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LIEBHERR L544 - L580 2plus2 SERVICE MANUAL PDF
LIEBHERR L544 - L580 2plus2 SERVICE MANUAL PDF
Service manual
(20
Wheel loader
(10 points)
L544 - L580 2plus2
(10
en
Service manual
(20
Wheel loader
(10 points)
L544 - L580 2plus2
(10
Address
Address: LIEBHERR-WERK BISCHOFSHOFEN GMBH
Product identification
Manufacturer: LIEBHERR-WERK BISCHOFSHOFEN GMBH
Product group: Wheel loader
Type: L 544 L 554 L 564 L 574 L 580
Construction number: 443 453 463 473 458
Serial number: 7477 7477 7477 7477 7477
Document identification
Order number: 10013898
Author: LBH / T-DOK department
Document version: 03
Manual number:
Owner:
Foreword
Target group This Service Manual has been written for those whose job it is to make sure
that the machines remain operational on a daily basis. This specifically
includes the mechanics and workshop specialists at Liebherr dealers and
Liebherr branch offices.
Contents In the first chapter you will find information about safety regulations as well
as specifications of the special tools needed for maintenance and repair.
Chapter 2 provides an overview of all important technical data for the entire
machine and the individual assemblies.
The following chapter, entitled Maintenance, contains the maintenance and
inspection schedule, inspection and setting logs, lubrication schedules and
filling quantity tables, a description of maintenance procedures and speci-
fications for prescribed lubricants and fuels.
The technical description of the machine in the following chapters is divided
into 15 functional groups. The design, function, and technical data for each
group, component and part are explained.
Chapter 19 is new. In it, you will find a list of available repair manuals,
troubleshooting hints, the service code table and a description of the
BODEM service software.
How to use this manual This manual describes a variety of types and finished forms. In general, this
information applies to the types and serial number groups specified in the
footnotes. One exception is that specific type and serial number data are
indicated at the beginning of each section (e.g. the technical specifications of
the components).
Whenever possible, parts and components are supplemented by indication
of the identification number in the heading.
This manual is available in German, English, French, Spanish and Italian.
Working instructions It is imperative that safety regulations be observed with all tasks done on the
machine. You will find information on this in the General Information
chapter.
A complete set of tools in perfect condition is required for work on the
machine, along with any special tools that might be needed. Absolute
cleanliness must be observed with all tasks!
Sealing material such as O-rings and surface seals should be replaced
whenever repairs are carried out.
DVD edition We would particularly like to draw your attention to the fact that this book is
available not only in printed form, but also as an electronic document on DVD
(Lidos).
General information 1
Product description 2
Maintenance 3
Diesel engine, pump distributor gear 4
Cooling system 5
Travel hydraulics 6
Working hydraulics 7
Steering system 8
Brake system 9
Electrical system 10
Transfer gear 11
Axles, drive shafts 12
Machine frame, ballast weight 13
Central lubrication system 14
Covering, cab access 15
Cab, heating, air-conditioning 16
Lift arm, quick-change device 17
Attachments, accessories 18
Repair work, troubleshooting 19
1 General Information
1.0
Chapter contents
1 General Information ............................................................ 1.0-1
1.1.1 Introduction
1. The symbols below have the following meanings:
Danger Danger
Warning that without appropriate precautions, certain operational procedures
could result in fatal accidents.
Warning
Warning
Warning that without appropriate precautions, certain operational procedures
could result in severe physical injuries.
Caution Caution
Warning that without appropriate precautions, certain operational procedures
could result in minor physical injuries or damage to the machine.
Diesel engine
Valid for: L544 - 443 / 7477 - 8445; ID 9884814
Description Value Unit
Engine type D924T-E A2
Number of cylinders 4
Ignition sequence 1-3-4-2
Cylinder volume 6640 cm³
Bore diameter 122 mm
Stroke 142 mm
Rated power according to ISO 9249 121 / 165 kW / hp
Valid for: L574 - 473 / 7477 - 7926; ID 9883049; L580 - 458 / 7477 - 7929; ID 9883049
Description Value Unit
Engine type D926TI-E A2
Number of cylinders 6
Ignition sequence 1-5-3-6-2-4
Cylinder volume 9960 cm³
Bore diameter 122 mm
Stroke 142 mm
Rated power according to ISO 9249 195 / 265 kW / hp
Rated speed 2000 min-1
Max. torque at 1200 min-1 1170 Nm
Lower idling speed 750±50 min-1
Upper idling speed 2100+80 min-1
Begin delivery before TDC See type plate °
Compression pressure 20 – 28 bar
Injection nozzle jet pressure 217 +8 bar
Inlet valve play (cold) 0.25 mm
Outlet valve play (cold) 0.30 mm
Valid for: L574 - 473 / from 7927; ID 9074819; L580 - 458 / from 7930; ID 9074819
Description Value Unit
Engine type D926TI-E A2
Number of cylinders 6
Ignition sequence 1-5-3-6-2-4
Cylinder volume 9960 cm³
Bore diameter 122 mm
Stroke 142 mm
Rated power according to ISO 9249 195 / 265 kW / hp
Rated speed 2000 min-1
Max. torque at 1200 min-1 1285 Nm
Lower idling speed 750±50 min-1
Upper idling speed 2100+80 min-1
Begin delivery before TDC See type plate °
Compression pressure 20 – 28 bar
Injection nozzle jet pressure 217 +8 bar
Inlet valve play (cold) 0.25 mm
Outlet valve play (cold) 0.30 mm
Direction of rotation looking towards Anti-clockwise
flywheel
Number of teeth on flywheel 147
Coolant thermostat 79 °C
Longitudinal / traverse inclinability 45 / 45 °
Injection pump Bosch P3000
Governor RSV
Operating voltage of starter 24 V
Power consumption of starter 5.4 kW
Fuel system
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
Tank level FULL 260 l
Tank level RESERVE 45 l
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Tank level FULL 310 l
Tank level RESERVE 60 l
Fuel separator
Description Value Unit
Filter insert filtration grade 30 µm
Coupling
Description Value Unit
Type 345/210 NGS
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Type PVG 300 B 341
Direction of rotation of input Clockwise
Direction of rotation of output Anti-clockwise
Transmission for travel hydraulics pump 0.808
Ratio for the working and steering 0.865
hydraulics pump
Gear pump
Description Value Unit
Displacement 14 cm³
Speed at rated diesel engine speed 2550 min-1
Gear motor
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477;
L564 - 463 / 7477 - 7710; L574 - 473 / 7477 - 7926; L580 - 458 / 7477 - 7929
Description Value Unit
Displacement of the gear motor 16 cm³
Direction of rotation of gear motor (looking Clockwise
towards the shaft)
10
Pressure relief valve 175 bar
Coil resistance 4.7 Ohm
41
Screw tightening torque 124 Nm
Spanner size 41 mm
Valid for: L564 - 463 / from 7711; L574 - 473 / from 7927; L580 - 458 / from 7930
Description Value Unit
Displacement of the gear motor 16 cm³
Direction of rotation of gear motor (looking Clockwise
towards the shaft)
10
Pressure relief valve 220 bar
Coil resistance 4.7 Ohm
41
Screw tightening torque 124 Nm
Spanner size 41 mm
Temperature sensor
Description Value Unit
Measuring range min. -30 °C
max. 130 °C
Resistance at 0°C 1000 Ohm
Resistance at 20°C 1112 Ohm
Resistance at 30°C 1171 Ohm
Resistance at 55°C 1322 Ohm
Resistance at 73°C 1437 Ohm
Resistance at 78°C 1469 Ohm
Resistance at 84°C 1509 Ohm
Resistance at 94°C 1577 Ohm
Resistance at 102°C 1632 Ohm
Tapped bore M 14 x 1.5
Protection class IP 65
Max. tightening torque 30 Nm
Connector Bosch Jet plug,
2-pin (gold contacts)
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7477 - 7449
Description Value Unit
Control type EZ
Maximum displacement 125 cm³
Flow rate at rated engine speed 300 l/min
Max. swivel angle (on both sides) 20 °
Speed (at rated speed) 2475 min-1
Power output L544 160 kW
Power output L554 171 kW
Displacement of the replenishing pump 28.3 cm³
Flow rate of the replenishing pump (at 62 l/min
rated speed)
Inlet restrictor 2.2 mm
Travel direction solenoid voltage 24 V
Valid for: L564 - 463 / from 7750; L574 - 473 / from 7750; L580 - 458 / from 7477
Description Value Unit
Control type EZ
Maximum displacement 125 cm³
Flow rate at rated engine speed 300 l/min
Max. swivel angle (on both sides) 20 °
Speed (at rated speed) 2475 min-1
Power output L564 160 kW
Power output L574, L580 171 kW
Displacement of the replenishing pump 28.3 cm³
Flow rate of the replenishing pump (at 62 l/min
rated speed)
Inlet restrictor 2.2 mm
Travel direction solenoid voltage 24 V
Travel direction solenoid current 1.1 A
consumption
Travel direction solenoid resistance 22 Ohm
Control pressure proportional valve 14 Ohm
resistance
1
Replenishing pressure at high idling 34 bar
speed
High pressure at 1400 min-1 330±10 bar
High pressure at 1200 min-1 230±10 bar
High pressure at 950 min-1 100±10 bar
10
Pressure relief and replenishing valves 470 bar
5
Pressure cut-off 430 bar
Weight 75 kg
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Control type EP
Max. displacement 107 cm³
Max. swivel angle 25 °
Min. swivel angle 0 °
Max. speed 5292 min-1
Torque ( p 400 bar) 653 Nm
Discharge valve / max. discharge quantity 20 l/min
Discharge valve / orifice diameter 3.0 mm
Weight 47 kg
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Control type EP
Max. displacement 140 cm³
Max. swivel angle 25 °
Min. swivel angle 0 °
Max. speed 4950 min-1
Torque ( p 400 bar) 855 Nm
Discharge valve / max. discharge quantity 10 l/min
Discharge valve / orifice diameter 2.0 mm
Weight 60 kg
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Control type LRDS
Displacement 130 cm³
Flow rate at rated engine speed 290 l/min
RPM at rated engine speed 2312 min-1
Power output 100 kW
2
Flow controller (Delta p) 22 bar
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Spool valve diameter 25 mm
Piston stroke on both sides 11 mm
Control piston lift arm up / down flow rate 300 / 170 l/min
Control piston tilt in / out flow rate 180 / 200 l/min
Stabilization module
Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
Description Value Unit
20
Cut-off valve 160 bar
10
Safety valve 330 bar
Restrictor check valve ø 2.0 / 0.4 mm
Solenoid valve current consumption 1.2 A
Valid for: L564 - 463 / 7477 - 11597; L574 - 473 / 7477 - 11597; L580 - 458 / 7477 - 11597
Description Value Unit
20
Cut-off valve 160 bar
20
Actuator cylinder 260 bar
10
Safety valve 300 bar
Restrictor check valve ø 2.0 / 0.4 mm
Solenoid valve current consumption 1.2 A
Solenoid valve resistance 23 Ohm
Weight 13 kg
Valid for: L544 - 443 / from 11598; L554 - 453 / from 11598
Valid for: L564 - 463 / from 11598; L574 - 473 / from 11598; L580 - 458 / from 11598
Description Value Unit
Control piston diameter 16 mm
Cut-off pressure (LFD off) 120±20 bar
Safety valve 330±10 bar
Restrictor check valve diameter 2.0 / 0.4 mm
Solenoid valve current consumption 0.6 A
Solenoid valve resistance 40 Ohm
Weight 13 kg
Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
Valid for: L564 - 463 / from 11598; L574 - 473 / from 11598; L580 - 458 / from 11598
Description Value Unit
Number of hydro accumulators 3 units
Hydro accumulator volume 2000 cm³
2
Preload pressure (nitrogen filling) 25 bar
Oil filling 350 cm³
Weight with steel-block 50 kg
Lift cylinder
Valid for: L544 - 443 / from 7477, ld. 9231458; L554 - 453 / from 7477, ld. 9231458
Description Value Unit
Piston diameter 130 mm
Rod diameter 80 mm
Stroke length 745 mm
Min. installation length 1245 mm
Weight 135 kg
Lifting time at nominal load 5.6 secs
Lowering time unloaded 2.7 secs
Tightening torque, piston rod bearing (hex 260 Nm
screws)
Valid for: L564 - 463 / from 7477, ld. 9915541; L574 - 473 / from 7477, Id. 9915541;
L580 - 458 / from 7477, ld. 9915541
Description Value Unit
Piston diameter 130 mm
Rod diameter 80 mm
Stroke length 745 mm
Min. installation length 1245 mm
Weight 135 kg
Lifting time at nominal load 5.6 secs
Lowering time unloaded 2.7 secs
Tightening torque, piston rod bearing (hex 260 Nm
screws)
Tilt cylinder
Valid for: L544 - 443 / from 7477, lD 9908746
Description Value Unit
Piston diameter 150 mm
Rod diameter 80 mm
Stroke length 455 mm
Min. installation length 860 mm
Weight 125 kg
Valid for: L574 - 443 / from 7477, lD 9903394; L580 - 457 / from 7477, 9903394
Description Value Unit
Piston diameter 150 mm
Rod diameter 90 mm
Stroke length 455 mm
Min. installation length 1185 mm
Weight 198 kg
Tilting out time at nominal load 2.3 secs
Tightening torque, piston rod bearing (hex 510 Nm
screws)
Return strainer
Description Value Unit
Filtration grade 40 µm
Bleeder filter
Description Value Unit
Filtration grade 10 m
Inlet opening pressure 0.03 bar
Outlet opening pressure 0.5 bar
Connecting thread 3/4 Inches
Steering pump
Valid for: L544 - 443 / from 7477, lD 5716846; L544 - 453 / from 7477; lD 5716846
Description Value Unit
Control type DFR
Maximum displacement 45 cm³
Flow rate at rated engine speed 111 l/min
Swivel angle min. 0°
max. 15.6°
RPM at rated engine speed 2542 min-1
Power output 37 kW
Flow controller (Delta p) 22 ±2 bar
Pressure cut-off 210 ±5 bar
Weight 21 kg
Valid for: L564 - 463 / from 7477, lD 5716828; L574 - 473 / from 7477, ID.5716828;
L580 - 458 / from 7477, lD 5716828
Description Value Unit
Control type DFR
Maximum displacement 71 cm³
Flow rate at rated engine speed 160 l/min
Swivel angle min. 0°
max. 15.6°
RPM at rated engine speed 2312 min-1
Power output 50 kW
Flow controller (Delta p) 22 ±2 bar
Pressure cut-off 210 ±5 bar
Weight 33 kg
Servostat
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477; ID 5716533
Description Value Unit
Displacement 462 cm³
10
Secondary pressure relief 285 bar
Flow amplification 1 : 1.6
Valid for: L564 - 463 / from 7477, lD 5716476; L574 - 473 / from 7477, ID 5716476;
L580 - 458 / from 7477, ID 5716476
Description Value Unit
Displacement 588 cm³
10
Secondary pressure relief 285 bar
Flow amplification 1 : 1.6
Steering cylinder
Valid for: L544 - 443 / from 7477, ID 9231461; L544 - 453 / from 7477, lD 9231461
Description Value Unit
Piston diameter 80 mm
Rod diameter 40 mm
Stroke length 405 mm
Min. installation length 730 mm
Piston rod bearing tightening torque 1000 NM
Weight 26.3 kg
Valid for: L564 - 463 / from 7477, lD 9246849; L574 - 473 / from 7477, ID 9246849;
L580 - 458 / from 7477, ID 9246849
Description Value Unit
Piston diameter 90 mm
Rod diameter 40 mm
Stroke length 455 mm
Min. installation length 780 mm
Piston rod bearing tightening torque 1000 Nm
Weight 31 kg
Valid for: L544 - 443 / from 7886; L554 - 453 / from 7886; L564 - 463 / from 7886;
L574 - 473 / from 7886; L580 - 458 / from 7886; ID 10007930
Description Value Unit
Displacement 11 cm³
5
Pressure relief valve 55 bar
Type of protection IP 66
Max. current consumption 150 A
Weight 10 Kg
Valid for: L544 - 443 / 7477 - 7885; L554 - 453 / 7477 - 7885; L564 - 463 / 7477 - 7885;
L574 - 473 / 7477 - 7885; L580 - 458 / 7477 - 7885; ID 5716908
Description Value Unit
Switch type Change-over
switch
Connecting thread M 12 x 1.5 mm
1
Switching point 16 bar
Valid for: L554 - 453 / 7477 - 9255; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981; Id. 5717507
Description Value Unit
5
Accumulator charge valve cut-in 155 bar
pressure
5
Accumulator charge valve cut-off pressure 185 bar
Parking brake solenoid valve current 0.7 A
consumption
Parking brake solenoid valve resistance 38 Ohm
5
Max. service brake pressure 65 bar
Pedal start angle 42°
Pedal stop angle 15°
Valid for: L544 - 443 / from 9982; L554 - 453 / from 9982;
L564 - 463 / from 9982; L574 - 473 / from 9982; L580 - 458 / from 9982
Description Value Unit
5
Accumulator charge valve cut-in 180 bar
pressure
5
Accumulator charge valve cut-off pressure 210 bar
Parking brake solenoid valve current 0.7 A
consumption
Parking brake solenoid valve resistance 38 Ohm
5
Max. service brake pressure 95 bar
Pedal start angle 42°
Pedal stop angle 15°
Valid for: L554 - 453 / 7477 - 9255; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981; Id. 5717519
Description Value Unit
Number of hydro accumulators 2 units
Hydro accumulator volume 1400 cm³
Preload pressure (nitrogen filling) 70 bar
Valid for: L544 - 443 / from 9982; L554 - 453 / from 9256; L564 - 463 / from 9982;
L574 - 473 / from 9982; L580 - 458 / from 9982; Id. 10038487
Description Value Unit
Number of hydro accumulators 4 units
Hydro accumulator volume 1400 cm³
Preload pressure (nitrogen filling) 95 bar
Valid for: L544 - 443 / from 9982; L554 - 453 / from 9982; L564 - 463 / from 9982;
L574 - 473 / from 9982; L580 - 458 / from 9982; Id. 10036072
Description Value Unit
Switch type NC switch
5
Switching point decreasing 120 bar
Connecting thread M 12 x 1.5 mm
Disc brake
Description Value Unit
0.5
Gap 1.0 mm
Brake pad thickness when new 4.5 mm
Minimum brake pad thickness 1.0 mm
Speed sensor
Description Value Unit
100
Resistance 1050 Ohm
0.2
Distance 0.3 mm
Number of teeth on the VM 1 drive shaft 60
Number of teeth on the VM 2 drive shaft 60
Number of teeth on the output speed 128
sensor
Gear pump
Description Value Unit
Displacement 16 cm³
Flow rate at rated engine speed 40.8 l/min
RPM at rated engine speed 2550 min-1
Front axle
Valid for: L544 - 443 / from 7477
Description Value Unit
Type MT-L 3085
Locking value of self-locking differential 45 %
Wheel base 2000 mm
Differential nut tightening torque 700 Nm
Wheel hub groove nut tightening tool 700+300 Nm
Wheel lug/-bolt tightening torque Nm
650
until 11706
Wheel bolt tightening torque from 11707 750 Nm
Wheel lug spanner size until 9578 30 mm
Wheel bolt spanner size 32 mm
from 9579 - 11706
Wheel bolt spanner size from 11707 30 mm
Differential ratio 3.89
Wheel hub ratio 6.0
Total gear ratio 23.33
Weight 816 kg
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7447 - 7749
Description Value Unit
Type AP 417 LK
Locking value of self-locking differential 45 %
Wheel base 2230 mm
Differential nut tightening torque 700 Nm
Wheel hub groove nut tightening tool 700+300 Nm
Wheel lug tightening torque 650 Nm
Wheel lug spanner size 30 mm
Differential ratio 4.11
Wheel hub ratio 6.35
Total gear ratio 26.0985
Weight 1329 kg
Valid for: L564 - 463 / 7750 - 10170; L574 - 473 / 7750 - 10170
Description Value Unit
Type AP 417 LK
Locking value of self-locking differential 45 %
Wheel base 2230 mm
