "hysteresis" X X
The...
3003 Fault vib. pump valve low amplitude "current range" Fault in connecting line or connection to another potential (e.g.: X X
The current signal is outside the permissible range (see operating voltage)
3004 Fault vibration pump "valve for high amplitude" The connecting line from the output of the control to the X
proportional solenoid. the proportional solenoid is defective, or
the change-over relay / bridge is missing
3005 Fault vib. pump valve high amplitude "hysteresis" X
The...
3006 Fault vib. pump valve high amplitude "current range" Fault in connecting line or connection to another potential (e.g.: X
The current signal is outside the permissible range (see operating voltage)
5024 Fault diesel engine warning "coolant filling level" Coolant level too low or sensor defective X X
5025 Fault diesel engine shut-down "coolant filling level" Coolant level too low or sensor defective X X
5026 Fault diesel engine warning "air filter" Air filter soiled or sensor defective X X
5027 Fault diesel engine shut-down "air filter" Air filter soiled or sensor defective X X

Author: Seis / TE

diagnose
5028 Warning water separator Water or other dirt in fuel filter X X
5029 Shut-down caused by water separator Water or other dirt in fuel filter X X
5100 Fault diesel engine EMR "warning lamp" Collective warning X X

" see other fault codes for exact fault diagnose
5101 Fault diesel engine EMR "red stop light" Collective fault engine shut-down X X
" see other fault codes for exact fault diagnose
5110 Fault diesel engine EMR "nominal speed value" " CAN connection between ESX and EMR interrupted X X
" CAN connection has short circuit to ground, to +12 V or
connection between CAN+ and CAN-.
" ESX without voltage supply
" Voltage of on-board battery too low
5112 Fault diesel engine EMR "oil pressure" " Engine oil pressure too low X X
5113 Fault diesel engine EMR "charge air pressure" " Charge air pressure too low X X
5114 Fault diesel engine EMR "temperature intake pipe" " Charge air temperature too high X X
5116 Fault diesel engine EMR "coolant temperature" " Coolant temperature too high X X
5117 Fault diesel engine EMR "fuel temperature" " Fuel temperature too high X X
5118 Fault diesel engine EMR "engine speed" " Speed sensor 1 or 2 defective X X
" Connection between EMR and speed sensor 1 or 2
interrupted
5122 Fault diesel engine EMR "nominal speed value" " CAN connection between ESX and EMR interrupted
" CAN connection has short circuit to ground, to +12 V or
connection between CAN+ and CAN-.
" ESX without voltage supply
" Voltage of on-board battery too low
5123 Fault CAN communication " CAN communication between EMR and ESX X X
5130 Fault diesel engine EMR "oil pressure sensor" " sensor defective X X
" Wire breakage in current path
" Current path has short circuit to ground
5131 Fault diesel engine EMR "charge air pressure sensor" " sensor defective X X
5132 Fault diesel engine EMR "charge air temperature" " sensor defective X X
5133 Fault diesel engine EMR "coolant temperature sensor" " sensor defective X X

Author: Seis / TE

diagnose
5134 Fault diesel engine EMR "speed sensor" " Speed sensor 1 or 2 defective X X
5140 Fault diesel engine EMR "unknown fault" Fault diagnose only with DEUTZ diagnose tool (SERDIA) X X
5502 Fault warning "hydraulic oil filter" Hydraulic oil filter soiled or sensor defective X X
5503 Fault shut down "hydraulic oil filter" Hydraulic oil filter soiled or sensor defective X X
5504 Fault warning "oil temperature" Hydraulic oil temperature too high or sensor defective X X
5005 Fault shut down "oil temperature" Hydraulic oil temperature too high or sensor defective X X
7011 Fault warning "change of machine type" Only change the machine type after appropriate measures have X X
This warning appears when the machine type has been been applied; e.g. conversion from D to PD (different rolling
changed. circumference of drum)
7012 Fault "conflict machine type" The machine type was changed in a way that the type X X
This fault message is displayed if the set machines do not parameters no longer comply with the basic parameters → enter
comply with the basic parameters of the machine. the correct machine code or a basic parameter of the machine
was changed (e.g. a different axle)

Author: Seis / TE
11 Input codes for ESX control
11.1 General
Input code Description of display function Display values

0500 Activation of function "Driving against closed brake" 500 and brake control light stays on when shifting the travel
lever out of the neutral gate
0501 Deactivation of function "Driving against closed brake" O K for 3sec. then back to 0000
0555 Display of "software version" e.g.: „109" for software version 1.09
0700 Activation of function "Show stored faults" Fault codes are successively displayed
0701 Deactivation of function "Show stored faults" 0000
0710 Delete stored faults once the error log is deleted the display will return to 0000
0720 Display of "machine code" The machine code is displayed (72xx) (see chapter 3.6)
11.2 Brake

1001 Display of output voltage on output of control "brake valve" Display in V (e.g. 126 corresponds with 12,6V)

Author: Seis / TE
11.3 Travel lever / driving

1025 Display "travel lever direction" 100 = forward
0 = neutral
1 = reverse
1026 Display "movement direction" 0 = neutral
1 = forward
2 = reverse
1027 Display "travel lever enable" 1
1040 Display "speed range / gear" The display shows the travel range switch position from 1...24
1041 Display "voltage value for speed range / gear" Stages 0...4 = 4
Stages 5...9 = 3
Stages 10...14 = 2
Stages 15...19 = 1
Stages 20...24 = 0
1042 Display "voltage value for speed range / gear standardized" Stage 1 ≈ 956 Stage 2 ≈ 916 Stage 3 ≈ 875
Stage 4 ≈ 835 Stage 5 ≈ 795 Stage 6 ≈ 756
1044 Display "speed range / gear" end value Stage 1 = 417 Stage 2 = 833 Stage 3 = 1'250
Stage 4 = 1'667 Stage 5 = 2'089 Stage 6 = 2'500
1070 Display "nominal current travel pump forward“ 0 – 1200 mA

1071 Display "Actual current travel pump forward“ Display in mA

Author: Seis / TE
1080 Display "nominal current travel pump reverse“ 0 – 1200mA

1081 Display "actual current travel pump reverse“ Display in mA
1090 Activates Function "detect surge currents in travel system see chapter "Teach travel system surge currents"
automatically"
1091 Function "Determine surge current forward" (only vers.1.07 and 1.08) see chapter "Teach travel system surge currents"
1092 Function "Determine surge current reverse" (only vers.1.07 and 1.08) see chapter "Teach travel system surge currents"
1106 Display "speed sensor travel motor front / pulses" Counts the pulses up to 99'999 and then starts at 0 again
1107 Display "speed sensor travel motor front / direction signal" 2 = forward
1 = standstill and reverse
1108 Display "sense of rotation front drive" 1 = forward
0 = standstill
2 = reverse
1116 Display "speed sensor travel motor rear / pulses" Counts the pulses up to 99'999 and then starts at 0 again
1117 Display "speed sensor travel motor rear / direction signal" 2 = forward
1 = standstill and reverse
1118 display "sense of rotation rear drive" 1 = forward
0 = standstill
2 = reverse
1140 Display "travel pressure" Display in bar
1145 Display "inclination sensor" standardized Inclination display as standardized value (65540 → 0%)
1146 Display "inclination sensor" sensor input voltage Display in mV
0% ≅ 2550mV
1147 Display "inclination sensor" standardized sensor voltage Inclination display in mV
1148 Display "inclination sensor" initialization 1 corresponds with OK

Author: Seis / TE
11.4 Steering
1300 Function status arm rest contact 1= arm rest up; 2=arm rest down
1301 Voltage of arm rest contact Display in mV
1302 Travel operation status by arm rest contact 1=travel enabled; 2= travel disabled
2000 activates Function "teach steering start current" see chapter "Determine steering system surge currents"
2001 Function "teach steering start current" see chapter "Determine steering system surge currents"
2010 activates Function "teach steering potentiometer limits" see chapter "Determine steering system end stops"
2011 Deactivates Function "teach steering potentiometer limits" 0000
2012 Function "teach steering potentiometer right hand limit" see chapter "Determine steering system end stops"
2013 Function "teach steering potentiometer left hand limit" see chapter "Determine steering system end stops"
2060 Activates function „Change steering unit“ see chapter "Changing the steering unit“
2061 Activation of electric steering unit see chapter 3.6
2062 Activation of hydraulic steering unit see chapter "Changing the steering unit“
2100 Display "Nominal current value steering valve right“ 0 – 1200mA

2101 Display "Actual current value steering valve left“ Display in mA
2102 Display "Nominal current value steering valve left“ 0 – 1200mA
2103 Display "Actual current value steering valve left“ Display in mA
2110 Display of voltage value from steering angle sensor on articulated joint 0...8,5VDC
2112 Steering angle actual position -1000...0...1000
2120 Steering angle nominal position -1000...0...1000
2130 Steering wheel sensor 1 track 1 absolute pulses Number of total pulses
2132
2133 Steering wheel sensor 1 direction 1=steering wheel steers to the right; 2=steering wheel steers to
the left
2142
2143 Steering wheel sensor 2 direction 1=steering wheel steers to the right; 2=steering wheel steers to

Author: Seis / TE

the left
11.5 Vibration
3000 Display "switch vibration mode" Off = 0
On = 1
3001 Display "Status of vibration relay" 0 = Relay K43 not switched
1= Relay K43 switched
3002 Display "Vibration pump valve current" Display value = mA
The actual pump current is displayed.
11.6 Engine
5024 Display "Status engine coolant level" 0= coolant level OK; 1= coolant level too low
5026 Display "Status engine air filter" 0= air filter OK; 1= air filter soiled
5028 Display "Status water separator" 0= water separator OK; 1= water or dirt in fuel filter
11.7 Hydraulics
5002 Display "Status hydraulic oil – filter" 0= hydraulic oil filter OK; 1= hydraulic oil filter soiled
11.8 Changing the machine code