Differential nut tightening torque 700 Nm
Wheel hub groove nut tightening tool 700+300 Nm
Wheel lug tightening torque 650 Nm
Wheel lug spanner size 30 mm
Valid for: L564 - 463 / from 10171; L574 - 473 / from 10171
Description Value Unit
Type MT-L3105
Locking value of self-locking differential 45 %
Wheel base 2230 mm
Differential nut tightening torque 700 Nm
Wheel hub groove nut tightening tool 700+300 Nm
Wheel lug tightening torque 650 Nm
Wheel lug spanner size 32 mm
Differential ratio 4,1
Wheel hub ratio 6.0
Total gear ratio 24.66
Weight 1174 kg
Rear axle
Valid for: L544 - 443 / from 7477
Description Value Unit
Type MT-L 3085
Locking value of self-locking differential 45 %
Wheel base 2000 mm
Differential nut tightening torque 700 Nm
Wheel hub groove nut tightening tool 700+300 Nm
Wheel lug tightening torque 650 Nm
Wheel lug spanner size until 9578 30 mm
Wheel lug spanner size from 9579 32 mm
Differential ratio 3.89
Wheel hub ratio 6.0
Total gear ratio 23.33
Weight 816 kg
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7447 - 7749
Description Value Unit
Type AP 415 LK
Locking value of self-locking differential 45 %
Wheel base 2230 mm
Differential nut tightening torque 1200 Nm
Wheel hub groove nut tightening tool 1300+200 Nm
Wheel lug tightening torque 650 Nm
Wheel lug spanner size 30 mm
Differential ratio 4.11
Wheel hub ratio 6.35
Total gear ratio 26.0985
Weight 1064 kg
Valid for: L564 - 463 / 7750 - 10170; L574 - 473 / 7750 - 10170
Description Value Unit
Type AP 415 LK
Locking value of self-locking differential 45 %
Wheel base 2230 mm
Differential nut tightening torque 1200 Nm
Wheel hub groove nut tightening tool 1300+200 Nm
Wheel lug tightening torque 650 Nm
Wheel lug spanner size 30 mm
Differential ratio 3.7
Wheel hub ratio 6.35
Total gear ratio 23.495
Weight 1064 kg
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477, ID 5716771
Description Value Unit
Min. length 1430 mm
Max. length 1540 mm
Flange tightening torque 285 Nm
Weight 73 kg
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477;
L580 - 458 / from 7477, ID 10007277
Description Value Unit
Min. length 700 mm
Max. length 810 mm
Flange tightening torque 125 Nm
Weight 24 kg
Ballast weight
Valid for: L544 - 443 / from 7477, ID 9654469
Description Value Unit
Mass per ballast weight 400 kg
Material CG 10
Tightening torque for M24 10.9 bolts 960 Nm
Valid for: L574 - 473 / from 7477, ID 9654352; L580 - 458 / from 7477, ID 9608808
Description Value Unit
Mass per ballast weight 1650 kg
Material GG 10
Tightening torque for M24 10.9 bolts 960 Nm
Progressive distributor
MX-F
Description Value Unit
Maximum operating pressure at the inlet 300 bar
Temperature range min. -35 °C
max. +100 °C
Transfer medium Grease up to NLGI Class 2
MX-F 25
Description Value Unit
Pump flow per outlet 25 mm³
Flow per element 50 mm³
Piston diameter 3 mm
MX-F 45
Description Value Unit
Pump flow per outlet 45 mm³
Flow per element 90 mm³
Piston diameter 4 mm
MX-F 75
Description Value Unit
Pump flow per outlet 75 mm³
Flow per element 150 mm³
Piston diameter 5 mm
MX-F 105
Description Value Unit
Pump flow per outlet 105 mm³
Flow per element 210 mm³
Piston diameter 6 mm
Heating, ventilation
Description Value Unit
Rated voltage 24 V
Number of blower speeds 4
Maximum blower power consumption 10 A
Maximum air flow 600 m³/h
Heat output 11.3 kW
Air-conditioning system
Description Value Unit
Refrigerant R134a
Refrigeration oil (PAG oil) ZXL 100 PG
Refrigerant filling quantity 1800 g
10%
Cooling output 5.6 kW
Air-conditioning compressor
Valid for: Diesel engines with serial no.: up to 2002-01-1729
Description Value Unit
Type SD5H14
Displacement 143 cm³
Refrigeration oil (PAG oil) ZXL 100 PG (SP
20)
Filling quantity 150 cm³
Max. current consumption 3.75 A
Weight, not including oil 7 kg
Condenser
Description Value Unit
Maximum air flow 4000 m³/h
Heat output 9 ±1 kW
Test pressure 35 bar
Dryer-collector unit
Description Value Unit
Contents 0.70 l
Filtration grade 7 µm
Seal check 30 bar
Dryer water capacity 16 g
Bursting pressure 130 bar
Pressure switch
Description Value Unit
Low pressure OFF 1.5 ±0.5 bar
Low pressure ON 3.5 bar
High pressure OFF 25 ±2 bar
High pressure ON 18 ±1.5 bar
Evaporator
Description Value Unit
Cooling output 4.8 kW
Temperature sensor activation 2,5 ±10% °C
temperature
Temperature sensor deactivation 1,7 ±10% °C
temperature
Lift arms
Distance between
Valid for: L574 - 473 / from 7477; L580 - 458 / from 7477
Quick-change device
Main dimensions
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
A - System connection dimensions 1000 mm
B - Width 1200 mm
H - Height 820 mm
T - Depth 450 mm
Weight 400 kg
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
A - System connection dimensions 1100 mm
B - Width 1370 mm
H - Height 1100 mm
T - Depth 620 mm
Weight 830 kg
Bucket
Forklift
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
Prong length 1500 mm
L – Length (fork carrier + prongs) 1860 mm
K – Fork carrier width 2000 mm
H – Height (fork carrier + prongs) 1040 mm
Weight (fork carrier + prongs) 740 kg
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Prong length 1800 mm
L – Length (fork carrier + prongs) 2220 mm
K – Fork carrier width 2050 mm
H – Height (fork carrier + prongs) 1270 mm
Weight (fork carrier + prongs) 1160 kg
Chapter contents
3 Maintenance........................................................................ 3.0-1
3.5.20 Cleaning or replacing the air filter main element ............... 3.5-15
3.5.21 Check the air suction hoses for leaks and tight fitting ....... 3.5-16
3.5.22 Check the oil level in the pump distributor gear................. 3.5-16
3.5.23 Change the gear oil in the pump distributor gear .............. 3.5-17
3.5.24 Check the exhaust lines for leaks and tight fitting ............. 3.5-18
3.5.25 Check the coolant level...................................................... 3.5-19
3.5.26 Replace the coolant filter ................................................... 3.5-20
3.5.27 Check the anti-freeze and DCA-4 concentration in the
coolant ............................................................................... 3.5-20
3.5.28 Cleaning the cooling system.............................................. 3.5-23
3.5.29 Replacing the coolant with anti-freeze and DCA-4............ 3.5-23
3.5.30 Lubricate the pilot control unit, clean the magnets and
lubricate the universal joints .............................................. 3.5-24
3.5.31 Check the oil level in the hydraulic tank ............................ 3.5-25
3.5.32 Drain water and sediment from the hydraulic tank ............ 3.5-25
3.5.33 Change the hydraulic oil and check the return strainer ..... 3.5-25
3.5.34 Check and clean the magnetic rod on the hydraulic
tank .................................................................................... 3.5-26
3.5.35 Change the return suction filter ......................................... 3.5-26
3.5.36 Replace the bleeder filter on the hydraulic tank ................ 3.5-27
3.5.37 Check the steering............................................................. 3.5-27
3.5.38 Lubricate the bearing points on the steering cylinders ...... 3.5-27
3.5.39 Check the service brake and parking brake ...................... 3.5-28
3.5.40 Check the play and wear on the parking brake ................. 3.5-28
3.5.41 Check the indicator lamps and lighting.............................. 3.5-29
3.5.42 Check the batteries, fluid level and terminals .................... 3.5-30
3.5.43 Check the oil level in the transfer gear .............................. 3.5-31
3.5.44 Change the gear oil in the transfer gear ............................ 3.5-31
3.5.45 Change the gear oil filter.................................................... 3.5-31
3.5.46 Check the tightness of the wheel lugs (once after 50,
100 and 250 h)................................................................... 3.5-32
3.5.47 Checking the axle oil level ................................................. 3.5-32
3.5.48 Check the axle oil levels .................................................... 3.5-33
3.5.49 Change the axle gear oil.................................................... 3.5-33
3.5.50 Change the axle gear oil.................................................... 3.5-34
3.5.51 Check and lubricate the bevel pinion sealing .................... 3.5-34
3.5.52 Check and lubricate the front drive shaft ........................... 3.5-35
3.5.53 3.5-35
3.5.54 Check and lubricate the rear drive shaft............................ 3.5-35
3.5.55 Set the correct tyre pressure for the machine's use
and attachments ................................................................ 3.5-35
3.5.56 Lubricate the oscillating axle frame and articulation
bearing ............................................................................... 3.5-35
Customer: ……………………… Machine type: ………..… Serial no.: …..…… Operating hours: …………… Date: ………….……………
Maintenance / inspection at
operating hours
WORK TO BE PERFORMED
By maintenance personnel By authorised qualified
One-off activity personnel
Repetition interval One-off activity
If necessary Repetition interval
Annually at the start of the cold If necessary
season
Have the driver lubricate the machine in accordance with the lubrication chart
and instruct him on proper maintenance
Instruct the driver in the operation of all functions
Check the machine for external damage
Check that all screw connections are tight
Seal any leaks
Check the hydraulic pressure according to the testing and setting plan
Diesel engine, pump distributor gear
Check the oil level in the diesel engine
Change the engine oil (once after 500 h, then every 250 h or 500 h, depending
250H
on oil specifications)
Replace the oil filters
Check and replace the V-ribbed belt
Check the valve play
Lightly grease the ring gear on the flywheel
3000H Replace the oil separator (minimum of every 2 years)
Check the flame glow system
Drain off water and sediment from the fuel tank
Replace the fuel fine filter
Drain off condensate from the fuel separator
Replace the filter insert in the fuel separator
Clean the service cap and dust extraction valve on the air filter
Clean or replace the air filter main element (replace the safety element after
having replaced the main element 3 times)
Check the air suction hoses for leaks and tight fitting
Check the oil level in the pump distributor gear
Change the gear oil in the pump distributor gear
Check the exhaust lines for leaks and tight fitting
Soot particle filter (optional)
Check the pipe and hose line of the counter-pressure monitoring unit for
leakage
Check the electronic counter-pressure monitor
Check and service the condensate separator (drainage filter)
Replace the condensate separator (drainage filter)
Clean soot particle filter
Customer: ……………………… Machine type: ………..… Serial no.: …..…… Operating hours: …………… Date: ………….……………
Maintenance / inspection at
operating hours
WORK TO BE PERFORMED
Customer: ……………………… Machine type: ………..… Serial no.: …..…… Operating hours: …………… Date: ………….……………
Maintenance / inspection at
operating hours
WORK TO BE PERFORMED
Diesel engine
Checking the speed on the diesel engine
Cooling system
Checking the pressure relief valve of the fan motor and the fan control
Travel hydraulics
Calibrating the inch pedal angle sensor
Calibrating the gas pedal angle sensor
Recording the engine characteristics
Checking the replenishing pressure of the variable displacement pump
Calibrating the block curve
Check the pressure relief and replenishing valves of the variable displacement
pump
Checking the pressure cut-off of the variable displacement pump
Checking the maximum VG of the variable displacement motors
Checking the minimum VG of the variable displacement motors
Check the power of the diesel engine
Working hydraulics
Checking the flow controller (Delta p) on the working hydraulics pump
Checking the power controller (regulation begin) of the working hydraulics pump
Checking the secondary pressure relief valves on the control valve block
Checking the primary pressure relief valve on the control valve block
Checking the LS pressure cut-off on the control valve block
Checking the cut-off valve on the stabilisation module
Check the nitrogen in the ride control hydro accumulator
Steering system
Checking the pressure cut-off of the steering pump
Checking the flow controller (delta p) of the steering pump
Brake system
Check the cut-in and cut-off pressure at the compact brake valve
Check the brake pressure at the compact brake valve
Checking the brake accumulator capacity
Checking the accumulator charge switch pressure
Checking the brake lights and brake light pressure switch
Transfer gear
Checking the shift pressure in the transfer gear
Check the nitrogen in the transfer gear hydro accumulator
Operating hours:
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high idle/ bar 175o 1 P
Sensor unplugged
10
Fan at high idle bar 65o P
10
Fan at low idle bar 30o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 800o 1
-1 +80
Display
High idle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine characteristics
Replenishing pressure
1
At high idle RPM bar 31o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Operating hours:
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high idle/ bar 175o 1 P
Sensor unplugged
10
Fan at high idle bar 65o P
10
Fan at low idle bar 30o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 800o 1
-1 +80
Display
High idle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine characteristics
Replenishing pressure
1
At high idle RPM bar 31o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Operating hours:
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 175o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 65o P
10
Fan at low Diesel engine RPM bar 30o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 800o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 31o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Operating hours:
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 175o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 65o P
10
Fan at low Diesel engine RPM bar 30o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 800o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 31o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Operating hours:
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 175o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 65o P
10
Fan at low Diesel engine RPM bar 30o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 800o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 31o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 175o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 90o P
10
Fan at low Diesel engine RPM bar 40o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 750o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 34o 3 G
Working hydraulic
Control valve block
5
Secondary pressure relief valve, lift bar 420o 3 P
5
Secondary pressure rel. valve, tilt in bar 400o 4 P
5
Secondary pressure rel. valve, tilt out bar 400o 6 P
5
Primary pressure relief valve bar 380o 5 P
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
20
Actuator cylinder (LFD – turned on) bar 260o MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 220o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 90o P
10
Fan at low Diesel engine RPM bar 40o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 750o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 34o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
20
Actuator cylinder (LFD – turned on) bar 260o MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 220o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 90o P
10
Fan at low Diesel engine RPM bar 40o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 750o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 34o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
20
Actuator cylinder (LFD – turned on) bar 260o MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 220o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 90o P
10
Fan at low Diesel engine RPM bar 40o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 750o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 34o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
20
Actuator cylinder (LFD – turned on) bar 260o MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 175o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 90o P
10
Fan at low Diesel engine RPM bar 40o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 750o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 34o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
20
Actuator cylinder (LFD – turned on) bar 260o MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 220o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 90o P
10
Fan at low Diesel engine RPM bar 40o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 750o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 34o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
20
Actuator cylinder (LFD – turned on) bar 260o MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 220o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 90o P
10
Fan at low Diesel engine RPM bar 40o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 750o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 34o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
20
Actuator cylinder (LFD – turned on) bar 260o MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
Type of application:
Job site:
Checked by:
Checked on date:
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high Diesel engine RPM/ bar 220o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 90o P
10
Fan at low Diesel engine RPM bar 40o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 750o 1
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine charac
Replenishing pressure
1
At high idle RPM bar 34o 3 G
Stabilization module
20
Shut off valve (LFD – turned off) bar 160o 8 MX
20
Actuator cylinder (LFD – turned on) bar 260o MX
Accumulator
After 9 braking actions bar > 50 M4 / M5
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
3.3 copyright by
L580 - 458 / 9982 - 11597
MJFCIFSS
Service Manual Maintenance
Lubricant chart, filling quantities
Visual contact
Maintenance positions
The maintenance position depends on the maintenance task to be
performed.
The two basic maintenance positions 1 and 2 are described below.
They enable you to access the individual maintenance points.
Maintenance position 1 To move the machine into maintenance position 1 proceed as follows:
Maintenance position 1
Park the machine on level ground.
Lower the lift arm.
Set the bucket down flat on the ground.
Turn off the diesel engine.
Take out the starter key.
Maintenance position 2 To move the machine into maintenance position 2 proceed as follows:
Maintenance position 2
Park the machine on level ground.
Engage the articulation lock.
Lower the lift arm.
Tilt the bucket out and set it down on the ground on its teeth or cutting
edge.
Turn off the diesel engine.
Take out the starter key.
Opening the cooling system When the hood is open, you can access the cooling system.
hood
Make sure that the driver's cab door is closed on the left or right as
necessary.
When opening or closing the hood, climb onto the machine via the cab
access only and make sure that you have secure footing.
Diesel engine
Pull out the dipstick 1, wipe it clean and re-insert it.
Pull out the dipstick once again and read off the oil level.
The oil level must be between the MIN and MAX markings.
If the oil level is too low:
Remove the sealing cap 2 from the filler neck and top up with oil. For
information on the required oil quality see the section on lubricants and
fuels.
Turn off the engine. Check the seals on the oil filters and the oil level. Top
up with oil if necessary.
Run the engine for a short time, check the belt tension again and adjust it if
necessary.
Valve play
Inlet valve 0.25 mm
Outlet valve 0.30 mm
Procedure
Dismantle the cylinder head covers.
Attach the cranking device, special tool identity no. 0524045 to the
flywheel housing or insert special tool identity no. 9183785 in the crank
shaft.
Due to space restrictions, use extensions to turn the cranking device and
work from the rear side of the ratchet.
After the F03 fuse is changed and the engine started, the fuel from the fuel
line to the flame glow plug should stop flowing.
If no fuel flows when the engine is cranked, or if the fuel flow will not stop
flowing when the motor is running:
Replace the solenoid valve Y1. When installing it, note the flow direction
indicated by the arrow.
Troubleshooting
If the heating coil in the flame glow plug R3 does not start glowing, or if no
fuel is delivered to the heating coil when the engine is turning over:
Replace the flame glow plug R3.
3.5.13 Drain off water and sediment from the fuel tank
Make sure that the machine is in maintenance position 1.
Procedure
Unscrew the sealing cap 1 on the draining valve 2 on the underside of the
diesel tank.
Screw the draining hose onto the draining valve 2.
Drain the condensation and sediment into a suitable receptacle until
clean fuel begins to flow.
Unscrew the draining hose and screw the sealing cap 1 onto the draining
valve 2.
The filter insert 6 should be changed after 2000 operating hours, or when the
suction resistance is too high and the diesel engine loses power.
The filter insert 6 flushes and cleans itself from top to bottom each time the
condensate is drained.
Procedure
Remove the screws 2 and take off the cover 3.
Take out the holding clamp 5 and the filter insert 6.
Check that the seals 4 and 7 are correctly fitted, and that they are not
damaged. Replace damaged seals.
Insert the new filter insert 6 and the holding clamp 5.
Replace the cover 3 and tighten the screws 2.
3.5.19 Clean the service cap and dust extraction valve on the air
filter
Important: when the engine is running (bottom idle speed) you should be
able to feel pulsations of air at the dust extraction valve.
If the valve is damaged the dust will not be properly extracted and the filters
will get dirty more quickly.
Make sure that:
– The machine is in maintenance position 1
– The engine compartment door is open
Procedure for cleaning the dust extraction valve
Air filter
1 Safety element 4 Fixing clips
2 Main element 5 Dust extraction valve
3 Air cleaner cover 6 Air filter housing
Open the spring clips 4 on the air cleaner cover 3 and take the cover off.
Remove the main element 2 and the safety element 1. To do this pull or
turn the elements gently upwards, downwards or to the side in order to
release the seal.
Blow out the main element 2 from the inside out with dry air. Avoid
tapping the filter to clean it, as this could cause damage.
Ensure that all dirt is removed from the filter housing before inserting a
new or cleaned filter element.
The safety element 1 should be replaced every third time the main
element 2 is changed.
Lightly oil the seal surfaces before installing the filter elements (with the
main element 2 this is on the inside, with the safety element 1 on the
outside). Re-insert filter elements 1 and 2 and make sure that they are
correctly fitted.
Clean the air cleaner cover 3 and put it down on the filter housing with the
dust extraction valve 5.
Only if the lid completely covers the filter housing you can close the fixing
clips without excess force.
Close the fixing clips 4.
3.5.21 Check the air suction hoses for leaks and tight fitting
Caution A damaged or leaky air hose will cause damage to the engine.
! Check the air intake hose for cracks or pores.
Remove the air cleaner cover from the air filter housing. Remove the
main element and safety element from the filter housing.
Examine the entire inner length of the air intake hose for any
development of cracks or pores. Use a flash light to illuminate the hose.
Check that the hose clamps are securely attached to the air intake hose.
Troubleshooting
If there are cracks or pores in the hose:
Replace the air intake hose
Procedure
Procedure
Pull out the dipstick 3 a little (to make the draining of the oil easier).
Unscrew the sealing cap on the oil draining valve 5 and screw the
draining hose onto the oil draining valve 5.
Let the oil flow into the receptacle.
Unscrew the draining hose from the oil draining valve 5 and screw the
sealing cap back on.
Unscrew the sealing cap from the oil filing tube 2 and top up with fresh
oil.
Clean the sealing cap, screw it onto the oil filling tube 2 and tighten it up.
Check the oil level using the dipstick 3.
The oil level should reach the MAX marking.
3.5.24 Check the exhaust lines for leaks and tight fitting
Make sure that:
– The machine is in maintenance position 1
– The engine compartment hood is open
Procedure
Check that the fixing screws 1 and the fixing clip 6 of the exhaust pipe 4
between the turbocharger and the muffler are tight and do not leak.
Check that the flexible pipe 2 of the exhaust pipe 4 is laid straight.
Check that the rubber bearing 3 is tight and not cracked.
Check that the fixing clips 5 are tight.
Check that the fixing clip 7 on the end pipe 8 is tight.
The coolant level can be seen on the coolant equalising reservoir from
outside. The proper level for a cold engine is slightly below the middle of the
equalising reservoir MIN marking. If the level is too far below the MIN
marking, coolant must be added. If the coolant level is too low, this is
indicated by the coolant level probe 3 and displayed on the engine
overheating and coolant level symbol field, along with a simultaneous
audible warning.
Caution The cooler fins may be damaged if they are not treated with due care.
! Do not use hard objects or excessive water pressure for cleaning.
Close the hoods 1 and 2, having first closed the cab doors.
Procedure
3.5.30 Lubricate the pilot control unit, clean the magnets and
lubricate the universal joints
Make sure that the machine is in maintenance position 1.
Procedure
Remove the rubber sleeve 5 of the control lever from the retaining plate
4.
Move the control lever in the appropriate direction to improve access.
Clean the retaining magnets 1 with a brush or similar utensil.
Lubricate the universal joints 2 and washers 3 with a brush.
Start the machine and test the magnets for their retaining function.
Put the rubber sleeve of the control lever back on the retaining plate.
The red marking “OIL LEVEL - max.” 2 shows the required oil level.
Check the oil level at the sight glass 1.
If the oil level is below the required level:
Top up with hydraulic oil.
3.5.33 Change the hydraulic oil and check the return strainer
Make sure that:
– The machine is warm
– The machine is in maintenance position 1
– The engine compartment’s hood is open,
– A receptacle with a capacity of roughly 200 litres is available for the used
oil.
Procedure
Release the tank pre-pressure unscrew the bleeder filter 1.
Unscrew the plug from the drain valve 2.
Connect the oil drain hose and drain oil into the receptacle.
Remove the oil drain hose and screw the plug onto the drain valve.
Open the cover of the return strainer.
Troubleshooting
Heavy contamination or larger metal fragments in the return strainer could
indicate damage to the hydraulic system.
In this event, isolate the problem and rectify it.
The hydraulic oil may only be poured in through the return strainer.
Fill with hydraulic oil up to the oil level marking 2.
Put the cover on the housing and tighten it up.
Tighten the bleeder filter 1.
Start the diesel engine and let it run shortly at low idling speed.
Switch off the diesel engine and then check the oil level in the sight glass.
Top up with oil if necessary.
3.5.34 Check and clean the magnetic rod on the hydraulic tank
Make sure that:
– The machine is in maintenance position 1
– The engine compartment hood is open
Procedure
Release the tank pre-pressure unscrew the bleeder filter 3 on the
hydraulic tank by two turns.
Unscrew the plug 2 (the oil level sinks).
Release the screws on the lid and slowly lift the lid with the magnetic rod 1.
Carefully clean the magnetic rod.
Place the O-ring and cover with the magnetic rod on the housing.
Tighten the screws on the cover.
Screw in the plug 2.
Tighten the bleeder filter 3.
Troubleshooting
Major contamination or large metal fragments on the magnetic rod could
indicate damage to the hydraulic system.
In this event, isolate the problem and rectify it.
Troubleshooting
Heavy contamination or large metal particles in the filter element or on the
magnetic rod could indicate damage in the hydraulic system.
In this event, isolate the problem and rectify it.
It is not possible to clean the bleeder filter. The bleeder filter 1, along with its
plastic housing, must be replaced at the specified service intervals.
Unscrew the used bleeder filter.
Screw on the new bleeder filter.
Make sure that there is enough room to check the service brake.
Procedure
The batteries are in the right and left ballast and can be accessed once the
covers have been removed.
The batteries must always be in perfect condition to guarantee the reliability
of the machine.
Make sure that:
– The machine is in maintenance position 1
– The battery main switch is switched off and the main switch key is taken
out
– The covers on the ballast have been unscrewed.
Warning Batteries give off explosive gases. Battery acid is highly corrosive.
! Avoid smoking and naked flames when handling, repairing or recharging
batteries.
Check the oil level with the engine running and at a gear oil temperature of
20 ±10 °C.
Start the diesel engine and let it run at low idling speed.
Check the oil level at the sight glasses 3 and 4.
The oil level must be within the lower sight glass 4.
If the oil level is too low:
Switch off the engine and top up with the required amount of gear oil. For
the oil quality, see the section on lubricants and fuels under the
lubricating oils for the transmission subsection.
Repeat the check.
If the oil level is too high:
Have LIEBHERR CUSTOMER SERVICE identify the problem and rectify
it.
Procedure
Start the diesel engine and turn the steering full to the left.
Turn off the diesel engine.
Release the filter cartridge with a strap wrench and unscrew it.
Clean the seals on the filter bracket.
Brush the rubber gasket on the new filter cartridge lightly with gear oil.
Screw the new filter cartridge onto the filter bracket and tighten it by
hand.
Check the oil level in the transfer gear and top up if necessary (see the
section on checking the oil level in the transfer gear)
Check that the oil filter has no leaks.
3.5.46 Check the tightness of the wheel lugs (once after 50, 100
and 250 h)
Make sure that:
– The machine is in maintenance position 1
– A torque wrench with a measuring range of over 650 Nm is available
Procedure
Note: The one-off maintenance tasks scheduled for 50, 100 and 250 service
hours should also be performed every time the wheels are changed.
Check that the nuts on all four wheels have the required tightening torque
of 650 Nm.
The wheel hubs and the differential share a common oil system.
Make sure that the machine is in maintenance position 1.
Procedure
Open the plug 1 or 2 and check the oil level in the axle.
If the oil level is below the required level:
Top up with the axle oil specified in the lubricants and fuels section.
Open the plug 1 and check the oil level on the differential.
If the oil level is below the required level:
Top up with the specified type of axle oil according to the "Lubricants and
fuels" chapter.
Open the plugs 3 on the wheel hubs and drain the oil into a receptacle.
Open the drain plug 4 on the differential and drain off oil into a receptacle.
Close the drain plugs.
Procedure for topping up the oil
The wheel hubs and the differential share a common oil system. Therefore,
the oil circulates between them.
Top up with oil to the filling inlet in the differential.
Check the oil level at the differential and top up as needed.
Close the plugs on the differential.
3.5.53
3.5.55 Set the correct tyre pressure for the machine's use and
attachments
Make sure that the air pressure in the tyres on both axles is correct for the
tyre type, the way the machine is used and the working attachments fitted.
The reference values can be found in the “Technical data” section in the
operator's manual.
Procedure
The air pressure in the tyres has a significant influence on the overall
operating performance of the machine.
3.5.60 Clean or replace the fresh air and recirculated air filter
Make sure that the machine is in maintenance position 1.
Procedure
The filling level may change due to fluctuations in temperature. It will also
decrease over time as a result of natural leakage. This does not impair
operation.
If the cooling effect is poor, the reason may be an insufficient coolant level.
For normal operation, a single filling lasts for three to five years.
The bucket bearing seal 3 prevents dirt from entering the bearing, thus
increasing the lifetime of the bearing bushings.
Depending on the type of application, wear occurs on the sealing lips 5 and
on the dirt guard 6. If the bucket bearing seal 3 is in any way damaged or
worn, it must be replaced.
Dirt or insufficient lubrication can cause wear on the bearing bushings. The
increased play between the pin and bearing bushing causes noises.
Replacing the bearing bushing in time prevents damage.
Move the lift arms and the bucket to the position shown.
Gently and rapidly tilt the bucket in and out, and check the bearing points
for noise and play.
If there is significant play at the bearing points or loud noise:
Replace the bearing bushings as described in 17.2.4.
If there are any discrepancies to the table above, arrange the necessary
corrective action with LIEBHERR customer service.
If there are any discrepancies to the table above, arrange the necessary
corrective action with LIEBHERR customer service.
Special tools
Number Description ID no.
1 BODEM software with dongle 6905 909
1 Connection cable for BODEM 6905 910
2 0 - 40 bar, class 1.0 pressure gauge 7361 288
2 0 - 600 bar, class 1.0 pressure gauge 5002 866
2 4000 mm test lead 7009 134
2 1500 mm test lead 7002 475
1 Temperature measuring device 7020 372
1 LMS (alternative)
Visual contact
If the Bowden cable is correctly adjusted, the gas pedal has no play and the
speed adjustment lever touches the adjusting screw for top idle speed.
If the machine does not reach the top idle speed despite the adjustment of
the Bowden cable, you can correct it using the adjusting screw 3.
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
Lower idling speed 800±50 min-1
Upper idling speed 2100+80 min-1
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Lower idling speed 750±50 min-1
Upper idling speed 2100+80 min-1
3.6.5 Checking the pressure relief valve of the fan motor and the
fan control
The following tests must be performed on the fan drive:
– Checking the pressure relief valve 7 on the fan motor 5 (with temperature
sensor 1 or 4 unplugged)
– Check the fan at a hydraulic temperature of 31 - 55 °C and a coolant
temperature below 78 °C. This test must be performed with the diesel
engine running at top speed.
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
Pressure at the fan 175 ±5 bar
Fan speed 2130 min-1
Valid for: L564 - 463 / 7477 - 7710; L574 - 473 / 7477 - 7926; L580 - 458 / 7477 - 7929
Description Value Unit
Pressure at the fan 175 ±5 bar
Fan speed 1640 min-1
Valid for: L564 - 463 / from 7711; L574 - 473 / from 7927; L580 - 458 / from 7930
Description Value Unit
Pressure at the fan 220 ±5 bar
Fan speed 1850 min-1
Procedure for testing the fan control
During this inspection the fan speed (system pressure) is tested in the stated
temperature range.
Take the hydraulic and coolant temperatures to the stated levels.
Start the diesel engine and bring it to upper idling speed.
Check whether the upper idling speed corresponds to the required value.
If the required value is not reached:
Identify the problem and correct it.
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
Pressure at the fan 65 ±5 bar
Fan speed 1190 min-1
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Pressure at the fan 90 ±5 bar
Fan speed 1110 min-1
100 %
100 %
904
You can check the newly created engine characteristics by actuating the gas
pedal with the engine running.
With the diesel engine running, slowly push down the gas pedal, and
compare the values shown for the Engine rpm and Engine charac.
The engine speed must match the engine characteristics through the entire
speed range.
If there is a discrepancy of more than ±20 rpm, the engine characteristics
must be recorded again.
Click OK to save the set parameters.
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
Replenishing pressure 31 o1 bar
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Replenishing pressure 34 o1 bar
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
High pressure at 950 min-1 engine speed 150 o10 bar
High pressure at 1200 min-1 engine speed 290 o10 bar
High pressure at 1400 min-1 engine speed 350 o10 bar
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
High pressure at 950 min-1 engine speed 100 o10 bar
High pressure at 1200 min-1 engine speed 230 o10 bar
High pressure at 1400 min-1 engine speed 330 o10 bar
Heat is rapidly generated as the pressure relief and replenishing valves are
Caution
tested.
If the temperature gets too high, the pump may be damaged beyond repair.
! Test the pressure relief and replenishing valves only for a short time.
In the block condition, increase the engine speed to the highest speed.
Check whether the high pressure on both pressure relief and replenishing
valves corresponds to the required values.
If the required value is not reached:
Turn the adjusting screw on the pressure relief and replenishing valve
until the high pressure reaches this value.
Unscrew the adjusting screw 1 on the pressure cut-off by two turns and
then check the pressure cut-off.
Using BODEM, set the Inching On Off parameter to 235 again.
Click OK to save the set parameter.