7010 Change "machine code" see chapter "Changing the machine code“

Author: Seis / TE
Service training WZ – 4
12 Terminology in connection with ESX

Short circuit
A direct, unwanted connection between two different cables or between machine and cables.
Examples:
Two lines rub against each other until the insulation has worn off.
A conductive line rubs off the insulation at the vehicle ground.
Wire breakage
This generally means that a connection is interrupted. Possible reasons may be:
Line:
• torn (not necessarily visible from outside)
• rubbed through
• chafed mostly in connection with a short circuit to ground
Terminal, cable lug

• loosened, slipped off
• broken off,
• corroded,
• socket / plug faulty
Status: 19.10.04 General terminology Page 43 of 46

Author: Seis / TE
Short circuit to ground

Line, terminal has direct connection to vehicle ground, often in connection with wire breakage
Digital
There are only two permissible states, e.g. switched on or off; lamp on / off; current flows /
does not flow; valve open / closed (black-white valve)
Analogue
In contrast to Digital many conditions are permitted within a certain range. For instance room
temperature 0° to 40°; current 4mA to 20mA; voltage 0V to 8,5V; resistance 100 Ω to 300 Ω;
valve 0% to 100% opened (proportional valve)

Author: Seis / TE
Control
Controlling describes the process during which an input value influences a distance (the
value to be controlled), following a fixed command. For this purpose all possible interfering
factors (e.g. temperature, humidity ...) must be known.
Closed loop control

Closed loop control is a process during which a value, the closed loop control value (e.g.
pressure), is continually measured and compared with a nominal value (guide value). The
result of this comparison will affect the closed loop control value, thereby adapting the closed
loop control value to the guide value.
This sequence occurs in a closed circuit, the co-called closed loop control circuit.
Marking Closed loop control Control

Operating path: closed open
(closed loop control circuit) (control chain)
Measurement and Value to be adjusted is Values to be controlled
comparison of value to measured and compared. are not measured and
be adjusted: compared.
Reaction to faults Counteracts to all faults Does not respond to
(generally): targeting the system to be unknown faults
controlled.
Technical expense: Low expense: High expense if many
Measurement of the value to faults have to be
be controlled, comparison of considered, low expense
nominal and actual value, if not faults occur.
power amplification
Performance in For unstable systems closed In unstable systems
unstable systems loop controls must be used. controls cannot be used.

Author: Seis / TE
Current and voltage measurement
Ohm’s law:
U =R∗I
U = Voltage
R = Resistance U
I = Current
I=
R
U
R=
I
Plausibility check
The control (ESX) runs a plausibility check on all inputs. This means the control checks
permanently whether certain state combinations are permitted; e.g. travel lever position
forward and reverse will cause an fault message, because this condition is normally not
possible.
GND - AGND
Besides the "normal" battery ground (terminal 31) in the vehicle there is an additional
analogue ground, which is only to be used for sensors. (see description of the signals on the
ESX-control)
PWM – digital output

Certain outputs on the ESX are designed as so-called PWM – digital outputs. This means
that these outputs are special current outputs. Here it is possible to measure a current, but
no voltage. These outputs are used to trigger proportional valves.

Author: Seis / TE
Inhaltsverzeichnis: BW177..226DH−4
table of contents:
Blatt Nr.: Zeichnungsnummer
Funktionsgruppe function unit
sheet no.: drawing − no.
001 582 700 95 Stromlaufplan Circuit Diagram
002 582 700 95 Versorgung, Starten, Hupe supply, starting unit, signal horn
003 582 700 95 Motor Deutz EMR II engine Deutz EMR II
004 582 700 95 Fahrantrieb, Neigungssensor, Sitzkontakt driving system, slope sensor, seat contakt switch
005 582 700 95 Datensammler, LC−Display data−collector, LC−display
006 582 700 95 Lenkung, Vibration steering, vibration
007 582 700 95 Fahrhebel, Vibrationsplatten joystick, vibration−plates
008 582 700 95 Variocontrol, Messtechnik Variocontrol, measurement equipm.
009 582 700 95 Bomag Compaction Management BCM Bomag Compaction Management BCM
010 582 700 95 Beleuchtung und StvZO illumination and StvZO
011 582 700 95 Kabinenausrüstung, Beleuchtung, Radio, Tachograph cabin−equipment, headlights, radio, tachograph
012 582 700 95 Kabinenheizung, Klimaanlage, Zusatzheizung cabin−heater, air conditioning, add. heater
101 582 700 95 Bauteilliste component listing
28.06.2004
Seis Stromlaufplan 001 001 582 700 95
28.06.2004 circuit diagram
Werner 001
30
K11
2:10
87
K30 11:1
30 4:1 K11:87 5:1
X1:15E X1:16E X1:27E X1:28E X1:30E
X1:9
X1:10
F13 1 F05 1 F95 1 F23 1 F39 1
30A 15A 15A 15A 15A
2 2 2 2 2
X1:15A X1:16A X1:27A X1:28A
X1:30A
6:17
X36:B
X36:A
4:9
X37:A X1:151
30 21 11 31 41 51 61
S00 S01 X3:3

22 12 32 42 52 62
2 x 10qmm
Startschalter NOT−Aus
K32:86
starting swwitch 15 54 58 19 17 50a Emerg.−Stop 11:1
X1:152 X1:155
X1:79
Sicherung Heizflansh
S01:22 3:1
X37:B
F05:2
Hauptsicherung
V01 X1:3 X1:4 5:8

heating−flange
K05 30
X34:P
main fuse
2 1 7:3
125mA
5
87 87a
K14 86 30
K61 K61
13 23
3:19 3 2:6 S03
2 2
F48 F00
125A 125A 85 87 87a X1:7 X1:8 Taster Hupe
push button, horn 14 24
only acc.to air conditioning

1 1 D+ 5:2
B+ 2:11 2:6 B+
nur bei Klimaanlage
D+ MESX 8:2
Anzugsw.:50A / Haltew.:10A
G01 G03 X38:A X1:97 X1:98
+ +
− −
X1:1 X1:101 X1:102
X1:109
167A
30 50
1 B+ D+ 86 86 B11 B11
1 K09 K11 1 2 2 1
G02 M01 V02 XS +
R19 S30 M
12V
2 2 1 V03 1 2 −
85 85 −
2
31 EMR 3:5 B− W
X1:110 X1:168 X1:123 X1:103 X1:104
31 31 3:1
Trennschalter Batter 2:8 12:7 2:16 Starter Signalhörer Steckdose

break switch battery starter warning horns socket
Heizflansch Batterie Batterie Generator Nur bei Geländer/ROPS/SD

heating−flange battery battery generator only at hand−rail/ROPS/sun−roof
28.06.2004
1 1 582 700 95
Seis Versorgung, Starten, Hupe
28.06.2004
Werner supply, starting unit, signal horn 002
2:17 S01:22 S01:22 6:1
X1:95
1
K14
Relais Heizflansch
relay heating−flange 2
X1:179 X1:96
X1:185
Steckerschnittstelle Deutz
connector interface Deutz
X33:7
X33:2
X33:3
X33:5
X33:6
X33:1
X33:4
X33:8
max 7A
8−polig PNEUTRON
A48
Motorsteuerung EMR2
X30:14
engine−controller EMR2
X31:21
X31:22
X31:13
X31:11
X31:14
X31:15
X31:24
X31:25
X31:4
X31:9
X31:5
X31:6
X31:3
X31:2
X31:7
X30:10
X30:11
X30:12
X30:13
X31:20
X31:12
X31:10
X31:17
X31:18
X31:19
X31:16
X31:23
X30:1
X30:2
X31:8
X31:1
AGND
AGND
AGND
AGND
AGND
STG−
STG+
K
L
+5V
+5V
CAN low
CAN high
Signal
Signal
Signal
Signal
Ubat −
Signal Druck
Signal Temperatur
X1:180
X1:181
X57:20
X57:21
X57:22
X57:12
X57:13
X57:10
X57:11
X57:14
X57:15
X57:17
X57:18
X57:19
X57:16
X57:23
X57:24
X57:25
CAN2− 4:11
X57:4
X57:9
X57:8
X57:1
X57:6
X1:183
X1:184
ESX Fahrst.
CAN2+ 4:11
RF REF
RF MESS
RF−
1 2 3 1 2 1 2 7 2 6 1 1 4 3 2 1 2
EMR Stellglied
EMR commander
X32:G
X32:H
X32:K
X32:B
X32:A
X32:L
X1:182
B88 B114 B130 Y137 5 B115 B113