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
High pressure 470 o10 bar
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7477 - 7449
Description Value Unit
High pressure 450 o10 bar
Valid for: L564 - 463 / from 7750; L574 - 473 / from 7750; L580 - 458 / from 7477
Description Value Unit
High pressure 470 o10 bar
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
High pressure 430 o5 bar
Maximum engine suppression at top 30 min-1
idling speed
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7477 - 7449
Description Value Unit
High pressure 410 o5 bar
Maximum engine suppression at top 30 min-1
idling speed
Valid for: L564 - 463 / from 7750; L574 - 473 / from 7750; L580 - 458 / from 7477
Description Value Unit
High pressure 430 o5 bar
Maximum engine suppression at top 30 min-1
idling speed
Caution The program enters test mode during the following tests on the variable
displacement motors. The couplings in the gearbox remain open.
! Secure the machine against rolling off.
Connect the laptop, turn on the starter switch and run the BODEM software.
Select the parameters and process data shown in the illustration in the
Parameters with Processdata menu (see the next page) and click OK
to confirm.
Testing variable displacement motor 1:
1000 min-1
4240 min-1
3270 min-1
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
-1
Variable displacement motor speed 1 4240 o50 min
-1
Variable displacement motor speed 2 3270 o50 min
Select the parameters and process data shown in the illustration in the
Parameters with Processdata menu and click OK to confirm.
Using BODEM, set the Inching On Off parameter to 255.
Start the machine, select second fixed gear and forward travel direction.
Halt the machine with the service brake and give full gas.
Slowly release the service brake until the machine travels at a speed of
12 - 15 km/h. Check whether the target values are reached.
If the required values are not reached:
Perform troubleshooting on the diesel engine: Air filter, fuel filter etc.
Perform troubleshooting on the travel hydraulics: check the operating
pressure etc.
1986
Valid for: L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
High pressure 340 ±10 bar
Difference to top idle speed (power 133 ±20 min-1
limiting control adjustment)
The differential pressure is measured between the test connection P and the
connection LS. The differential pressure can only be measured if the flow
controller is active. This is best done while slowly raising the lift arms.
Attach one 600 bar pressure sensor each to the test connection P and
the connection LS.
Start the diesel engine and let it run at low idling speed.
Slowly raise the lift arm while checking whether the pressure difference
displayed by the gauge corresponds to the required value.
If the required value is not reached:
Turn the adjusting screw on the flow regulator 1 until the differential
pressure reaches the required level.
Description Value Unit
Differential pressure 22 ±2 bar
Valid for: L544 - 443 / from 7477; L564 - 463 / from 7477
L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Regulation begin 180 ±10 bar
To check the secondary pressure relief valve, the pressure cut-off 5 and the
primary pressure relief valve 3 must be reset to a higher value.
Tighten the adjusting screw on the pressure cut-off 5 on the control valve
by two turns.
Tighten the adjusting screw on the primary pressure relief valve 3 on the
control valve block by two turns.
Attach the pressure gauge (600 bar) to the test connection P on the
control valve block.
Caution Activating the lower lift arm function may damage the pump beyond repair.
This function is not equipped with a secondary pressure relief valve.
! Do not activate the lower lift arm function.
Start the diesel engine and let it run at lower idling speed.
Activate the raise lift arm, tilt bucket out and tilt bucket in functions until
they reach their respective end positions.
Check whether the pressure in each secondary pressure relief valve
corresponds to the required value.
If the required value is not reached:
Turn the adjusting screw on the appropriate secondary pressure relief
valve until it is reached.
Readjust the primary pressure relief valve 3 and pressure cut-off 5 to the
required values. See also the sections on checking the primary pressure
relief valve and checking the pressure cut-off.
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
Tilt in bucket (pos. 2) 380±5 bar
Tilt out bucket (pos. 4) 380±5 bar
Raise lift arms (pos. 1) 380±5 bar
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Tilt in bucket (pos. 2) 400±5 bar
Tilt out bucket (pos. 4) 400±5 bar
Raise lift arms (pos. 1) 420±5 bar
To check the primary pressure relief valve 3, the settings of the pressure
cut-off 5 must be increased.
Tighten the adjusting screw on the pressure cut-off 5 on the control valve
by two turns.
Attach a pressure gauge (600 bar) to the test connection P.
Start the diesel engine and let it run at lower idling speed.
Raise the lift arms until the maximum position is reached.
3.6-16 of 26 copyright by L544 - 443 / from 7477
L554 - 453 / from 7477
MJFCIFSS L564 - 463 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Service Manual Maintenance
Testing and adjustment tasks
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Description Value Unit
Primary valve (pos. 3) 360±5 bar
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
Primary valve (pos. 3) 380±5 bar
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Description Value Unit
LS - pressure cut-off (pos. 5) 350±5 bar
Procedure
The cut-off valve limits the pressure in the hydro accumulators when ride
control is switched off. The following steps describe how to check the cut-off
pressure.
Procedure
Attach the pressure gauge (600 bar) on the stabilisation module to the
test connection MX.
Start the diesel engine (switch off ride control).
At idling speed, raise the lift arm to its full extent and build up pressure.
Check whether the high pressure on the pressure gauge corresponds to
the required value (using the highest value).
If the required value is not reached:
Turn the adjusting screw 1 on the cut-off valve until it is reached.
To test the cut-off valve again, the pressure at the measuring connection MX
must be decreased below 100 bar.
To do this, lower the pressure in the ride control system as described in the
section on depressurising the ride control and hydro accumulator.
As a final test, check the cut-off pressure again.
Description Value Unit
High pressure 160 ±20 bar
The cut-off valve limits the pressure in the hydro accumulators when ride
control is switched off. The following steps describe how to check the cut-off
pressure.
Procedure
Attach the pressure gauge (600 bar) on the stabilisation module to the
test connection MX.
Start the diesel engine (switch off ride control).
At idling speed, raise the lift arm to its full extent and build up pressure.
Check whether the high pressure on the pressure gauge corresponds to
the required value (using the highest value).
If the required value is not reached:
Turn the adjusting screw 1 on the cut-off valve until it is reached.
To test the cut-off valve again, the pressure at the measuring connection MX
must be decreased below 100 bar.
To do this, lower the pressure in the ride control system as described in the
section on depressurising the ride control and hydro accumulator.
As a final test, check the cut-off pressure again.
Description Value Unit
High pressure 160 ±20 bar
Open the valve 6 and check whether the nitrogen level is as required.
If the required value is not reached:
Slowly open the valve 8 on the nitrogen flap 9 until the pressure reaches
the correct level.
The pressure in the hydro accumulator can be reduced using the relief valve
5. The nitrogen escapes into the open air.
The differential pressure is measured between the test connection P and the
connection LS. The differential pressure can only be measured if the flow
controller is active. This is best done while slowly moving the steering.
Fit a test connection between the hose line and the connection LS.
Attach one 600 bar pressure sensor each to the test connection P and
the connection LS.
Start the diesel engine and let it run at low idling speed.
Steer the machine slowly to the left or right while checking whether the
pressure difference displayed by the gauge corresponds to the required
value.
If the required value is not reached:
Turn the adjusting screw on the flow regulator 1 until the differential
pressure reaches the required level.
Description Value Unit
Pressure difference 22 ±2 bar
It is possible to check the cut off pressure of the brake accumulator charge
function at the test connection M3 of the compact brake valve.
Attach the pressure gauge (600 bar) with a short measuring cable to the
test connection M3.
Start the diesel engine and let it run at low idling speed.
Push down the inch/brake pedal fully several times.
Meanwhile, observe the pressure gauge M3 to see whether the required
value for the activation pressure is attained.
The pressure on the pressure gauge starts to rise when the activation
pressure is reached. The pressure then increases until the cut-off pressure
is reached.
Check whether the cut-off pressure on the pressure gauge M3
corresponds to the required value.
If the required value is not reached:
Turn the adjusting screw 1 on the compact brake valve until the cut-off
pressure corresponds to the required value.
Valid for: L544 - 443 / 7477 - 9981; L554 - 453 / 7477 - 9981; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981
Description Value Unit
Cut-in pressure 155±5 bar
Cut-off pressure 185±5 bar
Valid for: L544 - 443 / from 9982; L554 - 453 / from 9982; L564 - 463 / from 9982;
L574 - 473 / from 9982; L580 - 458 / from 9982
Description Value Unit
Cut-in pressure 180±5 bar
Cut-off pressure 210±5 bar
The braking pressure on the wet disk brakes in the wheel hubs can be
checked at the test connection M4 on the front axle 1 and the test
connections M5 on the rear axle 2.
Procedure
Attach the pressure gauge (600 bar) to the test connections M4 and M5.
Start the diesel engine and let it run at low idling speed.
Push the inch/brake pedal down completely.
Check whether the pressure indicated by both gauges corresponds to the
required value.
If the required value is not reached:
Adjust the pedal stop screw 3 until the braking pressure is correct when
the pedal is fully pushed down.
Valid for: L554 - 453 / 7477 - 9255; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981
Description Value Unit
Braking pressure with the pedal pressed 65 ±5 bar
fully down
Valid for: L544 - 443 / 7477 - 9981; L554 - 453 / 9256 - 9981
Description Value Unit
Braking pressure with the pedal pressed 81 ±5 bar
fully down
The braking pressure on the wet disk brakes in the wheel hubs can be
checked at the test connection M4 on the front axle 1 and the test
connections M5 on the cut-in block 2.
Procedure
Attach the pressure gauge (600 bar) to the test connections M4 and M5.
Start the diesel engine and let it run at low idling speed.
Push the inch/brake pedal down completely.
Check whether the pressure indicated by both gauges corresponds to the
required value.
If the required value is not reached:
Adjust the pedal stop screw 3 until the braking pressure is correct when
the pedal is fully pushed down.
Valid for: L544 - 443 / from 9982; L554 - 453 / from 9982;
Description Value Unit
Braking pressure with the pedal pressed 81 ±5 bar
fully down
Valid for: L564 - 463 / from 9982; L574 - 473 / from 9982
Description Value Unit
Braking pressure with the pedal pressed 95 ±5 bar
fully down
To test the accumulator capacity of the brake accumulator 1 on the front axle
and the brake accumulator 2 on the rear axle, push down the brake/inching
pedal 9 times. The pressure in the brake accumulators must first measure
150 bar. The measurement must not fall below the required value after the
inch/brake pedal has been pressed 9 times.
Procedure
Attach the pressure gauge (600 bar) to the test connection M3 on the
compact brake valve.
Attach the pressure gauge (600 bar) to the test connection M4 on the
front axle and the test connection M5 on the rear axle.
Push down the inch/brake pedal fully several times in order to reduce the
pressure in the brake accumulators to 150 bar.
Push down the inch/brake pedal fully 9 times and keep your foot on the
pedal afterwards.
Check whether the pressure gauges M4 and M5 indicate the required
values.
If the brake pressure on one or both pressure gauges drops below the
required value:
Replace the brake accumulator in question.
Description Value Unit
Braking pressure - lower tolerance 50 bar
To test the accumulator capacity of the brake accumulator 1 on the front axle
and the brake accumulator 2 on the rear axle, push down the brake/inching
pedal 9 times. The pressure in the brake accumulators must first measure
150 bar. The measurement must not fall below the required value after the
inch/brake pedal has been pressed 9 times.
Procedure
Attach the pressure gauge (600 bar) to the test connection M3 on the
compact brake valve.
Attach the pressure gauge (600 bar) to the test connection M4 on the
front axle and the test connection M5 on the cut-in block 2.
Push down the inch/brake pedal fully several times in order to reduce the
pressure in the brake accumulators to 180 bar.
Slowly push down the inch/brake pedal fully 9 times and keep your foot
on the pedal afterwards.
Check whether the pressure gauges M4 and M5 indicate the required
values.
If the brake pressure on one or both pressure gauges drops below the
required value:
Replace the brake accumulator in question.
Description Value Unit
Braking pressure - lower tolerance 50 bar
The switching point of the pressure switch 1 can be tested at the test
connection M3 on the compact brake valve and using the symbol field 2 on
the display unit.
Attach the pressure gauge (200 bar) with a short measuring cable to the
test connection M3.
Switch on the starter switch
Gently press the inch/braking pedal to slowly lower the pressure in the
brake accumulators.
Check that the symbol field 2 lights up when the pressure gauge M3
shows the required value.
If the required value is not reached:
Replace the accumulator charge pressure switch 1.
Valid for: L544 - 443 / 7477 - 9981; L554 - 453 / 7477 - 9981; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981
Description Value Unit
Switching point of pressure switch 90 ±5 bar
Valid for: L544 - 443 / ab 9982; L554 - 453 / ab 9982; L564 - 463 / ab 9982;
L574 - 473 / ab 9982; L580 - 458 / ab 9982
Description Value Unit
Switching point of pressure switch 120 ±5 bar
3.6.33 Checking the brake lights and brake light pressure switch
Test that the brake lights are working properly.
Procedure
Switch on the starter switch
Gently press the inch/brake pedal and check whether the brake lights
light up.
If the brake lights do not light up:
Check the brake lights and replace the brake light pressure switch if
necessary.
Procedure
Remove the safety cap and slightly loosen the plug 2 of the hydro
accumulator using a 6 mm allen key.
Attach the charging and testing device 4 to the hydro accumulator.
Open the valve 6 and check whether the nitrogen level is as required.
If the required value is not reached:
Slowly open the valve 8 on the nitrogen flap 9 until the nitrogen reaches
the correct level.
The pressure in the hydro accumulator can be reduced using the relief valve
5. The nitrogen escapes into the open air.
Environmental protection
Always implement and observe environmental protection measures.
Observe national regulations.
Ensure that liquids can be properly disposed of before draining them.
Disposal
Lubricating oil quality Only high-alloy lubricating oils are used in modern diesel engines.
They consist of basic oils blended with additives.
The lubricating oil regulation for LIEBHERR diesel engines is based on the
following specifications and regulations.
Description Specifcations
API - classification (American
CF-4, CG-4, CH-4, CI-4
Petroleum Institute)
ACEA - classification (Association
des Constructeurs Européens de E2, E3, E4, E5
l'Automobile)
Specifications The diesel fuels must meet the minimum requirements in the fuel
specifications listed below.
Authorised fuel specifications:
– DIN EN 590
– ASTM D 975-89a – 1D and 2D
The sulphur content should not exceed 0.5% by weight. Higher sulphur
content affects the oil change intervals and the engine lifetime.
Lubricity The reduction of the sulphur content in diesel fuels has raised the problem of
lubricity. It has been found that diesel fuels which comply with the European
limit of 0.05% sulphur by weight can cause wear in injection systems,
especially distributor injection pumps.
Branded fuels (in Germany) contain these lubricant additives as part of their
additives package. The fuel lubricity must be <400µm according to the
HFRR (60°) test.
The additives should be added by the supplier in his capacity as agent
responsible for fuel quality. Addition of secondary lubricity additives by the
customer is not recommended.
Diesel fuel at very low When outside temperatures fall below 0 °C, the flow performance of summer
temperatures diesel fuel may be insufficient as a result of paraffin separation. The same
problem arises with winter diesel fuels below -15 °C.
Diesel fuel containing additives for operating temperatures down to -20 °C is
also often available.
To avoid breakdowns, the diesel fuel must be mixed with two star petrol or
paraffin at low temperatures. Blending in two star petrol must be viewed as
an emergency remedy and it may not exceed 30% by volume.
Four star petrol may not be used for blending.
The engine power can drop in relation to the additive mixture used for cold
conditions. Blending in additives should therefore be kept to a minimum,
taking into account the outside temperatures.
For safety reasons, the fuel may only be mixed in a fuel container. When
refuelling, pour in the fuel additive with lower specific gravity before the
diesel fuel. The engine should then be run until the fuel mixture is circulating
throughout the entire fuel system.
Diesel fuel mixture ratio (% vol.) Outside temperature °C Summer diesel fuel Additive %
%
0 bis -10 70 30
-10 bis -15 50 50 *
Mixing ratio for summer diesel fuel
* If an additive of 50% is necessary, only paraffin may be used (not two-star
petrol).
Additives for diesel fuel (flow Flow improvers available on the market will also improve the cold weather
improvers) performance of the diesel fuel. Their use requires the observance of quantity
and application recommendations stipulated by the manufacturer.
Coolant with DCA 4 DCA 4 stands for diesel coolant additive, and is manufactured by Fleetguard
The cooling system must contain at least 50% by volume anti-freeze and
corrosion protection agent all year round. This protects against freezing
down to around -37 °C.
When coolant loss occurs, make sure that the proportion of anti-freeze has
not dropped below the 50% by volume limit.
Using coolant without anti- Using DCA 4 without anti-freeze and corrosion protection agent
freeze In exceptional cases and when outside temperatures never fall below
freezing, such as tropical zones, where it is demonstrable that no approved
anti-freeze and corrosion protection agent is available, the coolant may be
composed solely of water and DCA 4.
Specifications Only engine oils (mineral oils) meeting the following specifications and
regulations are permitted.
Description Specifikation
API - classification (American
CF-4, CG-4, CH-4
Petroleum Institute)
ACEA - classification (Association
des Constructeurs Européens de E2, E3, E4
l'Automobile)
NOTE:
– Environmentally-compatible hydraulic fluids must be checked every 500
operating hours at regular intervals.
– LIEBHERR recommends that oil analysis is carried out by “WEAR-
CHECK”.
– Oil change:
Not at the interval stated in the maintenance and inspection schedule.
At the interval specified by “WEAR-CHECK“ durchführen.
– Do not mix environmentally-compatible hydraulic fluid from different
manufacturers or with mineral oils. See also the customer service
information.
Monitoring hydraulic oil - changing according to oil samples – analysis
and laboratory report:
Pump distributor gear and axles Gear oils must comply with the API GL-5 and MIL-L 2105 B, C or D
specifications and the viscosity class SAE 90 LS *.
* = Gear oil with limited slip additives for disc brakes and self-locking
differentials.
LS = limited slip additive:
– Not required for pump distributor gears
– Required for axles
For the viscosity class SAE 90 LS, an oil of the viscosity class SAE 80 W 90
LS can also be used.
Transfer gear An ATF oil compliant with the DEXTRON II D specification should be used
as lubrication oil for the axle transfer gear.
Factory filling:
ATF 86 AVIA-FLUID DEXRON II D
Lubricant grease for automatic Greases with high-pressure additives (EP greases) are recommended.
central lubrication systems
Only use greases with the same type of saponification.
Note:
Greases with solid lubricant particles such as graphite may not be
used.
Chapter contents
4 Diesel Engine, Pump Distributor Gear ................................ 4.0-1
4.4 Coupling..........................................................................................4.4-1
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Function description
Basic function
The diesel engine converts the chemical energy bonded in the fuel into
mechanical energy and makes this available at the flywheel, via the torsion
absorber and the pump distributor gear of the travel hydraulics, the working
hydraulics and the steering hydraulics.
A small proportion of the power is taken off at the accessory drive side of the
diesel engine to drive the gear pumps.
These are single phase pumps which provides the shifting pressure for the
transfer gear, and the triple gear pump for the hydrostatically driven fan, for
the accumulator pressure brake system and for scavenging of the leakage
oil in the variable displacement motor.
Design
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Design
The speed sensor is an electromagnetic component with permanent magnet
and coil (magnetic frequency encoder).
The distance between sensor and flywheel ring gear is fixed.
Function description
Basic function
Like all electricity generators (alternators), the speed sensor produces a
sinusoidal alternating voltage. The RPM of the diesel engine, number of
poles (number of teeth on flywheel ring gear) and the frequency of the
generated alternating voltage are directly proportional. The frequency of the
voltage generated is proportional to the speed.
Fuel system
1 Fine fuel filter 5 Filler strainer 9 Return line
2 Fuel separator 6 Distributor (suction and return-flow lines) 10 Fuel pump
3 Suction line 7 Fuel level sensor 11 Injection pump
4 Tank filler cap 8 Drain valve
Function description
The fuel is drawn up by the fuel supply pump via the suction line and the fuel
separator (water and contaminant precipitator) and is fed to the injection
pump via a fine filter.
Design
The fuel level sensor is fitted vertically in the fuel tank.
The electrical connection to the display unit consists of a lead and plug
connections.
Two electrodes are installed in the sensor pipe to determine the fuel level in
the tank.
Function description
The electrodes 3 installed in the sensor pipe of the fuel level sensor 2
measure the fuel level using a capacitive resistor.
The electronics in the head of the fuel level sensor 2 send a corresponding
1V - 4V signal to the main electronics.
In the control board A1, the signal is converted to a digital signal and sent on
to the fuel supply indicator in the display unit.
Design
The fuel separator functions both as a water separator and filter. A multi-
stage centrifugal system solves the problem of water and contamination in
the fuel. It is installed in the suction line of the fuel system.
The inlet connection line is linked with the fuel tank and the outlet line with
the fuel supply pump.
Fuel separator
Function description
Fuel separator
1 Bleeder screw 8 Housing
2 screw 9 Centrifuge
3 Cover 10 Seal
4 Seal 11 Sight glass
5 Holding clamp 12 Sight glass holding ring
6 Filter insert 13 Drain cock
7 Seal
The fuel is drawn up by the fuel supply pump through the inlet opening in the
housing 8. The fuel is then directed via the centrifuge 9 into the lower section
of the housing in a rotary movement (1st stage). The centrifugal effect
results in a large proportion of the water and contamination being separated
out and deposited in the lower section of the sight glass 11. The direction of
flow is then reversed (2nd stage) and further amounts of water and
contaminants are separated out here by precipitation.
In the 3rd stage, the fuel is then directed between the inner face of the sight
glass and the outer casing of the centrifuge 9 by guide vanes and suction
channels. Here more water and contaminants are collected on the guide rail
and channelled off via return-flow channels down into the sight glass 11.
The fuel then goes through stage 4. There it reaches the bottom section of
the housing 8, which contains a gullet. The fuel is still making a swirling
movement. The remaining water and contaminant particles now collect in the
gullet, accumulate and become larger. When the particles reach a certain
size, they migrate downwards and are also channelled off into the lower
section of the sight glass 11.
Only then does the cleaned fuel flow through the filter insert 6 (5th stage)
from the bottom up. Any remaining fine water or contaminant particles are
filtered out here.
By opening the bleeder screw 1 and draining off the water and
contamination, the filter insert 6 is flushed against the flow direction. This
prolongs the service life of the filter insert 6.
Technical data The filter can be serviced without any tools. The filter cartridge can be
removed and fitted by hand during servicing.
Design
The fuel filter is designed as a fine filter with a water separator, and is fitted
between the fuel pump and the injection pump.
This is a disposable filter cartridge which must be replaced after each
service.
Function description
The fine fuel filter protects the fuel system from contamination.
The diesel fuel is pumped under pressure from the fuel pump via the filter
intake into the filter insert.
The pressure of the fuel pump then forces the fuel through the filter liner,
thus filtering it.
The filtered fuel then flows through the filter head via the fuel line to the
injection pump.
The water in the fuel system is separated from the fuel by the impregnation
of the filter insert and then deposited by means of gravity in the bottom of the
filter housing.
The filter can be emptied for the purpose of maintenance by opening the
drain valve.
Design
Function description
Refuelling system
Refuelling pump
The refuelling pump 5, which is a cellular vane pump, draws up the fuel via
the suction line 6 and the suction line extension 7 with integrated suction
strainer 8 from the container 9 (barrel) and pumps it through the pressure
line 4 to the machine's fuel tank 3.
The refuelling pump 5 is switched on and off with the detachable key on the
switch 2.
The refuelling pump 5 is filled with diesel fuel before being commissioned,
making it self-priming. At the same time, the diesel fuel lubricates the glide
ring seals in the pump.
A check valve in the suction connection prevents idle running by the
refuelling pump 5, thus maintaining its self-priming character.
The DC motor does not have any internal thermal fuse protection, it is
designed for a duty cycle of 15 minutes.
The external 20 Amp fuse F05 (located in the control panel) is designed to
provide protection against short circuits and overloading.
Design
Function description
The diesel engine sucks in fresh air via the rain cap 1 and the air filter 3.
The filtered air is provided to the engine via the turbocharger.
Design
Air filter
1 Safety element 4 Fixing clips
2 Main element 5 Dust extraction valve
3 Air cleaner cover 6 Air filter housing
Function description
Function description
The vacuum switch 1 monitors the pressure between the turbocharger and
the air filter 2.
If the filters are dirty (excess vacuum) it activates the air filter contamination
symbol field in the display unit.
4.4 Coupling
(ID 5716293)
Function description
Basic function
The coupling acts as an elastic connection, while also attenuating torque
peaks between the diesel engine and the pump distributor gear to be driven.
The coupling transmits the diesel engine torque to the pump distributor gear.
Power transfer
The following components transmit the torque from the diesel engine to the
pump distributor gear.
– Flywheel 8
– Fixing screws 6
– Discs 4 and 5
– Pressure springs 3
– Hub 2
Damping
The pressure springs 3 attenuate the load variations and torque peaks on
the diesel engine crankshaft. The rotary harmonics of the crankshaft are
thus transmitted in a highly dampened form to the pump distributor gear.
Design
Technical data
The pump distributor gear is a single-stage spur wheel-type transmission
and is attached to the flywheel housing on the diesel engine.
Function description
Power transmission
The pump distributor gear transmits and distributes the diesel engine output
torque to the hydraulic pumps for:
– Travel hydraulics
– Working hydraulics
– Steering hydraulics
Drive
The pump distributor gear is driven directly by the diesel engine flywheel via
the elastic coupling.
Design
The cooling system is fitted between the diesel engine and the driver's cab
on the rear section.
Function description
Basic function
The fan draws in cooling air from outside, feeding it over the cooling fins on
the cooler units and back out again through the diesel engine.
– The cooling system cools:
– The diesel engine coolant
– The hydraulic oil
– The diesel engine charge air (L544 from level II)
– The air-conditioning condenser
– The gear oil
Valid for: L564 - 463 / 7477 - 7710; L574 - 473 / 7477 - 7926; L580 - 458 / 7477 - 7929
Fan control System pressure Current Fan speed
At high engine speed, hydraulic oil up to 30°C and
20 ±5 bar 1350 mA 430 min-1
coolant up to 78°C
At high engine speed, hydraulic oil 31 - 55°C and
90 ±5 bar 780 mA 1100 min-1
coolant up to 78°C
At high engine speed, hydraulic oil 56 -73°C and
90 - 150 ±5 bar 780 - 390 mA 1100 - 1500 min-1
coolant 79 - 84°C
At top engine speed, hydraulic oil above 74 - 85°C
150 ±5 bar 390 mA 1500 min-1
and coolant above 85 - 90°C
At top engine speed, hydraulic oil above 85°C,
coolant above 90°C or proportional solenoid de-
energised or one of the two temperature sensors 175 ±5 bar de-energised 1640 min-1
disconnected. Also suitable for setting the pressure
relief valve.
Valid for: L564 - 463 / from 7711; L574 - 473 / from 7927; L580 - 458 / from 7930
Fan control System pressure Current Fan speed
At high engine speed, hydraulic oil up to 30°C and
20 ±5 bar 1350 mA 430 min-1
coolant up to 78°C
At high engine speed, hydraulic oil 31 - 55°C and
90 ±5 bar 900 mA 1130 min-1
coolant up to 78°C
At high engine speed, hydraulic oil 56 -73°C and
90 -180 ±5 bar 900 - 470 mA 1130 -1740 min-1
coolant 79 - 84°C
At top engine speed, hydraulic oil above 74 - 85°C
175 ±5 bar 470 mA 1740 min-1
and coolant above 85 - 90°C
At top engine speed, hydraulic oil above 85°C,
coolant above 90°C or proportional solenoid de-
energised or one of the two temperature sensors 220 ±5 bar de-energised 1900 min-1
disconnected. Also suitable for setting the pressure
relief valve.
Function description
Basic function
The gear pump consists of two meshing gears enclosed in a housing. One of
the gears is driven by the external shaft (driving gear), the other is driven via
the meshed teeth (driven gear).
The incoming hydraulic fluid is trapped in the gaps between the teeth and is
pumped outside along the housing from the intake to the discharge
connection.
Pressure relief
The pressure in the gear pump cooling system is relieved by the pressure
relief valve on the gear motor.
Design
Function description
Basic function
The gear motor 1 is driven by the gear pump flow.
The proportional pressure relief valve 3 integrated on the gear motor 1
controls the speed of the gear motor and hence the fan speed.
Design
The sensor element of the temperature sensor consists of a thin-layer nickel
resistor encapsulated in a casting compound.
Temperature sensor
Function description
Temperature measurement
Chapter contents
6 Travel Hydraulics ................................................................ 6.0-1
6.0.1 Travel hydraulics L544, L554 ...............................................6.0-3
6.0.2 Travel hydraulics, L564 - L580 ...........................................6.0-10
Design
Function description
Basic function
The flow from the displacement pump reaches the variable displacement
motors via pressure connection A or B. In the process, the regulating pistons
which move along the cylinder of the variable displacement motors are
subjected to pressure. The resulting force turns the drive shaft and
generates a certain torque.
The variable displacement motors are controlled by the microcontroller.
Depending on the operation conditions of the machine, the proportional
valves 3 on the variable displacement motors are controlled by the
microcontroller. The swivel angle or the displacement is adapted to the
particular operating condition.
The discharge valve 4 in the variable displacement motor 1 is employed in
the closed circuit to avoid heat build-up. In the process, oil is discharged
from the low pressure side of the closed circuit and fed to the hydraulic tank.
The replenishing pump replaces this oil quantity with cooled oil.
Controlling the variable displacement motors
The following parameters influence how the variable displacement pump is
controlled:
– Speed
– Gas pedal position
– Variable displacement motor power limiting control (excessive diesel
engine throttling)
– Inching function
– Tempomat
– Overspeed or excessive speed
Speed The proportional valves on the variable displacement motors are energised
according to the speed.
Gas pedal position The lower the current at the proportional valve of the variable displacement
motors, the smaller the swivel angle and the displacement on the variable
displacement motors. The gas pedal position determines how fast the
variable displacement motors can be adjusted in the direction of the smaller
swivel angle. This is what determines the acceleration of the machine.
Variable displacement motor The power limiting control is activated if the diesel engine is throttled due to
power limiting control excessive pressure. This can occur when driving and if the working
hydraulics or steering is additionally actuated.
The microcontroller then increases the current on the proportional valve of
the variable displacement motors until the diesel engine speed is once again
within the normal speed range. The variable displacement motors then
control in the direction of the larger swivel angle.
Inching function When the inching brake pedal is actuated, the microcontroller increases the
current on the proportional valve of the variable displacement motors, and a
hydrostatic braking procedure is triggered.
Tempomat With the Tempomat function the variable displacement motors swivel to a
particular displacement that corresponds to the full throttle position of the
selected speed. This also causes the speed to be reduced when the diesel
engine speed is throttled.
It is activated only in forward travel in the fixed gears 1 or 2.
The current speed when the Tempomat button is pressed is stored. At full
throttle the machine will achieve this pre-selected speed.
Overspeed or excessive speed If the diesel engine speed is too high when travelling uphill, the variable
displacement motors swing to a smaller swivel angle. If the diesel engine
speed passes a critical mark, the rear axle brake is activated.
If the speed of the variable displacement motors is too high, the rear-axle
brake is also activated.
The bearing flushing supplies fresh, cooled oil to the tapered roller bearings
and into the housing of the variable displacement motors. The hot oil is
removed by suction.
The returning flow of oil from the fan motor 1 is supplied to the connection U
of the variable displacement motors. The orifice 9 ensures that the oil is
evenly distributed over both variable displacement motors.
The suction pump 3 sucks oil away from the connection T of both variable
displacement motors. The hot oil flows to the oil cooler 6 and then to the
hydraulic tank 5 via the return suction filter 4.
Hydraulic tank
The hydraulic tank provides filtered oil for the replenishing pump of the travel
hydraulics. The replenishing pump draws up oil from the hydraulic tank via
the connection 1.
A pre-tension valve in the return suction filter 3 preloads the suction side of
the replenishing pump with a pressure of 0.5 bar. The replenishing pump is
better able to draw up the oil for cold starts. This means that the pressure in
the hydrostatic control circuit increases more quickly and a better drive
performance is achieved.
The oil returning from the travel hydraulics is directed over the oil cooler. The
returning oil is then directed through the connection 2 and the return suction
filter 3 back into the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the "Hydraulic tank" chapter.
Design
Function description
Basic function
Excess temperature If the hydraulic oil (90 - 95°C) or coolant (97 - 102°C) becomes excessively
hot, the microcontroller reduces the current on the control pressure
proportional valve. The current is reduced at a linear rate of 40 % from the
maximal current.
The control pressure proportional valve will not be energised again until the
temperature has fallen below the limit value.
Overspeed or excessive speed Starting at a certain speed in each gear, the microcontroller begins to
gradually reduce the current on the control pressure proportional valve to
200 mA.
At a higher speed or if the speed of the diesel engine or variable displace-
ment motors is too high, the rear-axle brake is automatically activated.
The flow from the displacement pump reaches the variable displacement
motors via pressure connection A or B. In the process, the regulating pistons
which move along the cylinder of the variable displacement motors are
subjected to pressure. The resulting force turns the drive shaft and
generates a certain torque.
The variable displacement motors are controlled by the microcontroller.
Depending on the operation conditions of the machine, the proportional
valves 3 on the variable displacement motors are controlled by the
microcontroller. The swivel angle or the displacement is adapted to the
particular operating condition.
The discharge valve 4 in the variable displacement motor 1 is employed in
the closed circuit to avoid heat build-up. In the process, oil is discharged
from the low pressure side of the closed circuit and fed to the hydraulic tank.
The replenishing pump replaces this oil quantity with cooled oil.
Speed The proportional valves are energised at the variable displacement motors
according to the speed.
The smaller the current is at the proportional valve of the variable
displacement motors, the smaller the swivel angle and the displacement are
on the variable displacement motor.
Gas pedal position The gas pedal position determines how fast the variable displacement
motors can be adjusted in the direction of the smaller swivel angle. This is
what determines the acceleration of the machine.
Variable displacement motor The power limiting control is activated if the diesel engine is throttled due to
power limiting control excessive pressure. This can occur when driving and if the working
hydraulics or steering is additionally actuated.
The microcontroller then increases the current on the control pressure
proportional valve until the diesel engine speed is once again within the
normal speed range. The variable displacement motors then control in the
direction of the larger swivel angle.
Inching function When the inching brake pedal is actuated, the microcontroller increases the
current on the proportional valve of the variable displacement motors, and a
hydrostatic braking procedure is triggered.
Tempomat With the Tempomat function the variable displacement motors swivel to a
particular displacement that corresponds to the full throttle position of the
selected speed. This also causes the speed to be reduced when the diesel
engine speed is throttled.
It is activated only in forward travel in the fixed gears 1 or 2.
The current speed when the Tempomat button is pressed is stored. At full
throttle the machine will achieve this pre-selected speed.
Overspeed or excessive speed If the diesel engine speed is too high when travelling uphill, the variable
displacement motors swing to a smaller swivel angle. If the diesel engine
speed passes a critical mark, the rear axle brake is activated.
If the speed of the variable displacement motors is too high, the rear-axle
brake is also activated.
The bearing flushing supplies fresh, cooled oil to the tapered roller bearings
and into the housing of the variable displacement motors. The hot oil is
removed by suction.
The returning flow of oil from the fan motor 1 is supplied to the connection U
of the variable displacement motors. The orifice 9 ensures that the oil is
evenly distributed over both variable displacement motors.
The suction pump 3 sucks oil away from the connection T of both variable
displacement motors. The hot oil flows to the oil cooler 6 and then to the
hydraulic tank 5 via the return suction filter 4.