X34:N
Diagnosestecker EMR
diagnosis interface EMR
2:4
X1:186
31 EMR
2:20 31 31 4:1
2:2
Motordrehzahlsensor
sender engine rpm 2
Motordrehzahlsensor EMR Kühlmitteltemperatur

sender engine rpm 1 EMR coolant temperature
EMR Motoröldruck Ladeluftdruck + Temp
EMR engine oil pressure charging air pressure + temperature
28.06.2004
1 1 582 700 95
Seis Motor Deutz EMR II
28.06.2004
Werner engine Deutz EMR II 003
2:14 30 30 5:1
F24:2 5:3 X1:2 3:4 CAN2+ CAN2+ 7:6
EMR Deutz Fahrhebel
3:4 CAN2− CAN2− 7:6
X1:145
X1:42 CAN1+ 5:8
31 CAN1− 5:8 LC−Display, OPUS 21
X1:119 X1:120
S01
2:16
120 OHM 120 OHM
X52:1
X52:2
X1:146 32 1 2 1 2
R22 R20
rt sw X1:17E X1:34E
Diagnosestecker Fahrzeug
F67 1 F84 1 X34:G X34:H X34:C X34:D X34:A X34:B diagnosis interface equipment
B112
15A 10A
2 2
Drucksensor Fahrpumpe X1:17A X1:34A
X1:51
X1:52
X1:53
X1:54
X1:47
X1:48
X1:49
X1:50
pressure sensor drive pump
X1:34A
8:2
120 OHM 120 OHM
1 2 1 2
Drucksensor
Elektronik
Leistung
R23 R21
CAN2+
CAN2−
CAN1+
CAN1−
RxD
TxD
A34
X35:31
X35:56
X35:57
X35:59
X35:60
X35:53
X35:33
X35:5
X35:58
X35:27
X35:26
X35:28
X35:54
X35:4
Fahr−Steuerung
driving controller
X35:38
X35:12
X35:37
X35:34
X35:30
X35:15
X35:24
X35:49
X35:64
X35:46
X35:47
X35:55
X35:65
X35:66
X35:67
X35:68
Gehäuse
housing
Neigung
speed
speed
Richtung
Richtung
Achsmotor
Bandagenmotor
Fahrpumpe vorw.
Fahrpumpe rückw.
Rückfahrwarnsum.
Sitzkontakt
X1:45
X1:44
+45_G=4,5V X1:158 X1:114 X1:121 X1:122 X1:143 X1:141

X1:171
X1:173
X1:175
X1:177
X1:176
+ −45_G=0,5V
B57 1V
400 ... 1.200mA
400 ... 1.200mA
400 ... 1.200mA
400 ... 1.200mA

bl
ws
br
ws
br
bl
speed
+ + 0,46A
dir. dir.
B60 B59 2,5V X14:B X9:1
speed
S06 + + X16:1 1 X15:1 1 1 1
− X1:172 −
8:2
4V H14 Y17 Y16 Y30 Y31
sw
sw
DIR MESX −
− 2 2 2 2
X1:124
X1:142
X1:142
X1:143
X1:143
11:6 − S X1:46 X16:2 X15:2
X1:82
SPEED TAC X14:A X9:2
X1:174 8:2 X1:178 X1:55 6:4 8:2 X1:149 X1:117 X1:123 X1:123 X1:144 X1:144
SPEED MESX
PITCH MESX
3:20 31 31 5:1
Sensor Achse Sensor Bandage Neigungssensor Sitzkontaktschalter Prop.−Pumpe Vorw. Prop.−Ventil Bandagenmotor
sender axle sender drum slope sensor switch, seat contact prop.−pump forwards prop.−Valve drum motor
Rückfahrwarnsummer Prop.−Pumpe Rückw. Prop.−Ventil Achsmotor

back up alarm buzzer prop−pump backwards prop.−Valve axle motor
28.06.2004
1 1 582 700 95
Seis Fahrantrieb, Neigungssensor, Sitzkontakt
28.06.2004
Werner driving system, slope sensor, seat contakt switch 1 004
30 30 8:1
4:20
2:20 K11:87 K11:87 7:14
4:3 F24:2 F24:2 6:15
X1:29E 2:17 F05:2 F05:2 2:17
1 4:17 CAN1+ CAN1+ 7:14

F24 ESX Fahrsteuerung DIOS Platten
15A 4:17 CAN1− CAN1− 7:14
2
X1:29A
X1:87 X1:88 X1:80 X1:86

X1:41
X1:39
X1:40
X34:R
not connected
not connected
CAN1 high
CAN1 high
CAN1 low
CAN1 low
Ub "30"
Ub "15"
Ub out
VCC
X27:8
X28:6
X29:8
Steckerfarbe: X26−grau; X27−schwarz
A80 A81
X28:1
X27:6
X27:7
X29:7
X28:3
X28:5
connector−colour: X26−grey; X27−black
X28:4
Datensammler LC−Display
data−collector LC−display
X26:10
X26:11
X27:10
X27:11
X27:12
X26:3
X26:5
X26:8
X27:4
X27:9
X27:2
X26:7
X26:9
X26:1
X26:2
X26:6
X26:4
X27:1
X27:3
X29:2
X29:1
X29:3
X29:4
X29:5
X29:6
X26:12
X27:5
X28:2
DIN11
UIN1
GND
GND
GND
DIN10
DIN1
DIN1
AIN1
UIN3
UIN2
DIN3
DIN5
DIN7
DIN9
DIN6
DIN3
DIN5
DIN6
DIN8
DIN2
DIN2
Sepa1
GND/UIN3
DIN4
DIN4
AIN2
Sepa2
X1:106 X1:111 X1:112 X1:107 X1:108 X1:105

BL 10:17 ECO
Low High down up
Wasserabscheider
BR 10:17 23 13 23 13
coolant stock level
hydraulic oil filter
water−seperator
Füllstand Diesel
Kühlmittelvorrat
Hydraulikölfilter
BEL S120
10:4
KLIMA
12:6 S139
air cleaner
fuel−level
24 14 24 14
Luftfilter
X21:1 X8:1 X10:2

B21 1 B03 1 B55 B124
0 .. 67 OHM
D+ R03
2:6 P P Q
Schalter Motordrehzahl
2 2 switch engine−rpm mode switch frequency−control
X21:2 X8:2 X10:3 Schalter Frequenzverstellung
X1:117 X1:94 X1:94 X1:117 X1:154 X1:149 X1:82

31 31 6:1
4:20
28.06.2004
1 1 582 700 95
Seis Datensammler, LC−Display
28.06.2004
Werner data−collector, LC−display 005
3:20 S01:22 S01:22
5:20 F24:2 F24:2
X1:148 Lenkwinkelsensor
X23:1 steering angle sensor
7:1
X1:41
X1:201
X51:1 Lenkeinheit X1:187
B65 + A45 steering unit
Aufnehmer Vibrationsmotor
S X22:1 sensor vibration motor
br +
X1:161 X41:1 X39:1 VCC X39:2
S1 B − X22:2
−
X1:160 X41:3 X40:1 VCC X40:2
X1:203
X1:55 X1:202
bl
B B16
X1:60 FM5 X1:61
X1:58 FM2 X1:59
X1:56 FM1 X1:57

X1:159 X41:4 X40:4 0V S2 A X40:3 sw
B132 2 2 2 ws X22:3
VIB
Schalter Armlehne
X1:162 X41:2 X39:4 X39:3 11:6

Lenkwink.
0V S1 A X22:4
Vib.− Richtung
armrest−switch
1 1 1
X41:5
X41:7
X41:8
X41:6
BTS BREMSE 7:2
X34:J
X1:189
X1:188
−
Sig.
AGND
Vib.− Frequenz
BTS Bremse
X1:205
X1:207
X1:206
X1:208
X1:55
X1:42
4:6
nur BVC
only BVC
8,5V
A34
X35:1
X35:19
X35:17
X35:18
X35:41
X35:35
X35:29
X35:23
X35:40
Fahr−Steuerung
driving controller
X43:2 X43:1
X35:21
X35:20
X35:25
X35:16
X35:22
X35:48
X35:61
X35:2
X35:3
Bremse
Warnsummer
Armlehne
Umsch. Amplitude
Prop. out
K57 30 K56 30
Pumpe Vib.−Platten
30
X51:3
X51:2
6:9 6:8 30
K48 7:2
87 87a 87 87a X1:89
K43 6:12 87 87a
X1:154 87 87a X1:147
KA MESX
8:2 11
X35:16 X1:38
X1:199 X1:198 X1:196 X1:195 X35:16 X35:22 GA MESX
6:9 6:2 7:14 8:2 S01
X1:37
400 ... 1.200mA
400 ... 1.200mA
2:16
X1:116 X1:115 12
400 ... 1.200mA

X1:150
150mA
X1:113 8:2
X6:1 X7:1 BRAKE MESX
Y113 1 Y112 1 1 1 K56 86 K57 86 K43 86 Y08 1 Y07 1 H07
+ Y04 1
Y93 Y92
2 2 2 2 85 85 85 2 2 − 2
max.1.8A
X6:2 X7:2
X1:149 X1:200 X1:200 X1:197 X1:197 X1:82 X1:117 X1:190
X1:118
5:20 7:1
31
31 Anbau 177DH: h.r. Anbau 177DH: h.l.
6:4 6:3 6:14 Anbau 213DH: oben Anbau 213DH: unten
Prop.−Ventil Vibration klein Magnetventil Bremse

prop. valve vibration small solenoid valve brake
Notlenkung links Prop. Ventil lenken links Prop−Ventil Vibration groß
emerg. valve steering left prop. valve steering left prop. valve vibration big
Notlenkung rechts Prop. Ventil lenken rechts Warnsummer Störung
emrg. valve steering right prop. valve steering right warning buzzer, failure
28.06.2004
1 1 582 700 95
Seis Lenkung, Vibration
28.06.2004
Werner TS022 steering, vibration 006
6:2 X23:1 4:17 CAN2+ 5:14 CAN1+ CAN1+ 8:16
ESX Fahrst. LC−Display BTM
4:17 CAN2− 5:14 CAN1− CAN1− 8:16
5:20 K11:87 K11:87 8:1
Taster 1 = Platten rechts
push button 1 = plates right X1:31E
Taster 2 = Platten heben
push button 2 = lift plates 1 F145
Taster 3 = Vibration EIN/AUS Näherungssch. Platten oben
push button 3 = vibration ON/OFF 15A
Taster 4 = Platten links
sensor plates up 2
push button 4 = plates left
Taster 5 = platten senken
Näherungssch. Platten Mitte X1:31A
sensor plates centered
X1:213
X1:214
push button 5 = lower plates
X1:156
X1:157
Taster 7 = Infotaste 1
push button 7 = info button 1
X1:209
Taster 8 = Infotaste 2
BTS BREMSE
push button 8 = Info button 2
B135 + B134 +
6:18 − −
3 2
1 7 Fahrstufenschalter S S
4
5 8 speed range selector
S42
X62:12
X62:10
X62:1
X62:3
X62:9
X62:2
X62:4
+ − S A54
Platten Steuerung
plate−controller
X25:4
X25:2
X25:3
Ub in CAN−
Bremse zu = 0V 1 7
Bremse auf = Ub BTS Bremse CAN+
3 S55 6 X35:22
6:11
X62:11
X62:13
X62:14
X62:5
X62:6
X62:7
X62:8
X1:153 BTS zus.
4 Fahrhebel 5 +5V out
travel lever
0V in 0V (Ref PIN5)
2 8
Add1 AK Ext1
9 11
Add2 AK Ext2
10 12
Stecker X23
Stecker X24
1 2 3 4 5 6 7 8
DK Ext1
DK Ext3
DK Ext5
DK Ext6
DK Ext2
OV out
DK Ext4
Ub out
400 .. 1.200 mA
X50:3
X50:2
X50:1
X1:210
S − + Y123 1 Y143 1 Y145 1
S35 K0G S09 13 S64 13 S36 13 S139 X72:1

13 23 2 2 2
86 86 1 Y122 1 Y142 1 Y144 1

K48 K05 Y98
14 14 14 14
24
2 2 2 2
85 85
X72:2
X1:149 X1:211 X1:212
6:20 31
8:1
6:17 2:12 31
nicht bei BVC Nur bei BVC Schalter Schwimmstellung Platten MV Platten heben MV Platten rechts
not at BVC Only at BVC sw. swimming pos. plates plates up plates right
Frequenzverstellung Platten
freq. adjust plates MV Platten senken MV Platten Schwimmst
Schalter Amplitude Schalter Vibration Ein/Aus Schalter Betriebsart Platten Prop−Pumpe Platten plates down plates float−pos.
switch amplitudes switch vibration on/off modesw. plates prop.−valve plates MV Platten links MV Platten Priorität
plates left plates priority
28.06.2004
1 1 582 700 95
Seis Fahrhebel, Vibrationsplatten
28.06.2004
Werner TS022 joystick, vibration−plates 007
Beschleunigungssensoren Beschleunigungssensoren Aufnehmer Verstellmotor Drucker Bedieneinheit BEM Display Messtechnik BOP
acc. sensor front acc. sensor rear sens. adjust. motor printer control−unit BEM display measurem. BOP
X1:34A
4:9 GND
5:20 30 30 10:1
Pot 30
7:20 K11:87 K11:87 10:1
X2:47
Pot 15
31.1
X2:48 X2:49
+ −
X2:66
X2:70
8:19
nur bei BEM
X42:1
only at BEM
X42:5
X42:3
X42:2
X1:32E X1:35E
X2:77 P16 F1 F2
nur bei BTM+/BTM prof

only at BTM+/BTM prof
1 1 1
F148 F146 X2:56 X2:53 X2:60 X2:57 FM4
10A 15A X2:71
2 2 2
CAN+
CAN−
X1:32A X1:35A X48:2 X48:1 X49:2 X49:1 X2:78 P33
X2:67 X2:68
X4:C
X4:E
X4:D
F148:2 B62 B62
+/sw
+/sw
9:15
−/gg −/gg X47:A X47:B
X42:6
X42:7
X42:8
X42:4
X74:3
X74:5
X74:4
−/sw
nur bei BTM prof

only at BTM prof
15g/bl 15g/bl
20g/br
20g/br
7:20
X2:57 CAN1−
DIOS Platten
B61 P11
+/rt 7:20
X48:3 X48:4 X49:3 X49:4 S/ws
CAN1+
X74:1 X74:2
1 R20 2
X2:54 X2:55 X2:58 X2:59 X47:C
AGND MESX
Aufn. hinten 15g
Aufn. hinten 20g

Aufn. vorne 15g
Aufn. vorne 20g

X4:A X4:B 120 OHM
Elektronik
Leistung
X2:50 X2:51
Erregerpos.
Pot. 15
R21
8.5V
X2:69 X2:64 X2:65 1 2
RxD TxD CAN1+ 120 OHM CAN1−
X44:27
X44:26
X44:31
X44:1
X44:56
X44:57
X44:59
X44:60
X44:30
X44:7
X44:9
X44:5
X44:58
X44:29
X44:23
X44:28
X44:54
X44:4
A83
X44:15
X44:38
X44:35
X44:14
X44:32
X44:36
X44:37
X44:41
X44:47
X44:46
X44:53
X44:33
X44:55
X44:65
X44:66
X44:67
X44:68
X44:3
Messtechnik−Rechner
measurement calc. unit
CAN3+ CAN3−
KA MESX
EVIB
0..6VDC
6:15
Prop.
Prop.
400 .. 1.200mA
400 .. 1.200mA
GND
6:15 GA MESX
SPEED MESX X1:85 9:15
4:3 CAN3−
DIR MESX X2:75 X2:73 X2:60 +
4:3
P07 E 9:15
8:20
4:8 PITCH MESX Y140 1 Y141 1 VIB CAN3+
BRAKE MESX
v.r.
v.l.
6:17 −
31.1
D+ MESX BEL MESX 2 2
2:6 10:4 X2:76 X2:74 X2:63 X2:66 X1:82
31 31 9:1
7:20
Prop−Ventil Erreger auf EVIB−Meter

solenoid−valve exciter up EVIB−meter
Prop−Ventil Erreger ab
solenoid valve exciter down
28.06.2004
1 1 582 700 95
Seis Variocontrol, Messtechnik
28.06.2004
Werner TS022 Variocontrol, measurement equipm. 008
F148:2
8:4
CAN3−
8:18
8:18 CAN3+
CAN3+
1 R242 CAN3−
120 OHM
X2:61 X2:62
R25
1 2
120 OHM
X4:N X4:M
X75:7 X75:2
A87
USB−CAN Schnittst.
USB−CAN Interface BCM
X2:70
X76:1 X4:G
P15 X76:2
X4:F
X2:63
BCM 05
BCM 05
nur bei BCM
only at BCM
8:20 31 31 10:1
28.06.2004
1 1 582 700 95
Seis Bomag Compaction Management BCM
28.06.2004
Werner TS022 Bomag Compaction Management BCM 009
8:3 K11:87 K11:87
8:19 30 30
X1:18E X1:26E X1:19E X1:25E
X1:2
F11 F18 F07 F08
15A 10A 15A 15A
30
X1:301
X1:18A K06 X1:19A X1:25A
X1:26A
10:4 X1:305
X1:83
Schalter StvZO 87 87a
switch, StvZO
13 23
012 31 11 23 Anschluß Arbeitsschein− L0R
werfer ohne StvZO L0R Schalter Blinker
S37
connection working head X1:21E X1:22E switch indicator
lights without StvZO 5 4 14 24
S15 F22 F19
32 12 24 15A 15A
Anschluß Arbeitsscheinwerfer
X1:306
X1:307
X1:21A E X1:22A D bei Kabine
Connection head lights
X1:302
X3:4 X3:5 with cabin 30 49L 49R

STV1
11:17 A02
STV2
11:17
X1:23E X1:24E
K16 30 31 82 L R
10:9 F09 F10
15A 15A
switch, working head lights
87 87a X1:23A X1:24A

BEL 5:9 BL
5:9
13 BR
5:9
Schalter Arbeitsbele
Arbeitsscheinwerfer hinten rechts
Arbeitsscheinwerfer vorne rechts

S16 14
connection working head
Arbeitsscheinwerfer hinten links

Anschluß Arbeitsschein−
Arbeitsscheinwerfer vorne links
working head lights, front rh.

working head lights, front lh.
lights without StvZO
working head lights, rear rh.

working head lights, rear lh.
X1:304
werfer ohne StvZO
X1:311
X1:310
X1:319
X1:313
X1:312
X1:321
X1:314
X1:309
X1:303
X1:320
X1:322
13 23
01
01
S14
X1:84
X61:1
X61:3
X60:1
X59:5
X60:3
X59:3
X58:5
X58:3
X59:2
X58:2
Warnblinkschalter 14 24
BEL MESX
8:7 switch, hazard light
0,125A
X1:43
E16 1 E17 1 E13 1 E12 1 E14 1 E15 1 E27 1 E28 1 E23 1 E25 1 E08 1 E09 1 E10 1 E11 1
0,125A
2 2 86 2 2 2 2 86 2 2 2 2 + 2 2 2 2
4,6A
4,6A
4,6A
4,6A
K06 K16
X1:324 X61:2
X1:324 X61:4
X1:316 X59:6
X1:316 X59:6
X1:316 X59:6
X1:315 X58:6
X1:315 X58:6
X1:315 X58:6
X1:323 X60:2
X1:323 X60:4
H06
0,42A
0,42A
0,42A
0,42A
1,75A
1,75A
1,75A
1,75A
4,6A
4,6A
85 85 −
X3:1
9:20 11:1
31 10:10 Schlußleuchte links 10:2 Bel. Warnbinkschalter 31
Scheinwerfer links tail light, LH illumination, switch hazard light
head light LH Parkleuchte links Blinkleuchte VL Blinkleuchte HR
Anschluß Arbeitsscheinwerfer
parking light, LH bei ROPS/SD Aufbau indicator front, LH indicator rear, RH
Scheinwerfer rechts
Parkleuchte rechts Blinkleuchte HL
head light RH parking light, RH Connection head lights indicator rear, LH
acc.to ROPS/SD
Schlußleuchte rechts Blinkleuchte VR
tail light, RH indicator front, RH
28.06.2004
1 1 582 700 95
Seis Beleuchtung und StvZO
28.06.2004
Werner illumination and StvZO 010
K30 X3:6
2:14 K32:87 12:2
X3:7
K32 30 STV2
X3:8 10:13
11:1 10:13 STV1
87 87a
G H A B C E F
F143 F42 F43 F44 F130 F41 F144
15A 10A 15A 15A 10A 10A 15A
7 8 1 2 3 6
5
F42 12:8
F130 11:9 F130 F130 12:7
11:14
A12
1,75A
0,83A
15
K141 30 1 B51 + + 30 01W 7 2 01W 7 2
+ + B51 1 S163 5 1 S38 5
01 01 E72
K32:86 11:16 E29 E70
− − − − 1
87 87a 2 2 2 1
2:19 31 S21 5 4 S20 5 4
Radio
night illumination
radio
Nachtleuchte
inside light, cabin
1 Tachographenmodul
Kontrolleuchte
E71 1
Innenleuchte
module, tachograph
indicator
R80 A2+A3
X3:17
X55:1
X56:1
X55:3
X56:3
X55:4
X56:4
4,6A
4,6A
4,6A
4,6A
2 4 6 A1
Steckdose
4:3 P09 +
2 1 E28 1 E23 1 E25 1 XS
socket
SPEED TAC A16 E27
Heizung Heckscheibe
1 B3 12V
−
heating rear screen
max. 13A
switches interior lights
+ 7,8,9 2 B4 2 2 2 2
Schalter Innenleuche
A01 VIB X3:18 5 3 C3