Hydraulic tank
The hydraulic tank provides filtered oil for the replenishing pump of the travel
hydraulics. The replenishing pump draws up oil from the hydraulic tank via
the connection 1.
A pre-tension valve in the return suction filter 3 preloads the suction side of
the replenishing pump with a pressure of 0.5 bar. The replenishing pump is
better able to draw up the oil for cold starts. This means that the pressure in
the hydrostatic control circuit increases more quickly and a better drive
performance is achieved.
The oil returning from the travel hydraulics is directed over the oil cooler. The
returning oil is then directed through the connection 2 and the return suction
filter 3 back into the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the "Hydraulic tank" chapter.
Design
Components of the variable displacement pump, servo cylinder and servo valve view
1 Servo piston 9 Pressure cut-off 16 Receptacle ring
2 Pump housing 10 Travel direction valve 17 Adjusting screw for the
3 Spring cup 11 Connection housing pump zero position
4 Pressure spring 12 Pressure relief and replenishing 18 Counter nut
5 Pressure spring valve 19 Spring cup
6 Turcon-Glyd seal 13 Control pressure proportional valve 20 Snap ring
7 Guide ring 14 Twist screw 21 Cover
8 Solenoid 15 Solenoid
Function description
Basic function
Replenishing pump
The replenishing pump is an internal gear pump. The replenishing pump
draws oil from the hydraulic tank and delivers it to the control pressure
proportional valve 1. The delivery volume of the pump is proportional to the
drive speed.
Pressure cut-off
The pressure cut-off valve limits the operating pressure in the closed circuit.
Design
Components of the variable displacement pump, servo cylinder and servo valve view
1 Servo piston 9 Pressure cut-off 17 Receptacle ring
2 Pump housing 10 Travel direction valve 18 Adjusting screw for the
3 Spring cup 11 Control pressure proportional valve pump zero position
4 Pressure spring 12 Connection housing 19 Counter nut
5 Pressure spring 13 Pressure relief and replenishing valve 20 Spring cup
6 Turcon-Glyd seal 14 Replenishing pressure relief valve 21 Snap ring
7 Guide ring 15 Twist screw 22 Cover
8 Solenoid 16 Solenoid
Function description
Basic function
Replenishing pump
The replenishing pump is an internal gear pump. The replenishing pump
draws oil from the hydraulic tank. The delivery volume of the pump is
proportional to the drive speed.
Pressure cut-off
The pressure cut-off valve limits the operating pressure in the closed circuit.
When the maximum operating pressure is reached, the variable
displacement pump flow is reduced until the maximum operating pressure is
just maintained.
Pressure cut-off not active: The replenishing pressure acts in the channel up
to the control pressure proportional valve 3 and the pressure cut-off 4.
Basic function
The returning flow of oil from the fan motor 1 is supplied to the connection U
of the variable displacement motors. The orifice 9 ensures that the oil is
evenly distributed over both variable displacement motors.
The suction pump 3 sucks oil away from the connection T of both variable
displacement motors. The hot oil flows to the oil cooler 6 and then to the
hydraulic tank 5 via the return suction filter 4.
Function description
Basic function
Function description
Chapter contents
7 Working hydraulics.............................................................. 7.0-1
7.0.1 Working hydraulics L544, L554 to 11597 ..........................7.0.1-1
7.0.2 Working hydraulics L544, L554 from 11598......................7.0.2-7
7.0.3 Working hydraulics L564, L574, L580 to 11597..............7.0.3-13
7.0.4 Working hydraulics L564, L574, L580 from 11598..........7.0.4-19
Design
Function description
Basic function
The working hydraulics are equipped with the following standard functions:
– Working movements for the lift and tilt cylinders
– Ride control
– Float position
– Automatic bucket return-to-dig function
– Lift kick-out
The working hydraulics system operates in an open circuit. The working
hydraulics pump 20 draws up oil from the hydraulic tank 1 and pumps it to
the control block 50. The returning oil is pumped through the return suction
filter 4 back to the hydraulic tank 1.
The control block is activated via the hydraulic pilot control unit. The control
block contains the spool valves for the lift and tilt cylinders. The LS system in
the control valve block distributes the flow of the working hydraulics pump to
the consumer units independently of load.
The ride control system attenuates the bouncing and pitching vibrations of
the machine while it is travelling, thus greatly increasing comfort and safety.
Hydraulic tank
The hydraulic tank provides filtered oil for the working hydraulics. The
working hydraulics pump draws up oil from the hydraulic tank via the shut-off
connection 1. The returning oil is pumped back through the connection 2 and
the return suction filter 3 to the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the section on the hydraulic tank.
Control block
The control block contains the spool valves for the lift cylinder 3 and the tilt
cylinder 4.
The LS pressure relief valve 7 limits the maximum pressure of the working
hydraulics pump. The primary pressure relief valve 5 additionally limits the
maximum pressure of the working hydraulics pump.
The secondary pressure relief valves 2 protect the hydraulic system against
pressure peaks from the consumer units. The float position solenoid valve 6
is activated for the float position and ride control.
See the detailed description in the section on the control block.
The working hydraulics are actuated by a separate control circuit. The spool
valves in the control block 1 are hydraulically actuated by the pilot control
unit 2.
The variable displacement pump 5 (replenishing pump) of the travel
hydraulics takes the required servo oil and pumps it through the pilot control
solenoid valve 4 to the pilot control unit 2.
See the detailed description in the section on the pilot control unit.
Ride control
The ride control system attenuates the bouncing and pitching vibrations of
the machine while it is travelling, thus greatly increasing comfort and safety.
The lift cylinders are connected at the base end via the control valve block 3
and the stabilisation module 2 to the hydro accumulators 1. The rod end of
the lift cylinders is connected to the hydraulic tank via the float position
solenoid valve 4 in the control valve block.
See the detailed description in the section on ride control.
Design
Function description
Basic function
Hydraulic tank
The hydraulic tank provides filtered oil for the working hydraulics. The
working hydraulics pump draws up oil from the hydraulic tank via the shut-off
connection 1. The returning oil is pumped back through the connection 2 and
the return suction filter 3 to the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the section on the hydraulic tank.
Control block
The control block contains the spool valves for the lift cylinder 3 and the tilt
cylinder 4.
The LS pressure relief valve 7 limits the maximum pressure of the working
hydraulics pump. The primary pressure relief valve 5 additionally limits the
maximum pressure of the working hydraulics pump.
The secondary pressure relief valves 2 protect the hydraulic system against
pressure peaks from the consumer units. The float position solenoid valve 6
is activated for the float position and ride control.
See the detailed description in the section on the control block.
The working hydraulics are actuated by a separate control circuit. The spool
valves in the control block 1 are hydraulically actuated by the pilot control
unit 2.
The variable displacement pump 5 (replenishing pump) of the travel
hydraulics takes the required servo oil and pumps it through the pilot control
solenoid valve 4 to the pilot control unit 2.
See the detailed description in the section on the pilot control unit.
Ride control
The ride control system attenuates the bouncing and pitching vibrations of
the machine while it is travelling, thus greatly increasing comfort and safety.
The lift cylinders are connected at the base end via the control valve block 3
and the stabilisation module 2 to the hydro accumulators 1. The rod end of
the lift cylinders is connected to the hydraulic tank via the float position
solenoid valve 4 in the control valve block.
See the detailed description in the section on ride control.
Design
Function description
Basic function
Hydraulic tank
The hydraulic tank provides filtered oil for the working hydraulics. The
working hydraulics pump draws up oil from the hydraulic tank via the shut-off
connection 1. The returning oil is pumped back through the connection 2 and
the return suction filter 3 to the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the section on the hydraulic tank.
Control block
The control block contains the spool valves for the lift cylinder 3 and the tilt
cylinder 4.
The LS pressure relief valve 7 limits the maximum pressure of the working
hydraulics pump. The primary pressure relief valve 5 additionally limits the
maximum pressure of the working hydraulics pump.
The secondary pressure relief valves 2 protect the hydraulic system against
pressure peaks from the consumer units. The float position solenoid valve 6
is activated for the float position and ride control.
See the detailed description in the section on the control block.
The working hydraulics are actuated by a separate control circuit. The spool
valves in the control block 1 are hydraulically actuated by the pilot control
unit 2.
The variable displacement pump 5 (replenishing pump) of the travel
hydraulics takes the required servo oil and pumps it through the pilot control
solenoid valve 4 to the pilot control unit 2.
See the detailed description in the section on the pilot control unit.
Ride control
The ride control system attenuates the bouncing and pitching vibrations of
the machine while it is travelling, thus greatly increasing comfort and safety.
The lift cylinders are connected at the base end via the control valve block 3
and the stabilisation module 2 to the hydro accumulator unit 1. The rod end
of the lift cylinders is connected to the hydraulic tank via the float position
solenoid valve 4 in the control valve block.
See the detailed description in the section on ride control.
Design
Function description
Basic function
Hydraulic tank
The hydraulic tank provides filtered oil for the working hydraulics. The
working hydraulics pump draws up oil from the hydraulic tank via the shut-off
connection 1. The returning oil is pumped back through the connection 2 and
the return suction filter 3 to the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the section on the hydraulic tank.
Control block
The control block contains the spool valves for the lift cylinder 3 and the tilt
cylinder 4.
The LS pressure relief valve 7 limits the maximum pressure of the working
hydraulics pump. The primary pressure relief valve 5 additionally limits the
maximum pressure of the working hydraulics pump.
The secondary pressure relief valves 2 protect the hydraulic system against
pressure peaks from the consumer units. The float position solenoid valve 6
is activated for the float position and ride control.
See the detailed description in the section on the control block.
The working hydraulics are actuated by a separate control circuit. The spool
valves in the control block 1 are hydraulically actuated by the pilot control
unit 2.
The variable displacement pump 5 (replenishing pump) of the travel
hydraulics takes the required servo oil and pumps it through the pilot control
solenoid valve 4 to the pilot control unit 2.
See the detailed description in the section on the pilot control unit.
Ride control
The ride control system attenuates the bouncing and pitching vibrations of
the machine while it is travelling, thus greatly increasing comfort and safety.
The lift cylinders are connected at the base end via the control valve block 3
and the stabilisation module 2 to the hydro accumulator unit 1. The rod end
of the lift cylinders is connected to the hydraulic tank via the float position
solenoid valve 4 in the control valve block.
See the detailed description in the section on ride control.
Design
Function description
Basic function
Pump control
The swash plate 1 of the working hydraulics pump is moved out by the
control piston 2. The operating pressure constantly acts in the piston
chamber 3. This causes the pump to swivel out.
The swash plate is returned to its initial position by the return piston 5.
Pressure oil is pumped into the piston chamber 4. The return piston is
controlled by the governors fitted on the working hydraulics pump.
The working hydraulics pump flow is controlled by the following governors:
– Flow controller
– Power regulator
The operating state of the working hydraulics system governs which
governor is currently activated.
If the working hydraulics demand only a small amount of oil or none at all,
the flow regulator restricts the working hydraulics pump to the
required amount.
If the set power limit is reached at a certain flow and increasing pressure, the
flow regulator reduces the working hydraulics pump flow.
Flow regulation
The load sensing system ensures that the working hydraulics pump only
delivers as much oil from the hydraulic tank as the working hydraulics
currently need.
When the working hydraulics are not in use, the oil flow is blocked by the
spool valves in the control block and the working hydraulics pump is reduced
to minimum flow (leak flow). Connection 2 is depressurised. The high
pressure pushes the piston 3 against the pressure springs 1 which
determine the standby pressure in the system. The control piston 3 opens
the high pressure duct 4 to the duct 5 and the return cylinder reduces the
pump to leak flow.
Design
D-D section of control valve block with primary pressure relief valve and pre-tension valve
Cross section A-A of control block with spool valves for lift cylinder
Cross section B-B of control block with spool valves for tilt cylinder
1 Main block housing 7 Counter nut 13 Lifting pressure relief valve
2 Pressure spring 8 Float position / ride control 14 Spring cup
3 Cover solenoid valve 15 Lift cylinder spool valve
4 Restrictor check valve 9 Control piston 16 Tilt-out pressure relief valve
5 Spool valve stroke adjusting 10 Valve insert 17 Tilt-in pressure relief valve
screw 11 Main piston 18 Tilt cylinder spool valve
6 Cap nut 12 Pressure balance
Function description
Basic function
Secondary pressure relief valves for each function protect the working
attachment, cylinders, hose lines and the control block from overload. At the
same time, the secondary pressure relief valves act as replenishing valves.
The LS pressure cut-off 2 protects the working hydraulics pump from
excess pressure.
Function description
Basic function
Control block
The control block contains the spool valves for the tilt cylinder 1 and the lift
cylinder 2.
The spool valves for the lift and tilt cylinders are supplied with oil by the pilot
control unit.
The restrictors in the control valve block allow sensitive control of the
individual functions.
The float position/ride control solenoid valve relieves the lift cylinder rod end
to the hydraulic tank when it is activated.
See the detailed description in the section on the control block.
Technical data
See section 2.1
Design
Function description
Basic function
The control phase begins as soon as the force of the regulating spring 9 and
the force of the hydraulic pressure at the connection 12 are equal. The
regulating piston 10 is in equilibrium.
The interaction of the regulating piston 10 and the regulating spring 9 means
that the pressure at the connection 12 is proportional to the stroke of the
tappet 7 and therefore to the position of the control lever. The pressure
regulation which is proportional to the position of the control lever allows the
spool valves in the control block to be moved proportionally to the pressure.
Electromagnetic locking
The following functions have electromagnetic locking:
– Lift kick-out
– Bucket return-to-dig
– Float position
The pressure spring 1 is attached under the tappet 3 and the spring sleeve
2. Just before the end of the stroke of the tappet and the control lever, the
operator must apply additional force to tension the pressure spring 1. This
shows the operator that the control lever is at its end position / maximum
deflection.
At the end position (maximum deflection) of the control lever, the ring 5
comes into contact with the anchor magnet 4. When the solenoid is
activated, its magnetic force holds the control lever in its end position.
Unlocking takes place automatically by switching off the solenoid current
using the proximity switch or by pulling back the control lever.
Technical data
See section 2.1
Design
Function description
Basic function
The cut-in block includes the following components in a single housing:
– Pilot control solenoid valve (working hydraulics)
– Overspeed protection solenoid valve (rear axle braking function)
Technical data
See section 2.1
Design
Function description
Basic function
The purpose of the hydro accumulator is to store hydraulic energy and
supply it when needed.
It has the following applications:
– To act as an attenuator for pressure peaks, for example for the ride
control system or steering attenuation.
– As an energy reserve to supply energy when needed, for example for the
brake system.
Technical data
See section 2.1
Design
Function description
Basic function
The membrane pressure switches are for switching electric circuits on and
off. The hydraulic pressure acts via a membrane on an adjustable spring.
When a set value is reached, the electric contact opens and the circuit is
interrupted.
This type of membrane pressure switch is known as “normally open”.
When the float position pressure switch 2 reaches a set pilot control
pressure, its electrical contact closes. If the float position/ride control button
is switched on, the float position/ride control solenoid valve 1 (on the control
valve block) and the float position retaining solenoid 4 (in the pilot control
unit) are activated.
When float position retaining solenoid 4 is activated, its magnetic force holds
the control lever in its end position.
The float position/ride control solenoid valve 1 (on the control valve block)
relieves the lift cylinder rod end to the hydraulic tank. The working
attachment lies on the ground under its own weight.
Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
Design
Function description
Basic function
The wheel loader is an unsprung earth-moving machine and therefore tends
towards bouncing and pitching vibrations. These vibrations are
uncomfortable for the driver, reduce drive performance and machine safety.
The ride control system is a hydropneumatic spring support between the lift
arms and the chassis. It reduces bouncing and pitching vibrations.
Stabilisation module
The stabilisation module protects the hydro accumulator 1 from overload.
If the pressure is too high, the stabilisation module stops the oil flow to the
hydro accumulators.
The solenoid valve 3 is for activating and deactivating ride control.
The safety valve 4 opens if the pressure to the tank connection is too high.
This protects the hydro accumulator from overload.
See the detailed description in the section on the stabilisation module.
Technical data
See section 2.1
Design
Function description
Basic function
The stabilisation module protects the hydro accumulator from excessive
pressure peaks. If the pressure is too high, the stabilisation module stops the
oil flow to the hydro accumulators.
Logic valve
When ride control is deactivated, the logic valve 1 opens and closes very
slowly, ensuring that the correct pressure in the hydro accumulators 6
is reached. This means the hydro accumulators 6 no longer have an
absorbing effect.
Cut-off valve
The cut-off valve 2 controls the logic valve 1. Oil flows either from the hydro
accumulators or the lift cylinder base end through the cut-off valve 2 and the
solenoid valve 3 to the spring side of the logic valve 1.
At low pressure, the cut-off valve 2 is in its idle position. Oil flows from the
hydro accumulators through the cut-off valve to the spring side of the logic
valve 1.
If the pressure increases to the set value, the cut-off valve 2 switches to its
second position. Oil flows from the lift cylinder base end through the cut-off
valve to the spring side of the logic valve 1.
Ride control deactivated When ride control is deactivated, the solenoid valve 3 is not energised and is
in its idle position. Oil can flow from the cut-off valve 2 to the spring side of
the logic valve 1.
Safety valve
The safety valve restricts the pressure in the hydro accumulators. If the
pressure is too high, the safety valve opens to the hydraulic tank.
Technical data
See section 2.1
Design
Function description
Function
The hydro accumulators are connected via the stabilisation module and the
control valve block to the base end of the lift cylinders. If the maximum
pressure is reached, the stabilisation module stops the oil flow to the hydro
accumulators. This protects the hydro accumulator from overload.