6:18
A5+A6
S45 TK −
3,8A
3,8A
3
5A
86 S86 + + + S158 I 15 +
K32 E32
M05 M M04 M K141
M M
31
− − M07 −
Abfallverzögert
− M06 4
3 min
85 2,9A
4,7A
ZA
X55:2 X56:2 option
12:18
KABINE 31
Relais Kabine Türkontaktschalter Tachograph Schalter Nachtleuchte
relais cabin door switch tachograph switch, night illumination
X3:1
X3:2
Schalterbel.
switch illum.
10:20 31 31 12:1
11:6 Wascher hinten Wascher vorn 11:2 Arbeitsscheinwerfer vorn

washer rear washer front working head lights, front
Wischer hinten Wischer vorne Arbeitsscheinwerfer hinten Rundumkennleuchte

windscreen wiper, rear windscreen wiper, rear working head lights, rear rotary beacon
28.06.2004
1 1 582 700 95
Seis Kabinenausrüstung, Beleuchtung, Radio, Tachograph
28.06.2004
Werner cabin−equipment, headlights, radio, tachograph 011
11:19 K32:87
Potential 15 aus Kabine
11:17 F130
F42 Potential 15 aus Kabine
11:9
F31 D Potential 30 aus Kabine
F40 H F15 A
20A 20A 5A
4 8 1
Bedienteil Kabinenheizung/Klimaanlage
1 2 3 12 11 13 14 16
X53:B X53:C control−unit cab−heater /air conditioning X54:4 X54:3 X54:2
Schalter Kabinenzusatzheizung
0123 4 3 2
S44 A72
switch, cab add.−heater

Steuergerät 5
control unit
Schalter Kabinenlüfter 6 11 12 1 Regel aus = 0,4A 0123
E30 Kleine Stufe = 0,67A S28
switch blower cabin X54:6 X54:11 X54:12 X54:1 Zusatzheizung mittleter Stufe = 1,0A
add. heater große Stufe = 1.9A
X3:13 Power Stufe = 2,8A
6 2 1 3
Anlaufstrom beim Start = 8,3A
X53:M
X53:H
X53:L
K09 30
X3:14
temperature sensor air conditioning
2:8
87 87a X1:167 10 9 5 6 8 7 4 15
temperature sensor heating unit

X3:11
X3:10
X3:12
X3:9
X1:169 X18:1
Thermofühler Klimaan
X19:1
Thermofühler Heizung
B131
B103 1
X17:1 X1:163
X17:2 X1:165
X17:3 X1:166
1
_t _t
2 2
monitoring coolant pressure
X19:2
X20:1 X18:2
B104 4
Überwachung Kühlmitt
P
LP 3 HP
1A
X20:4
ge rt or ge rt or
X20:3
Y138 1 1
X1:170 11:19
V06 Y14 KABINE 31
M09 M M09 M 5:9
KLIMA 2 2
Stromaufnahme Lüfter / current blower br br
Stufe 1: 3.0A pro Lüfter
X20:2
Y15 1 2
X17:4 V04 X1:168
3,5A
2 1
X1:164
11:20 31 31
Kabinenlüfter Klimakompressor Magnetventil Heizung Kraftstoffpumpe

cab ventilator air conditioning compr. solenoid valve, heating unit fuel pump heating unit
Kabinenlüfter
cab ventilator
28.06.2004
1 1 582 700 95
Seis Kabinenheizung, Klimaanlage, Zusatzheizung
28.06.2004
Werner cabin−heater, air conditioning, add. heater 012
Name Bl. Pf. Benennung title TYP
A02 010 17 Blinkrelais indicator relay
A12 011 5 Radio Radio
A16 011 6 Elektronik Tachograph Electronic system, tachograph
A34 004 6 Prozessorplatine Prozessing circuit board
A34 006 5 Prozessorplatine Prozessing circuit board
A45 006 9 Lenkrad Steering wheel
A48 003 3 Elektronische Motorsteuerung Electronic engine management
A54 007 17 Modul Pumpenansteuerung Modul pump control
A72 012 11 Steuergeraet Klimaanlage, Heizung Control unit,air conditioning,heating
A80 005 3 Modul Datensammler modul data−collector
A81 005 18 Anzeigeeinheit Display−Unit
A83 008 6 Elektronik Messtechnik electronic measurement−equipment
A87 009 15 USB−CAN Schnittstelle BCM USB−CAN Interface BCM
Werner
28.06.2004
Seis
28.06.2004
B03 005 3 Unterdruckschalter Luftfilter Vacuum switch, air cleaner

B11 002 16 Signalhorn Warning horn
B11 002 18 Signalhorn Warning horn
B16 006 16 Aufnehmer Vibrationsfrequenz vorne Transducer, vibration frequency, front
B21 005 2 Differenzdruckschalter Hydr.−Oelfilter Pressure diff. switch, hydr. oil filter
B51 011 4 Lautsprecher Radio Speaker radio
B51 011 6 Lautsprecher Radio Speaker radio
B55 005 4 Kuehlmittelstand Ausgleichsbehaelter Coolant charge expansion tank
B57 004 6 Neigungssensor Stufenumschaltung Slope sensor, speed range selection
B59 004 4 Aufnehmer Bandagengeschwindigkeit Sensor, drum speed
B60 004 2 Aufnehmer Achsgeschwindigkeit Sensor, axle speed
B61 008 12 Aufnehmer Verstellzylinder Sensor, ajustable zylinder
B62 008 8 Beschleunigungsaufnehmer Acceleration sensor
B62 008 10 Beschleunigungsaufnehmer Acceleration sensor
B65 006 4 Sensor, Lenkwinkel vorn Sensor, angularity steering, front
B88 003 6 Druckgeber Motoroel Sender, engine oil pressure
B103 012 7 Temperaturschalter Klimaanlage Temperature switch, air conditioning
B104 012 7 Druckschalter Klimaanlage Pressure switch, air conditioning
B112 004 3 Druckgeber Fahrpumpe pressure sender, driving pump
B113 003 13 EMR Temperaturgeber Kuehlmittel EMR Temperature switch, collant
B114 003 7 EMR Aufnehmer, Motordrehzahl 1 EMR Trancducer, engine speed 1
B115 003 11 Geber Ladeluftdruck Sender, charging air pressure
B124 005 5 Geber Wasserstandsabscheider Diesel Sender, water separator fuel
B126 003 14 EMR Temperaturgeber Kraftstoff EMR fuel temperature sender
B130 003 8 EMR Aufnehmer, Motordrehzahl 2 EMR Trancducer, engine speed 2
B131 012 10 Temperaturschalter Heizung Temperature switch, heating
B132 006 2 Inititator Armlehne links proximity switch left arm rest
B134 007 17 Näherungsschalter Platten oben proximity switch, plate up
B135 007 16 Näherungsschalter Platten mitte proximity switch, plate middle
component listing
E08 010 17 Blinkleuchte vorne links Indicator, front, lh. MAX. 1,75A
Bauteilliste
E09 010 18 Blinkleuchte hinten links Indicator, rear, lh. MAX. 1,75A
E10 010 19 Blinkleuchte vorne rechts Indicator, front, rh. MAX. 1,75A
E11 010 19 Blinkleuchte hinten rechts Indicator, rear, rh. MAX. 1,75A
E12 010 7 Parkleuchte links Parking light, lh. MAX. 0,42A
E13 010 6 Schlussleuchte links Tail light, lh. MAX. 0,42A
E14 010 7 Parkleuchte rechts Parking light, rh. MAX. 0,42A
E15 010 8 Schlussleuchte rechts Tail light, rh. MAX. 0,42A
E16 010 2 Scheinwerfer links Head light, lh. MAX. 4,6A
E17 010 2 Scheinwerfer rechts Head light, rh. MAX. 4,6A
E23 010 11 Arbeitsscheinwerfer vorne links Working head light, front, lh. MAX. 4,6A
E23 011 18 Arbeitsscheinwerfer vorne links Working head light, front, lh. 4,6A
E25 010 12 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. MAX. 4,6A
E25 011 19 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. 4,6A
E27 010 10 Arbeitsscheinwerfer hinten links Working head light, rear, lh. MAX. 4,6A
E27 011 17 Arbeitsscheinwerfer hinten links Working head light, rear, lh. 4,6A
E28 010 11 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. MAX. 4,6A
E28 011 17 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. 4,6A
E29 011 3 Innenleuchte Kabine Inside light, cabin 1,75A
E30 012 13 Heizgeraet Heating unit
E32 011 19 Kennleuchte Warning light 5A
E70 011 15 Nachtleuchte Night lamp 0,83A
E71 011 3 Kontrolleuchte Schalter Heckscheibenheizung indicator light switch rear screen 1,75A
E72 011 16 Beleuchtung Bedienschalter illum. Switches
F00 002 4 Hauptsicherung Batterie Fuse, main, battery 125A

F05 002 14 Sicherung Steckdose Fuse, socket 15A
F07 010 15 Sicherung Warnblinker Fuse, hazard light 15A
F08 010 18 Sicherung Blinker u. Arbeitsscheinw. Fuse, indicators a. work. head light 15A
F09 010 6 Sicherung Park− u. Schlussl. links Fuse, parking and tail light, lh. 10A
F10 010 8 Sicherung Park− u. Schlussl. rechts Fuse, parking and tail light, rh. 10A
F11 010 2 Sicherung Scheinwerfer links Fuse, head light, lh. 15A
F13 002 10 Sicherung Startschalter Fuse, starter switch 30A
F15 012 18 Sicherung Heizgeraet Fuse, heating unit 5A
F18 010 5 Vorsicherung Arbeitsscheinw. vorne Primary fuse, work. head light, fr. 30A
F19 010 12 Sicherung Arbeitsscheinw. vorne li. Fuse, working head light, front, lh. 30A
F22 010 10 Sicherung Arbeitsscheinwerfer hinten Fuse, working head lights, rear 30A
F23 002 18 Sicherung Signalhorn Fuse, warning horn 15A
1
F24 005 2 Sicherung Ueberwachungsmodul Fuse, monitoring module 15A

F31 012 3 Sicherung Kabinenluefter Fuse, cabin ventilator 20A
F39 002 19 Hauptsicherung Kabine Main fuse, cab 15A
F40 012 13 Sicherung Kabinenheizung Fuse, heating unit cab 20A
F41 011 19 Sicherung Rundumkennleuchte Fuse, rotary beacon 10A
9
F42 011 3 Sicherung Kabineninnenleuchte Fuse, inside light cab 10A

F43 011 10 Sicherung Wischermotor hinten Fuse, wipermotor rear 15A
F44 011 13 Sicherung Wischermotor vorn Fuse, wipermotor front 15A
F48 002 3 Sicherung Gluehanlage Fuse, glow plug system 125A
582 700 95
F67 004 7 Sicherung Steuerung (Potential 30) Fuse, controller (pot.30) 15A
F84 004 9 Sicherung Steuerung (Klemme 54) Fuse, controller (Pin 54) 10A
F95 002 16 Sicherung Motormanagement intern Fuse, engine controller (internal) 15A
FM1 006 6 Platinensicherung Multifuse MULTIFUSE
101

F130 011 15 Sicherung Nachtleuchte Fuse, night lamp 10A
F143 011 2 Sicherung Heckscheibenheizung fuse rear screen heating unit 15A
F144 011 20 Sicherung Kabinensteckdose Fuse cabin−socket 15A
F145 007 18 Sicherung Anhängeplatten fuse vibration plates 15A
F146 008 5 Sicherung Steuerung MESX (Potential 30) Fuse Controller (Pot. 30) 15A
F148 008 2 Sicherung Steuerung MESX (Potential 15) Fuse Controller (Pot. 15) 10A
G01 002 3 Batterie Battery 103A

G02 002 5 Generator Generator
G03 002 4 Batterie Battery 103A
H06 010 15 Meldeleuchte Warnblinker Indicator light, hazard light LED ROT
H07 006 16 Warnsummer Betriebsstoerung Warning buzzer, breakdown 0.15A
H14 004 11 Warnsummer Rueckwaertsfahrt Back−up alarm buzzer MAX O,46A
Werner
28.06.2004
Seis
28.06.2004
K05 007 3 Relais Startstrom Relay, starting current BOSCHW

K06 010 4 Relais Scheinwerfer hinten Relay, head lights, rear BOSCHW
K09 002 8 Relais Klimageraet Relay, air conditioning BOSCHW
K11 002 10 Relais Klemme 30 auf 15 Relay, terminal 30 to 15 BOSCHL
K14 003 19 Relais Vorgluehen Relay, glow plug system TYCOX
K16 010 9 Relais Scheinwerfer vorne Relay, head lights, front BOSCHW
K32 011 1 Relais Kabine Relay, cabin BOSCHW
K43 006 12 Relais Vibration Relay, vibration BOSCHW
K48 007 2 Relais Fahrhebel 0−Stellung Relay, travel lever 0−position BOSCHW
K56 006 8 Relais Lenkung Relay, steering system BOSCHW
K57 006 9 Relais Lenkung Relay, steering system BOSCHW
K61 002 6 Relais Ladekontrolle Relay, charge control BOSCHW
K141 011 16 Relais Heckscheibenheizung relay, heating rear screen BOSCHW
M01 002 11 Starter Starter 2.3 KW

M04 011 12 Scheibenwischermotor vorne Windscreen wiper motor, front 4,7A
M05 011 10 Scheibenwischermotor hinten Windscreen wiper motor, rear 2,9A
M06 011 13 Scheibenwaschermotor vorne Windscreen washer motor, front MAX. 3,8A
M07 011 11 Scheibenwaschermotor hinten Windscreen washer motor, rear MAX. 3,8A
M09 012 3 Kabinenluefter Cabin ventilator
M09 012 4 Kabinenluefter Cabin ventilator
P07 008 15 Omegameter Omegameter

P09 011 8 Frequenz− und Geschwindigkeitsanzeige Frequency− and Speedometer
P11 008 14 Drucker Printer
P15 009 16 BCM 03 Bildschirm BCM 03 terminal
P16 008 16 Diagnose, Variomatic Diagnostics, varimatic
P33 008 18 Opus 21 Opus 21
component listing
R03 005 6 Geber Tankanzeige Sender, level gauge 0 .. 67 OHM

R19 002 2 Heizflansch heater flange 167A
Bauteilliste
R20 004 15 Widerstand Resistor 120 OHM

R80 011 2 Heizung Heckscheibe heating rear screen MAX. 13A
S00 002 10 Startschalter Starter switch

S01 002 16 Schalter NOT AUS Switch, emergency off NOTAUSH
S03 002 18 Taster Signalhorn Push button, warning horn
S06 004 10 Sitzkontaktschalter links Switch, seat contact, lh.
S09 007 8 Vibrationsschalter vorne Switch, vibration, front
S14 010 15 Warnblinkschalter Switch, hazard light
S15 010 4 Beleuchtungsschalter StVZO Switch, lighting StVZO
S16 010 4 Schalter Arbeitsbeleuchtung vorne Switch, working head lights, front
S20 011 13 Schalter Scheibenwischer vorne Switch, windscreen wiper, front
S21 011 10 Schalter Scheibenwischer hinten Switch, windscreen wiper, rear
S28 012 18 Schalter Kabinenheizung Switch, cabin heating
S30 002 3 Batterietrennschalter Switch, battery disconnect
S35 007 7 Vibrationsschalter klein/gross Switch, vibration low/high
S36 007 11 Vibrationsschalter Switch, vibration
S37 010 18 Schalter Blinker Switch, indicator
S38 011 19 Schalter Kennleuchte Switch, warning light
S42 007 11 Stufenumschalter schnell−langsam Speed range selector, fast−slow
S44 012 3 Schalter Kabinenluefter Switch, cabin ventilator
S45 011 3 Schalter Kabineninnenleuchte Switch, cabin inside light
S55 007 6 Schalter Fahrhebel Switch, travel control lever
S64 007 10 Schalter Schwimmstellung Switch, float position
S86 011 3 Schalter Tuer, links Switch door, lh.
S120 005 17 Schalter Motordrehzahl Switch, engine speed
S139 005 19 Schalter Frequenzverstellung Switch, frequency control
S139 007 13 Schalter Frequenzverstellung Switch, frequency control
S158 011 15 Schalter Nachtbeleuchtung Switch, cabin night lamp
S163 011 16 Schalter Heckscheibenheizung switch rear screen heating unit
2
V01 002 7 Diode Diode FE5B

9
V06 012 9 Diode Diode
X1:1 002 6 WAGO ZENTRALELEKTRIK WAGO E−BOX

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102

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Seis
28.06.2004

component listing

Bauteilliste

3

9

582 700 95

103

X1:15A 002 10 WAGO ZENTRALELEKTRIK WAGO E−BOX
X1:15E 002 10 WAGO ZENTRALELEKTRIK WAGO E−BOX
Werner
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28.06.2004

component listing

Bauteilliste

4

9

582 700 95

104

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28.06.2004

X2:47 008 18 WAGO−MESSTECHNIK Wago−measurement equip.
component listing

Bauteilliste

X3:1 010 11 STECKER ROPS/SD conn. ROPS/SR
X3:1 011 10 STECKER KABINE/ROPS conn. cabin/ROPS
X3:3 002 19 SETCKER KABINE/ROPS Con cabin/ROPS
X4:A 008 14 KABINENST. MESST. con. measurem.equipm.
X4:B 008 14 KABINENST. MESST. con. measurem.equipm.
X4:C 008 14 KABINENST. MESST. con. measurem.equipm.
X4:D 008 14 KABINENST. MESST. con. measurem.equipm.
X4:E 008 15 KABINENST. MESST. con. measurem.equipm.
X4:F 009 18 KABINENST. MESST. con. measurem.equipm.
X4:G 009 18 KABINENST. MESST. con. measurem.equipm.
X4:M 009 16 KABINENST. MESST. con. measurem.equipm.
X4:N 009 15 KABINENST. MESST. con. measurem.equipm.
5
X6:1 006 13 STECKER VIBRATION GRO conn. vibration big