The hydro accumulators absorb bouncing and pitching vibrations. The
vibration damping effect is achieved using a nitrogen filling in the hydro
accumulators.
Technical data
See section 2.1
Design
Function description
Basic function
The membrane pressure switches are for switching electric circuits on and
off. The hydraulic pressure acts via a membrane on an adjustable spring.
When a set value is reached, the electric contact opens and the circuit is
interrupted.
This type of membrane pressure switch is known as “normally closed”.
Valid for: L544 - 443 / from 11598; L554 - 453 / from 11598
Design
Function description
Basic function
The wheel loader is an unsprung earth-moving machine and therefore tends
towards bouncing and pitching vibrations. These vibrations are
uncomfortable for the driver, reduce drive performance and machine safety.
The ride control system is a hydropneumatic spring support between the lift
arms and the chassis. It reduces bouncing and pitching vibrations.
Stabilisation module
The stabilisation module protects the hydro accumulator from overload.
If the pressure is too high, the stabilisation module stops the oil flow to the
hydro accumulators.
The solenoid valve 7 is for activating and deactivating ride control.
The safety valve 2 opens if the pressure to the tank connection is too high.
This protects the hydro accumulator from overload.
See the detailed description in the section on the stabilisation module.
The safety valve 5 is installed to relieve the pressure. If there are excess
pressure peaks, the safety valve opens to the hydraulic tank.
If the speed falls below 9.1 km/h the two solenoid valves are switched off
again. The lift arms can no longer vibrate.
The activation speed of 9.1 km/h can be adjusted using the BODEM
software.
Technical data
See section 2.1
Design
Function description
Basic function
The stabilisation module protects the hydro accumulator from excessive
pressure peaks. If the pressure is too high, the stabilisation module stops the
oil flow to the hydro accumulators.
Safety valve
The safety valve restricts the pressure in the hydro accumulators. If the
pressure is too high, the safety valve opens to the hydraulic tank.
Technical data
See section 2.1
Design
Function description
Function
The hydro accumulator unit is connected via the stabilisation module to the
base end of the lift cylinders. If the maximum pressure is reached, the
stabilisation module stops the oil flow to the hydro accumulators. This
protects the hydro accumulator from overload.
The hydro accumulators absorb bouncing and pitching vibrations. The
vibration damping effect is achieved using a nitrogen filling in the hydro
accumulators.
Technical data
See section 2.1
Design
Function description
Basic function
The membrane pressure switches are for switching electric circuits on and
off. The hydraulic pressure acts via a membrane on an adjustable spring.
When a set value is reached, the electric contact opens and the circuit is
interrupted.
This type of membrane pressure switch is known as “normally closed”.
Valid for: L564 - 463 / 7477 - 11597; L574 - 473 / 7477 - 11597; L580 - 458 / 7477 - 11597
Design
Function description
Basic function
The wheel loader is an unsprung earth-moving machine and therefore tends
towards bouncing and pitching vibrations. These vibrations are
uncomfortable for the driver, reduce drive performance and machine safety.
The ride control system is a hydropneumatic spring support between the lift
arms and the chassis. It reduces bouncing and pitching vibrations.
Stabilisation module
The stabilisation module protects the hydro accumulator from overload.
If the pressure is too high, the stabilisation module stops the oil flow to the
hydro accumulator unit.
The solenoid valve 3 is for activating and deactivating ride control.
The safety valve 2 provides additional protection against excess pressure.
See the detailed description in the section on the stabilisation module.
Control block
The control block contains the spool valves for the lift cylinder 2 and the tilt
cylinder 1.
The lift cylinder base end is connected to the control valve block and the
stabilisation module.
The float position/ride control solenoid valve 3 connects the lift cylinder rod
end to the hydraulic tank when it is activated.
See the detailed description in the section on the control block.
Technical data
See section 2.1
Design
Function description
Basic function
The stabilisation module protects the hydro accumulator from excessive
pressure peaks. If the pressure is too high, the stabilisation module stops the
oil flow to the hydro accumulators.
The logic valve 1 provides the connection to the hydro accumulators. The
logic valve is controlled by the cut-off valve 3, solenoid valve 4 and actuator
cylinder 5. If the pressure is too high, the pack of the logic valve is
pressurised and closes.
The safety valve 2 provides additional pressure relief for the hydro
accumulators. If the pressure is too high, the safety valve opens to the
hydraulic tank.
Logic valve
Cut-off valve
The cut-off valve 2 controls the logic valve 1. Oil flows either from the hydro
accumulators or the lift cylinder base end through the cut-off valve 2 and the
solenoid valve 3 to the spring side of the logic valve 1.
At low pressure, the cut-off valve 2 is in its idle position. Oil flows from the
hydro accumulators through the cut-off valve to the spring side of the logic
valve 1.
If the pressure increases to the set value, the cut-off valve 2 switches to its
second position. Oil flows from the lift cylinder base end through the cut-off
valve to the spring side of the logic valve 1.
Ride control deactivated When ride control is deactivated, the solenoid valve 3 is not energised and is
in its idle position. Oil can flow from the cut-off valve 2 to the spring side of
the logic valve 1.
Safety valve
The safety valve provides additional pressure relief for the hydro
accumulators. If the pressure is too high, the safety valve opens to the
hydraulic tank.
Technical data
See section 2.1
Design
Function description
Function
The hydro accumulator unit is connected via the stabilisation module and the
control valve block to the base end of the lift cylinders. If the maximum
pressure is reached, the stabilisation module stops the oil flow to the hydro
accumulators. This protects the hydro accumulator from overload.
The hydro accumulators absorb bouncing and pitching vibrations. The
vibration damping effect is achieved using a nitrogen filling in the hydro
accumulators.
Technical data
See section 2.1
Design
Function description
Basic function
The membrane pressure switches are for switching electric circuits on and
off. The hydraulic pressure acts via a membrane on an adjustable spring.
When a set value is reached, the electric contact opens and the circuit is
interrupted.
This type of membrane pressure switch is known as “normally closed”.
Valid for: L564 - 463 / from 11598; L574 - 473 / from 11598; L580 - 458 / from 11598
Design
Function description
Basic function
The wheel loader is an unsprung earth-moving machine and therefore tends
towards bouncing and pitching vibrations. These vibrations are
uncomfortable for the driver, reduce drive performance and machine safety.
The ride control system is a hydropneumatic spring support between the lift
arms and the chassis. It reduces bouncing and pitching vibrations.
When ride control is activated, the lift cylinders 15 are connected at the base
end to the hydro accumulators 6. The hydro accumulators are filled with
nitrogen and absorb pressure peaks at the base end of the lift cylinders.
The lift cylinders are connected at the rod end to the hydraulic tank. This
allows the lift arms to move up freely.
Stabilisation module
The stabilisation module protects the hydro accumulator from overload.
If the pressure is too high, the stabilisation module stops the oil flow to the
hydro accumulators.
The solenoid valve 7 is for activating and deactivating ride control.
The safety valve 2 opens if the pressure to the tank connection is too high.
This protects the hydro accumulator from overload.
See the detailed description in the section on the stabilisation module.
Control block
The control block contains the spool valves for the lift cylinder 2 and the tilt
cylinder 1.
The lift cylinder base end is connected to the control valve block and the
stabilisation module.
The float position/ride control solenoid valve 3 connects the lift cylinder rod
end to the hydraulic tank when it is activated.
See the detailed description in the section on the control block.
Technical data
See section 2.1
Design
Function description
Basic function
The stabilisation module protects the hydro accumulator from excessive
pressure peaks. If the pressure is too high, the stabilisation module stops the
oil flow to the hydro accumulators.
Safety valve
The safety valve provides additional pressure relief for the hydro
accumulators. If the pressure is too high, the safety valve opens to the
hydraulic tank.
Technical data
See section 2.1
Design
Function description
Function
The hydro accumulator unit is connected via the stabilisation module to the
base end of the lift cylinders. If the maximum pressure is reached, the
stabilisation module stops the oil flow to the hydro accumulators. This
protects the hydro accumulator from overload.
The hydro accumulators absorb bouncing and pitching vibrations. The
vibration damping effect is achieved using a nitrogen filling in the hydro
accumulators.
1 Plug 4 Membrane
2 Nitrogen filling 5 Closing head
3 Oil filling 6 Accumulator
The hydro accumulators have a small amount of oil in them to protect the
membrane on the nitrogen side. When sudden pressure peaks occur, such
as when driving over rough ground, the oil prevents the membrane from
hitting the inside of the accumulator too hard.
Technical data
See section 2.1
Design
Function description
Basic function
The membrane pressure switches are for switching electric circuits on and
off. The hydraulic pressure acts via a membrane on an adjustable spring.
When a set value is reached, the electric contact opens and the circuit is
interrupted.
This type of membrane pressure switch is known as “normally closed”.
Technical data
See section 2.1
Design
Function description
Sealing
The scraper ring in the piston rod bearing prevents dirt from penetrating the
piston rod.
The O-rings and the Glyd Seal, Rimseal and Stepseal sealing rings seal the
pressure chambers inside and out.
Technical data
See section 2.1
Design
Function description
Sealing
The scraper ring in the piston rod bearing prevents dirt from penetrating the
piston rod.
The O-rings and the Glyd Seal, Rimseal and Stepseal sealing rings seal the
pressure chambers inside and out.
Design
Function description
Basic function
The hydraulic tank contains the oil required by the hydraulic system. It
supplies oil to the travel hydraulics, working hydraulics, brake system and
steering system.
When the machine moves, a plate inside the hydraulic tank calms the
hydraulic oil. This moderating plate divides the hydraulic tank into a return
chamber and an intake chamber.
Return strainer
The return strainer 3 filters some of the oil returning from the entire hydraulic
system. The filtered oil then flows back to the hydraulic tank.
See the detailed description in the section on the return strainer.
Bleeder filter
To prevent excessive changes of pressure inside the hydraulic tank, air must
be exchanged with the atmosphere outside.
To prevent contamination, the air taken in from outside passes through a
fine filter.
See the detailed description in the section on bleeder filter.
Technical data
See section 2.1
Design
1 Cover with magnetic rod
2 Filter housing
3 Filter casing
4 Filter element
The return suction filter is fitted in the hydraulic tank.
The steel vessel is sealed with an O-ring.
Function description
Basic function
The filter acts as a return filter and as a suction filter for the replenishing
pump of the hydrostatic travel drive.
The oil flowing back from the working and travel hydraulics is pumped
through the connection 5 to the filter element. The oil flows from the inside
outwards through the filter 4 and is cleaned.
The magnetic rod 1 attracts larger metal particles from the oil flowing past.
This also increases the lifetime of the filter.
The outside of the filter is connected to intake connection 2 of the
replenishing pump.
More oil flows from the working and travel hydraulics to the return and
suction filter than is drawn up by the replenishing pump. The excess oil flows
through the pre-tension valve 3 to the tank.
Technical data
See section 2.1
Design
The return strainer is contained in the hydraulic tank.
An O-ring is fitted as a seal between the return strainer and the steel
container.
Function description
Basic function
The return strainer filters some of the oil returning from the entire hydraulic
system. The filtered oil then flows back to the hydraulic tank.
Technical data
See section 2.1
Design
Function description
Function
To prevent excessive changes of pressure inside the hydraulic tank, air must
be exchanged with the atmosphere outside.
To prevent contamination, the air taken in from outside passes through the
fine filter.
The spring-loaded outlet valve 2 and inlet valve 3 reduce the exchange of
air. This minimises the oil contamination and increases the service life of the
fine filter element.
Chapter contents
8 Steering system .................................................................. 8.0-1
8.2 Servostat.........................................................................................8.2-1
Design
Function description
Basic function
Hydraulic tank
The hydraulic tank provides filtered oil for the steering system. The variable
displacement pump draws up oil from the hydraulic tank via the shut-off
connection 1.
The oil return flow from the servostat is directed back to the hydraulic tank
via the oil cooler and the connection 3 via the return suction filter 4. Oil
leaking from the variable displacement pump is fed via the connection 2 and
the return strainer 5 to the hydraulic tank. The bleeder filter 6 compensates
for pressure differences inside the hydraulic tank by providing appropriate
ventilation.
See the detailed description in the "Hydraulic tank" chapter.
Valve block
The valve block connects the oil flow from the variable displacement pump
or from the emergency steering pump to the servostat.
The pressure switch 1 monitors the pressure of the variable displacement
pump. If the pressure at the pressure switch 1 is too low, the emergency
steering pump is automatically activated. This can occur when the diesel
engine has stalled or when the variable displacement pump breaks down.
The check valves 2 and 3 present the oil from flowing back to the pump.
See the detailed description in the "Valve block" section.
Servostat
The servostat is connected to the steering column. The metering pump and
the spool in the servostat are actuated and the steering movement initiated
via the steering wheel.
With a rapid movement of the steering wheel, the flow amplifier delivers
some of the oil directly to the steering cylinders via the spool. This enables
rapid steering response off-road.
The flow amplifier is not active for slow steering movements. The entire oil
volume is supplied via the spool and the metering pump to the steering
cylinders. This enables sensitive steering response for on-road travel.
Two pressure relief valves protect the steering cylinder and the servostat
from unacceptable pressure peaks.
See the detailed description in the "Servostat" section.
Steering cylinder
The steering cylinders are connected to the front and rear sections.
When steering, the steering cylinders are actuated by oil from the servostat.
The hydro accumulators on the steering cylinders dampen the steering
movements. The damping system in the steering cylinder prevents a hard
impact between the front and rear sections at the full angle of articulation.
See the detailed description in the "Steering cylinder" section.
Function description
Basic function
Control unit
The control unit smoothly adjusts the displacement of the steering pump.
The angle of the swash plate 3 is changed from 0° towards 15° and back.
Pressure cut-off
If the maximum system working pressure is reached, the pump swivels back
to the lowest swivel angle and only delivers leakage oil. This keeps the
maximum working pressure constant.
When the operating pressure of the pump reaches the maximum permissible
level, the valve piston 3 in the pressure cut-off 1 pushes against the
pressure spring 4. A channel A opens and pressure oil flows to the restoring
cylinder.
The restoring cylinder displaces the swash plate and sets the pump to the
smallest swivel angle.
8.2 Servostat
(lD 5716533, 5716476)
Function description
Basic function
Flow amplification
The flow amplification enables oil supply from two cylinders with the small
servostat version. This directs a certain proportion of the flow via the
metering pump and a proportion via the rotary valve spool directly to the
cylinders.
For slow steering movements, the entire flow is directed via the metering
pump 3. Oil flow to the steering cylinders is thus dependent on the size of
the metering pump. This enables a very sensitive steering response, for
example, for on-road travel.
At higher steering speeds, above approx. 10 steering wheel revolutions per
minute, additional bore holes open in the rotary valve spool. Some of the oil
flows via the metering pump 3 and additional oil flows via the spool 4
directly to the cylinders. The volume flow ratio is 1 : 1.6. This enables a very
rapid steering response for off road driving, for example.
Steering in active condition When the steering is actuated, the valve slider 2 is moved. The connection P
is connected to the LS connection and the steering cylinder. The pressure
increase at the LS connection causes the flow controller 4 on the variable
displacement pump 3 to reduce the pump flow to the required level.
The variable displacement pump 3 regulates until there is a certain pressure
differential between the connection P and the LS connection.
Pressure relief
The pressure relief valves prevent excessive pressure peaks in the steering
system. Pressure peaks can arise from sudden loads during driving mode.
Depending on the direction of the load, the pressure relief valve 1 for the left
steering cylinder or the pressure relief valve 2 for the right steering cylinder
is opened.
When the set pressure is reached, the valve cone 6 opens against the pressure
spring 4. Oil flows from the consumer unit 7 to the tank connection 5.
The opening pressure of the pressure relief valve can be set using the
adjusting screw 3.
Replenishing function
Two replenishing valves are installed in the servostat for steering to the left
and right.
The replenishing valves prevent a vacuum from forming in the steering
cylinder under certain operating conditions. Oil flows through the check valve
2 from the tank channel 1 to the steering cylinder (channel 3). The pin 4
prevents the check valve 2 moving too far away from the valve seat.
Function description
Sealing
The scraper ring in the piston rod bearing prevents dirt from entering the
piston rod.
The O-rings and guide ring, rim-seal and step-seal sealing rings seal the
pressure chambers inside and out.
Function description
Basic function
The purpose of the hydro accumulator is to store hydraulic energy and
release it as needed.
There are various specific areas of application:
– As an attenuator to smooth off pressure peaks, for example in the ride
control or the steering damper.
– As an energy accumulator to release energy as needed, for example in
the brake system.
Steering damping
The hydro accumulators on the steering cylinders dampen the steering
movements when the direction is changed rapidly. The damping effect
furthermore counteracts external forces on the machine, e.g., if the working
attachment is driven sideways into an obstacle.
Function description
Basic function
Function description
Basic function
The gear pump of the emergency steering pump is driven by an electric
motor. The electric motor is switched on and off via a relay. A temperature
sensor monitors the temperature of the electric motor during the operation of
the emergency steering pump. The electric motor is automatically switched
off if a certain temperature is reached.
The gear pump draws oil from the hydraulic tank as needed. The oil is
supplied via the valve block to the servostat. A pressure relief valve protects
the pump from excess pressure.
Function description
Basic function
The gear pump of the emergency steering pump is driven by an electric
motor. The electric motor is switched on and off via a relay. A temperature
sensor monitors the temperature of the electric motor during the operation of
the emergency steering pump. The electric motor is automatically switched
off if a certain temperature is reached.
The gear pump draws oil from the hydraulic tank as needed. The oil is
supplied via the valve block to the servostat. A pressure relief valve protects
the pump from excess pressure.
Function description
Basic function
Membrane pressure switches are used to switch an electrical circuit on and
off. Hydraulic pressure acts via a membrane on an adjustable spring. When
the required value is reached, the electrical contact closes and the circuit is
completed.