X6:2 006 14 STECKER VIBRATION GRO conn. vibration big
X7:1 006 15 STECKER VIBRATION KLE conn. vibration small
X7:2 006 14 STECKER VIBRATION KLE conn. vibration small
X8:1 005 5 STECKER WASSERABSCHEI connector water separator
9
X8:2 005 5 STECKER WASSERABSCHEI connector water separator

X9:1 004 11 STECKER RÜCKFAHRALARM conn. backupalarm
X9:2 004 11 STECKER RÜCKFAHRALARM conn. backupalarm
XS 002 19 Steckdose Socket
582 700 95
XS 011 20 Steckdose Socket

X10:2 005 6 STECKER TAUCHROHRGEBE connector fuel level sensor
X10:3 005 6 STECKER TAUCHROHRGEBE connector fuel level sensor
X14:A 004 10 STECKER SITZKONTAKT connector seat contact switch
X14:B 004 10 STECKER SITZKONTAKT connector seat contact switch
105
X15:1 004 13 STECKER FAHRPUMPE RÜC connectoe driving pump back

X15:2 004 13 STECKER FAHRPUMPE RÜC connectoe driving pump back
X16:1 004 12 STECKER FAHRPUMPE VOR connector driving pump front
X16:2 004 12 STECKER FAHRPUMPE VOR connector driving pump front
X17:1 012 3 STECKER LÜFTER HKL conn. blower
X18:1 012 10 STECKER THERMOFÜHLER conn. sender temp.
X18:2 012 10 STECKER THERMOFÜHLER conn. sender temp.
X19:1 012 7 STECKER EISSCHUTZ HKL conn. anti−ice air−cond.
X19:2 012 7 STECKER EISSCHUTZ HKL conn. anti−ice air−cond.
X20:1 012 7 STECKER DRUCKSCH. KLI conn. pressuresitch air−cond.
X21:1 005 4 STECKER KÜHLMITTEL connector coolant sensor
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Seis
28.06.2004
X21:2 005 4 STECKER KÜHLMITTEL connector coolant sensor

X22:1 006 16 ST. VIBRATIONSAUFNEHM connector vibration sensor
X25:2 007 11 ST. FAHRSTUFENSCHALTE connector switch speed ranges
X26:1 005 8 STECKER DATENSAMMLER connector data collector
component listing

Bauteilliste

X28:1 005 16 STECKER LC−DISPLAY 1 connector LC−display 1
X30:1 003 5 EMR−Stecker Fahrzeug EMR−connector compactor
X31:1 003 16 EMR−Stecker Motor EMR−connector engine
6

9

582 700 95

106

X32:A 003 2 EMR − Diagnose EMR−diagnosis
X32:B 003 3 EMR − Diagnose EMR−diagnosis
X32:G 003 3 EMR − Diagnose EMR−diagnosis
X32:H 003 3 EMR − Diagnose EMR−diagnosis
X32:K 003 2 EMR − Diagnose EMR−diagnosis
X32:L 003 2 EMR − Diagnose EMR−diagnosis
X33:1 003 19 Trennstelle EMR II conector EMR II
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X34:A 004 14 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:B 004 16 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:C 004 12 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:D 004 13 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:G 004 10 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:H 004 11 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:J 006 3 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:N 003 5 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:P 002 14 DIAGNOSESTECKER ESX connector diagnosis ESX
X34:R 005 2 DIAGNOSESTECKER ESX connector diagnosis ESX
X35:1 006 4 ESX STECKER esx connector
component listing

Bauteilliste

X36:A 002 4 EINSPEISUNG SCHALTKAS supply e−box
X36:B 002 5 EINSPEISUNG SCHALTKAS supply e−box
X37:A 002 10 ST. ZÜNDSCHLOSS E−KAS connector ignition switch, e−box
X37:B 002 12 ST. ZÜNDSCHLOSS E−KAS connector ignition switch, e−box
X38:A 002 12 STECKER STARTER E−KAS connector starter, e−Box
X39:1 006 9 STECKER 1 LENKRAD connector 1 steering unit
7

9
X41:1 006 8 ST. LENKRADKABELBAUM conn. steer. wire harn.

582 700 95

X42:1 008 18 STECKER OPUS21 conn. OPUS21
107

X43:1 006 2 STECKER SCHALTER ARML connector switch arm rest
X43:2 006 1 STECKER SCHALTER ARML connector switch arm rest
X44:1 008 13 MESX STECKER MESX Stecker
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Seis
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X47:A 008 11 STECKER AUFN. PLEIGER conn. sender PLEIGER
component listing
X47:B 008 12 STECKER AUFN. PLEIGER conn. sender PLEIGER

X47:C 008 12 STECKER AUFN. PLEIGER conn. sender PLEIGER
Bauteilliste
X48:1 008 8 STECKER AUFN. VORNE conn. sender front

X49:1 008 10 STECKER AUFN. HINTEN conn. sender rear
X50:1 007 13 ST. PLATTENFREQ. conn. plate−freq.
X51:1 006 2 ST. 1 LENKRADKABELBAU connector 1 steering wiring
X52:1 004 3 STECKER DRUCKSENSOR connector pressure sensor
X52:2 004 3 STECKER DRUCKSENSOR connector pressure sensor
X53:B 012 3 STECKER LÜFTERSCHALTE conn. blowerswitch
X53:C 012 4 STECKER LÜFTERSCHALTE conn. blowerswitch
X53:H 012 4 STECKER LÜFTERSCHALTE conn. blowerswitch
X53:L 012 3 STECKER LÜFTERSCHALTE conn. blowerswitch
X53:M 012 3 STECKER LÜFTERSCHALTE conn. blowerswitch
X54:1 012 11 STECKER HEIZSTEUERUNG conn. heating controller
X55:1 011 11 STECKER WISCHER HINTE connector wiper rear
X56:1 011 14 STECKER WISCHER VORNE conn. wiper front
X57:1 003 15 Stecker Motor connector engine
8

9

582 700 95

108

X58:2 010 17 STECKER STVZO VL Con. STVZO FL
X59:2 010 19 STECKER STVZO VR Con. STVZO FR
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28.06.2004

X60:1 010 18 STECKER STVZO HL Con. STVZO BL
X61:1 010 19 STECKER STVZO HR Con. STVZO BR
X62:1 007 19 STECKER DIOS PLATTEN con. DIOS−plates
X72:1 007 14 ST. PROP.−PUMPE PLATT con. plate−pump
X72:2 007 14 ST. PROP.−PUMPE PLATT con. plate−pump
X74:1 008 14 STECKER DRUCKER con. printer
component listing

Bauteilliste

X75:2 009 16 SUB−D STECKER BCM INT con. SUB−D BCM
X75:7 009 15 SUB−D STECKER BCM INT con. SUB−D BCM
X76:1 009 17 STECKER VERS. BCM con. Power−sup. BCM
X76:2 009 17 STECKER VERS. BCM con. Power−sup. BCM
Y04 006 17 Magnetventil Bremse Solenoid valve, brake MAX. 1.8A

Y07 006 15 Magnetventil Vibration vorne gross Solenoid valve, vibration, front, high 0.4 .. 1.2A
Y08 006 13 Magnetventil Vibration vorne klein Solenoid valve, vibration, front, low 0.4 .. 1.2A
Y14 012 14 Kraftstoffpumpe Heizgeraet Fuel pump, heating unit
Y15 012 7 Magnetkupplung Klimakompressor Magnetic clutch, air conditioning compr. 3,5A
Y16 004 13 Magnetventil Fahrtrichtung vorwaerts Solenoid valve, travel direction forw. 0.4 .. 1.2A
Y17 004 12 Magnetventil Fahrtrichtung rueckwaerts Solenoid valve, travel direction backw. 0.4 .. 1.2A
Y30 004 15 Magnetventil Stufenumschaltung vorn Solenoid valve, speed range sel., front 0.4 .. 1.2A
Y31 004 16 Magnetventil Stufenumschaltung hinten Solenoid valve, speed range sel., rear 0.4 .. 1.2A
Y92 006 7 Magnetventil Lenkung vorne rechts Solenoid valve, steering, front rh. 0.4 .. 1.2A
Y93 006 6 Magnetventil Lenkung vorne links Solenoid valve, steering, front lh. 0.4 .. 1.2A
Y98 007 14 Magnetventil Vibrationsfrequenz, hinten Solenoid valve, vibrat.freq.,rear 0.4 .. 1.2A
Y112 006 4 Magnetventil Lenkung (Y1) Solenoid valve, steering (Y1) MAX. 1.8A
Y113 006 3 Magnetventil Lenkung (Y2) Solenoid valve, steering (Y2) MAX. 1.8A
Y122 007 16 Magnetventil Platten heben Solenoid valve, lift plates MAX. 1.8A
Y123 007 17 Magnetventil Platten senken Solenoid valve, let down plates MAX. 1.8A
Y137 003 10 EMR Verstellung EMR adjustment
Y138 012 10 Magnetveentil Heizung Solenoid valve, heating unit 1A
Y140 008 10 Magnetventil Erreger auf solenoid valve exciter up 0.4 .. 1.2A
Y141 008 11 Magnetventil Erreger ab solenoid valve exciter down 0.4 .. 1.2A
Y142 007 18 Magnetventil Plattenverschieben Links solenoid valve, plate displace left MAX. 1.8A
Y143 007 18 Magnetventil Plattenverschieben rechts solenoid−valve, plate displace right MAX. 1.8A
Y144 007 19 Magnetventil Platten Schwimmstellung solenoid−valve, plate swimming−position MAX. 1.8A
Y145 007 20 Magnetventil Platten (Priorität) solenoid−valve, plate (priority) MAX. 1.8A
99
582 700 95
109
X38
X36 X37
X1:301…
X1:324
X1:79 … X1:214
A80
X1:1 … X1:61
Nur bei StvzO

only acc. To StvZO illumination
A02 K05
K16 K06
K11
K09 K43
K48
K61
B57
K57
K56
X32:1-12 X34:1-19
Gez.: 28.06.2004 Seite: 1 von: 2

Name: Seis Übersicht Schaltkasten BW 177...226 DH/BVC-4 page: 1 from: 2
582 700 95
Gepr.: 28.06.2004 Ers. f.: Blatt Nr.: 201
Name: Werner
overview e-box BW 177...226 DH/BVC-4 Replaces: Sheet No.: 201
X2:47 … X2:78
CAN 1
A34
Fahrsteuerung
CAN 2 EMR + Fahrhebel
LCD +
CAN 1 Datensammler
+ OPUS 21
A83
Messtechnik Steuerung
CAN 3 BCM
Gez.: 28.06.2004 Seite: 2 von: 2

Name: Seis Übersicht Schaltkasten-Tür BW 177...226 DH-4/BVC page: 2 from: 2
582 700 95
Name: Werner
overview e-box door BW 177...266 DH-4 Replaces: Sheet No.: 201
WAGO smart DESIGNER 4.0
1 05756417
2 3 x 05756540 "R" + 793-501
5 05756539 "R" + 793-501
6 05756537
7 3 x 05756540 "R" + 793-501
10 05756537
11 05756540 "R" + 793-501
12 05756535 "R" + 793-501
13 05756537
14 2 x 05756538 "R" + 793-501
16 2 x 05756539 "R" + 793-501
18 05756537
19 4 x 05756540 "R" + 793-501
23 05756537
24 4 x 05756540 "R" + 793-501
28 2 x 05756539 "R" + 793-501
30 05756537
31 05756540 "R" + 793-501
32 05756539 "R" + 793-501
33 05756537
34 4 x 05756540 "R" + 793-501
38 05756539 "R" + 793-501
39 05756537
40 4 x 05756540 "R" + 793-501
Optional1 : Zeichnungsnummer :
Projektgruppe : Walzenzüge-4 Klemmenleisten
Artikelnummer :
Optional2 : Projekt : Artikelnummer lang :
Zeichnung : Konstrukteur :
Optional3 : Plan : geprüft :
Ort :
Optional4 :
Betriebsmittel : Kabelbäume DH-4 VErsion Lieferadresse: :
Optional5 : ausgewählte Tragschiene : Stahl-Tragschiene 35x7,5 mm, 1 mm dick
Optional6 : Artikelnummer : 210-112
Bohrungsabmessungen : 5.20 x 25.00 [mm]
Optional7 :
Copyright WAGO. Technische Änderungen vorbehalten.

02.07.2004 09:04:26 Seite 1
44 05756537
45 05756540 "R" + 793-501
46 05756535 "R" + 793-501
47 05756537
48 05756540 "R" + 793-501
49 05756535 "R" + 793-501
50 05756537
51 05756538 "R" + 793-501
52 2 x 05756540 "R" + 793-501
54 05756539 "R" + 793-501
55 05756537
56 3 x 05756540 "R" + 793-501
59 05756538 "R" + 793-501
60 05756537
61 3 x 05756540 "R" + 793-501
64 05756535 "R" + 793-501
65 05756537
66 2 x 05756540 "R" + 793-501
68 05756539 "R" + 793-501
69 05756537
70 3 x 05756540 "R" + 793-501
73 05756535 "R" + 793-501
74 05756537
75 2 x 05756540 "R" + 793-501
77 05756539 "R" + 793-501
78 05756537
79 05756417
Artikelnummer :
Ort :
Optional4 :
Optional7 :

02.07.2004 09:04:26 Seite 2
Artikelnummer :
Ort :
Optional4 :
Optional7 :

02.07.2004 09:16:28 Seite 6
Artikelnummer :
Ort :
Optional4 :
Optional7 :

02.07.2004 09:16:28 Seite 7
1 05756417
2 4 x 05756540 "R" + 793-501
6 05756537
7 2 x 05756540 "R" + 793-501
9 4 x 05756538 "R" + 793-501
13 2 x 05756539 "R" + 793-501
15 05756537
16 05756417
Artikelnummer :
Ort :
Optional4 :
Betriebsmittel : Optionen Beleuchtung Lieferadresse: :
Optional7 :

02.07.2004 09:19:48 Seite 1
Artikelnummer :
Ort :
Optional4 :
Betriebsmittel : Optionen Beleuchtung Lieferadresse: :
Optional7 :

02.07.2004 09:22:27 Seite 2
1 05756417
2 2 x 05756540 "R" + 793-501
4 05756539 "R" + 793-501
5 05756537
6 05756538 "R" + 793-501
7 2 x 05756540 "R" + 793-501
9 05756539 "R" + 793-501
10 05756537
11 2 x 05756540 "R" + 793-501
13 05756539 "R" + 793-501
14 05756537
15 05756540 "R" + 793-501
16 05756538 "R" + 793-501
17 05756540 "R" + 793-501
18 05756537
19 05756540 "R" + 793-501
20 05756539 "R" + 793-501
21 05756537
22 2 x 05756438 "R" + 793-501
24 05756421
25 05756417
Artikelnummer :
Ort :
Optional4 :
Betriebsmittel : Klemmenleiste X2 / Lieferadresse: :
Optional7 :

02.07.2004 09:27:03 Seite 1
Artikelnummer :
Ort :
Optional4 :
Betriebsmittel : Klemmenleiste X2 / Lieferadresse: :
Optional7 :

02.07.2004 09:29:27 Seite 2
X74 X75
X56
X55 X76 X53 X54
X29
X28 X21
X39 X23 X24 X50
X59 X40 X25 X41
X58 X42 X51 X43 X57
X20
X14
X18 X30 X72 X6 X7

X17 X52 X33
X47 X22 X19 X31 X4 X3
X8 X15 X16
X45
X48 X49 X48 X49 X10
X46 (BVC) (BVC)
X36 X26 X60
X37 X1 X27 X61 X62
X38 X2
X9
X44
X35
X32 X34
X61
X9
X21
X74 X75 X72
X59 X62
X76
X8
X42 X23 X24 X50 X57
X10
X25 X41 X51
X55
X53
X20
X29 X18
X17 X14
X28 X19 X56 X6 X7
X54 X15 X16
X39
X43
X40
X30
X58 X52 X33
X31 X4 X3
X36 X35 X1 X26
X37 X44 X2 X27
X38 X32 X34 X60
X47
X45
X48 X49
X46 (BVC) (BVC)
X48 X49
X22
Gez.: 28.06.2004 Seite: 1 von: 1

Name: Seis
Steckerübersicht BW 177...226 DH/BVC-4 page: 1 from: 1
582 700 95
Name: Werner
Connector overview BW 177...226 DH/BVC-4 Replaces: Sheet No.: 301

BW177-179DH4 Service Training PDF

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BW177-179DH4 Service Training PDF

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Service Training

Single Drum Roller

BW 177 / 179 DH / PDH-4

Teile-Nr. 008 099 92 10/2004

Technical data and adjustment values B1

DEUTZ diesel engine with EMR D1

BW 177 / 179 DH / PDH -4

BW 177 / 179 DH / PDH -4

• the location of components in the machine eases maintenance work,

BW 177 / 179 DH / PDH -4 -A1-

1. Operating and maintenance instructions

BW 177 / 179 DH / PDH -4 -A2-

BW 177 / 179 DH / PDH -4 -A3-

• strong ROPS/FOPS according to SAE-standard

• wear free service brake by closed hydrostatic travel circuits

BW 177 / 179 DH / PDH -4 -A4-

BW 177 / 179 DH / PDH -4 -A5-

BW 177 / 179 DH / PDH -4 -A6-

BW 177 / 179 DH / PDH -4 -A7-

BW 177 / 179 DH / PDH -4 -B1-

BOMAG Central Service - Technical data and adjustment values

Product type: BW 177 DH Serie 4

Reduction gear, drum:

Travel motor, rear:

Steering and charge pump:

Vibration bearing housing: 3,2 l (SAE 15W-40, API SJ/CF)

BW 177 / 179 DH / PDH - 4 -C1-

every 10 op. hours, daily

every 1000 oper. hours

every 2000 oper. hours

every 3000 oper. hours

every 5000 oper. hours

every 500 oper. hours

BW 177 / 179 DH / PDH - 4 -C2-

every 10 op. hours, daily

every 1000 oper. hours

every 2000 oper. hours

every 3000 oper. hours

every 5000 oper. hours

every 500 oper. hours

BW 177 / 179 DH / PDH - 4 -C3-

BW 177 / 179 DH / PDH - 4 -C4-

These engines are characterized by the following positive features:

• short and compact design,

• low noise level,

• almost vibration-free running,

• low fuel consumption,

• low exhaust emissions (EPA II),

• high power reserves and

• good access to all service points.

The forged crankshaft is equipped with integrated counterweights.

BW 177 / 179 DH / PDH -4 -D1-

Fig. 1: Service side BFM 2012

1 Oil filler neck 8 Fuel pump

BW 177 / 179 DH / PDH -4 -D2-

Fig. 2: Starter side

BW 177 / 179 DH / PDH -4 -D3-

Fig. 3: Lubrication oil circuit

1 Oil sump 12 Piston cooling nozzle

BW 177 / 179 DH / PDH -4 -D4-

Fig. 4: Lubrication oil circuit

BW 177 / 179 DH / PDH -4 -D5-

Fig. 5: Fuel system