This membrane switch is an N/O type switch.
Function description
Basic function
Membrane pressure switches are used to switch an electrical circuit on and
off. Hydraulic pressure acts via a membrane on an adjustable spring.
Change-over type membrane pressure switches have 3 connection contacts.
If the set value is reached, the circuit from A to B is opened and the circuit
from A to C is closed.
Function description
Basic function
Membrane pressure switches are used to switch an electrical circuit on and
off. Hydraulic pressure acts via a membrane on an adjustable spring. When
the required value is reached, the electrical contact closes and the circuit is
completed.
This membrane switch is an N/O type switch.
Design
Function description
Basic function
The valve block directs the oil flow from the variable displacement pump or
from the emergency steering pump to the servostat.
Chapter contents
9 Brake system ...................................................................... 9.0-1
9.0.1 Brake system........................................................................9.0-1
9.0.2 Brake system........................................................................9.0-6
Design
Function description
Basic function
Hydraulic tank
The hydraulic tank provides filtered oil for the braking system. The gear
pump draws up oil from the hydraulic tank via the shut-off connection 1. The
returning oil is pumped through the return strainer 3 back to the hydraulic
tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the "Hydraulic tank" chapter.
Service brake
The service brake is integrated in the front and rear axles in the form of a
wet disc brake 1. The oil pressure pushes the brake discs together. The
number of brake discs and the brake pressure determine the braking force.
See the detailed description in the "Axles" chapter.
Parking brake
The parking brake is mounted on the output shaft of the transfer gear 4 and
thus acts on all four wheels.
The parking brake is opened by oil pressure and closed by spring force.
After the motor is started and the parking brake button is pressed, the
solenoid valve 2 in the compact brake valve 1 is activated. Oil flows from the
hydro accumulator 3 to the parking brake 5, acts on the brake cylinder and
opens the brake callipers.
When the parking brake button is pressed again or the diesel engine shut
down, the brake is closed by the spring force in the brake cylinder, thus
producing the required braking torque at the brake disc.
When the parking brake is closed, the LEDs on the parking brake button and
the parking brake symbol field in the display light up.
See the detailed description in the "Parking brake" chapter.
Overspeed protection
The overspeed protection prevents the diesel engine or variable adjustment
motors from excess torque, which can happen when travelling downhill.
Design
Function description
Basic function
Hydraulic tank
The hydraulic tank provides filtered oil for the braking system. The gear
pump draws up oil from the hydraulic tank via the shut-off connection 1. The
returning oil is pumped through the return strainer 3 back to the hydraulic
tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the "Hydraulic tank" chapter.
Service brake
The service brake is integrated in the front and rear axles in the form of a
wet disc brake 1. The oil pressure pushes the brake discs together. The
number of brake discs and the brake pressure determine the braking force.
See the detailed description in the "Axles" chapter.
Parking brake
The parking brake is mounted on the output shaft of the transfer gear 4 and
thus acts on all four wheels.
The parking brake is opened by oil pressure and closed by spring force.
After the motor is started and the parking brake button is pressed, the
solenoid valve 2 in the compact brake valve 1 is activated. Oil flows from the
hydro accumulator 3 to the parking brake 5, acts on the brake cylinder and
opens the brake callipers.
When the parking brake button is pressed again or the diesel engine shut
down, the brake is closed by the spring force in the brake cylinder, thus
producing the required braking torque at the brake disc.
When the parking brake is closed, the LEDs on the parking brake button and
the parking brake symbol field in the display light up.
See the detailed description in the "Parking brake" chapter.
Overspeed protection
The overspeed protection prevents the diesel engine or variable adjustment
motors from excess torque, which can happen when travelling downhill.
Function description
Basic function
The gear pump consists of two meshing gears enclosed in a housing. One of
the two gearwheels - the driving gear - is driven by the external shaft, while
the other is driven via the meshed teeth.
The incoming hydraulic fluid is trapped in the gaps between the teeth and is
pumped outside along the housing from the intake to the discharge
connection.
The brake system gear pump 3 draws up oil via the internal suction channel of
the cooling system gear pump 2 from the hydraulic tank 4. The oil is pumped via
the pressure connection of the pump to the compact brake valve 1.
Pressure relief
The pressure on the brake system gear pump is relieved via the accumulator
charge valve in the compact brake valve.
Function description
Basic function
Service brake
When the pedal is pressed down, the hydraulic inch function is active in the
first two thirds of the pedal travel range. This function is activated by the
angle sensor on the compact brake valve.
Parking brake
Pressing the parking brake pushbutton switches the parking brake solenoid
valve 1 to open. This means that the accumulator pressure acts on the
cylinder of the disc brake and releases the brake.
Function description
Basic function
The purpose of the hydro accumulator is to store hydraulic energy and
release it as needed.
There are various specific areas of application:
– As an attenuator to smooth off pressure peaks, for example in the ride
control or the steering damper.
– As an energy accumulator to release energy as needed, for example in
the brake system.
Function description
Basic function
Membrane pressure switches are used to switch an electrical circuit on and
off. Hydraulic pressure acts via a membrane on an adjustable spring. When
the required value is reached, the electrical contact closes and the circuit is
completed.
This membrane switch is an N/O type switch.
Function description
Basic function
The membrane pressure switches are used to turn an electrical circuit on
and off. Hydraulic pressure acts via a membrane on an adjustable spring.
When the required value is reached, the electrical contact opens and the
circuit is interrupted.
This membrane switch is an N/C type switch.
If the pressure in one of the brake accumulators falls below a level set in the
pressure switch, the contact closes and the accumulator charge pressure
segment field lights up. An audible signal is also emitted.
Function description
Function description
Basic function
The purpose of the hydro accumulator is to store hydraulic energy and
release it as needed.
There are various specific areas of application:
– As an attenuator to smooth off pressure peaks, for example in the ride
control or the steering damper.
– As an energy accumulator to release energy as needed, for example in
the brake system.
The parking brake is closed by spring force and opened by brake oil from the
hydro accumulator 2.
When the parking brake button is pressed, brake oil flows from the hydro
accumulator and releases the parking brake. Safe opening of the parking
brake can only be guaranteed when the parking brake symbol field is not lit.
Function description
The length of time the brake is active depends on the degree of overspeed.
The following situations can arise:
Situation A: At very high overspeed, for example on a steep slope, the
brake is activated constantly for more than 3 seconds. The service code
E 96 appears, accompanied by a short warning buzzer.
Situation B: If the limit speed is exceeded, the machine is automatically
braked until the speed falls below the limit speed. After a short time, the
speed becomes excessive again and the brake is activated again. If the
brake is activated for longer than 3 seconds, the service code E 96 appears,
accompanied by a warning buzzer. This also applies if the brake activation is
briefly interrupted.
Situation C: The machine is briefly braked. The speed is then back in the
permissible range.
Note: Brake operations generating service code E 96 do not arise during
normal operation. This service code can only appear if the machine is not
operated properly.
The service codes are stored in the control electronics (CPU) A1. The
service code E 96 only appears during aggressive driving, for example if the
driver drives down steep slopes at full throttle. If the service code E 96 is
found several times in the memory, this can impair the machine's warranty,
especially if any reported damage can be traced to overspeed.
Function description
Basic function
The following functions are integrated in the solenoid valve block in a
housing section:
– Pilot control solenoid valve (working hydraulics)
– Overspeed protection solenoid valve (brake function on the rear axle)
– Overspeed protection solenoid valve
Chapter contents
10 Electrical system ............................................................... 10.0-1
10.0.1 Electrical system with circuit diagrams
Valid for Ser. No. 7477 - 9239............................................10.0-3
10.0.2 Electrical system with circuit diagrams
Valid from Ser. No. 9240 ..................................................10.0-47
Design
The operating voltage of the machine is 24 volts. The batteries (2 x 12 V) are
connected in series.
The two batteries are mounted in the right ballast weight.
Components of the electrical The following table is a complete list of the components of the electrical
system system. The codes in the step column are to help find components in the
circuit diagrams.
Abbreviations:
– WH – wiring harness
– LFD – Liebherr ride control
– SV – solenoid valve
– PSV – proportional solenoid valve
– LED – light emitting diode
– OH – operating hours
–
Machine
Code Description Step
view
A1, A12 Main electronics 1 - 18 2
A2 Electronic control unit for travel drive (master + slave MC6 E/31) 3, 4, 5, 6, 7, 3
13, 15
A3 Radio 16/30
A10 Heating control element 18
A11 Control unit (switch button) 18
A13 Display unit 18
A200 Joystick steering 15/35
B1 Transfer gear speed sensor (gear output speed) 5/24 2
B2 Variable displacement motor 1 speed sensor (A6VM 80, 80, 107 EP) 5/28 2, 3
(gear input speed)
B2a Variable displacement motor 2 speed sensor (A6VM 80, 107, 140 EP) 5/31 2
(gear input speed)
B3 Emergency steering pressure switch 13/20 1, 3
B3a Emergency steering safety test pressure switch 13/23 2, 3
B4 Air filter contamination vacuum switch 2/6 1
B7 Sender unit and pressure switch for engine oil pressure 2/10 1, 3
B8 Hydraulic oil temperature sensor (fan control) 7/12 2
B10 Horn 10/43 2
B11 Loudspeaker 16/30
B12 Brake light pressure switch 11/39 1
B13 Coolant level sensor 2/14 2, 3
B14 Gear oil temperature thermo switch 120 °C 5/36 2, 3
B15 Bucket return-to-dig inductive switch 8/7 1
B16 Back-up alarm 3 A 14/5 3
B17 Stroke end limit inductive switch 8/12 1
B19 Brake system accumulator pressure switch, 90 bar 5/40 1
B20 Coolant temperature sensor 100 °C 2/17 3
B21 Coolant temperature sensor (fan control) 7/16 2, 3
B24 Diesel engine speed sensor 5/20 3
B25 Fuel supply gauge 2/22 3
Machine
Code Description Step
view
B26 Air-conditioning thermo switch 9/28 3
B27 Air-conditioning system pressure switch 9/33 1, 3
B28 Ride control (LFD) pressure switch 8/30 2, 3
B32 Bucket float position pressure switch 8/34 3
X50 Joystick steering pressure switch 13/23
E1 Left reversing light 24 V – 21 W 11/12 3
E2 Cab light with switch 24 V – 10 W 12/13
E3 Left driving headlight 24 V – 70/75 W 11/27 3
E4 Right driving headlight 24 V – 70/75 W 11/34 3
E5 Right reversing light 24 V-21 W 11/17 3
E6 Left tail light 24 V -10 W 11/11 3
E7 Right tail light 24 V -10 W 11/16 3
E8 Left profile light 24 V – 4 W 12/17 3
E9 Right profile light 24 V – 4 W 12/19 3
E10 Front left working headlight 24 V – 70 W 12/24 3
E11 Front right working headlight 24 V – 70 W 12/26 3
E12 Right number plate light 24 V – 10 W 12/30 3
E13 Left number plate light 24 V – 10 W 12/30 3
E14L Rear left working headlight 24 V – 70 W 11/20 3
E14R Rear right working headlight 24 V – 70 W 11/25 3
F00 100 A main fuse (MEGA fuse) 1/6 1
F01 60 A fuse connected to terminal 15 1/35 2
F02 20 A starter fuse, terminal 50 for starting excess fuel 1/14 2
F03 30 A fuse for motor stop solenoid 1/23 2
F04 30 A fuse for terminal 15 (pin) 1/39 2
F05 20 A fuse for heater blower speed 1 – 4 9/4 2
F06 60 A preglow fuse 1/42 1
F07 10 A hazard warning system fuse 1/45 1
F08 200 A emergency steering pump fuse 1/25 1
G1 Alternator 1/18 1
G2 Batteries (2x12 V) 1/4-6 1, 2, 3
H15 Front left flashing light 24 V – 21 W 11/28 3
H16 Front right flashing light 24 V – 21 W 11/33 3
H17 Rear left flashing light 24 V – 21 W 11/10 3
H18 Rear right flashing light 24 V – 21 W 11/15 3
H20 Left brake light 24 V – 21 W 11/9 3
H21 Right brake light 24 V – 21 W 11/15 3
H22 Flashing beacon 24 V – 70 W 12/35
H22a Rear flashing beacon 24 V – 70 W 14/10
H26 Fan reverse warning lamp 7/21
H26a Reserve switch illumination 7/28
H26b Reserve switch illumination 7/30
K01 Relay connected to terminal 15 1/31 2
K02 Start lockout relay 1/15 2
K03 Motor stop relay (30 A) 1/23 2
K04 Preglow and afterglow relay 1/35 1
K04a Preglow relay (60 A) 1/42 1
K06 Blower speed 1 relay 9/9 2
K07 Blower speed 2 relay 9/14 2
K08 Blower speed 3 relay 9/20 2
K09 Blower speed 4 relay 9/25 2
K11 Emergency steering pump relay 13/30 2
Ka Reverse travel direction electronic relay 4/15 2
1 0 . 0 - 4 of 94 L544 - 443 / 7477 - 9239
L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239
Service Manual Electrical system
Machine
Code Description Step
view
Kb Forward travel direction electronic relay 4/20 2
KL15/1 Terminal connection 15 1/37
KL24_G 24 Volt terminal connection 1/36
KL30/1 Positive (+) battery terminal connection 1/6
KL31 Ground (-) terminal connection 1/13
M1 Starter 1/11 1
X10 Front windshield wiper motor 10/22
M3 Rear windshield wiper motor 10/30
M4 Front windshield washer pump 10/36 3
M5 Blower motor 9/13
M7 Driver's seat compressor motor 14/19
M8 Emergency steering pump motor 13/30 2, 3
M9 Rear windshield washer pump 10/40 3
M11 Heater water valve adjustment drive 9/39 3
P1 Mechanical operating hours display 2/27
R1 Inch/brake pedal angle sensor 5/10 1
R3 Flame glow plug 1/42
R5 Gas pedal angle sensor 5/14 2
S1 Ignition start switch 2/35
S2 Control lever for travel direction, kick-down and additional function 4/25
S2a Control lever for travel direction, kick-down and additional function 4
S3 Steering column switch 10/10
S15 Battery main switch 1/4 1, 3
S26 Fan reverse switch 7/25
T1 24 V – 12 V voltage converter (radio) 16/24
V1 Starter extinguishing diode 1/14
X/MC6a 55-pin Junior Timer connector (MC6 master board) 3, 4, 5, 6
X/MC6b 55-pin Junior Timer connector (MC6 slave board) 3, 6, 7, 13, 15
X1 40-pin Deutsch DRC connector (main electronics) 1, 2, 7, 9, 11, 2, 3
12, 14
X2 24-pin Deutsch DRC connector (main electronics) 5, 6, 8, 10, 2, 3
11, 13, 14, 15
X2a 40-pin Deutsch DRC connector (gear wiring harness) 5, 6, 7, 13, 15
X3 24-pin Deutsch DRC connector (main electronics) 8, 10 2, 3
X3A 10-pin Junior Power Timer connector (control board) 8, 10
X3B 14-pin Junior Power Timer connector (control board) 8, 10
X4 15-pin SUB-D pin connector (CPU) 18
X4a 15-pin SUB-D socket connector (control unit) 18
X5 6-pin Junior Power Timer connector 11
X5 9-pin SUB-D pin connector (CPU) 18
X5a 9-pin SUB-D socket connector (CPU) 18
X6 6-pin Junior Power Timer connector 11
X6 9-pin SUB-D pin connector (CPU) 18
X6a 9-pin SUB-D socket connector (heater/air-conditioning control unit) 18
X7 24-pin Deutsch DRC connector (main electronics) 2, 9, 10, 14
X7 6-pin Deutsch connector (rear left lighting) 9
X7A 6-pin Junior Power Timer connector (CPU) 9, 14
X7B 10-pin Junior Power Timer connector (control board) 2, 9, 10, 14
X8 6-pin Deutsch connector (rear left lighting) 11/16
X8 24-pin Deutsch DRC connector (main electronics) 12, 16, 17
X8A 6-pin Junior Power Timer connector (control board) 12, 16
X8B 6-pin Junior Power Timer connector (control board) 16, 17
X9 40-pin Deutsch DRC connector (main electronics) 3, 4, 7, 13, 15
Machine
Code Description Step
view
X9A 10-pin Junior Power Timer connector (control board) 3, 4, 13, 15
X 9B 10-pin Junior Power Timer connector (CPU) 3, 7
X10 6-pin Junior Power Timer connector (control board) 1/15-33
X11 4-pin Junior Power Timer connector (CPU) 5, 17
X5 10-pin Junior Power Timer connector (control board) 11
X12 10-pin Junior Power Timer connector (power board) 3, 17
X12A 4-pin Junior Power Timer connector (internal wiring harness) 3
X13 4-pin Junior Power Timer connector (power board) 17
X14 4-pin Junior Power Timer connector (CPU) 9
R1 6-pin Superseal connector (gear wiring harness) 5/8
X8 6-pin Deutsch connector (rear light, right, H21, H18, E7, E5) 11
X20 6-pin Junior Power Timer connector (internal wiring harness) 9
X20 Socket 14
X20 6-pin Junior Power Timer connector (internal wiring harness) 17
X208 Joystick steering connector 15
X24 9-pin AMP connector (steering column switch) 10/9
X25 9-pin AMP connector (steering column switch) 10/14
X28 2-pin Deutsch connector (fan) 7/35
X33 6-pin Deutsch connector (Y9, Y17, Y18) 8/33
X52 2-pin Deutsch B12 connector (auxiliary heater) 9/35
Xa 4-pin screw connections 1/6-24
Xb Terminal block connectors 17
XBB3 8-pin Bodem connector 3
Y1 Preglow SV 1/39 2
Y2 Forward travel direction SV 6/8 3
Y3 Reverse travel direction SV 6/12 3
Y4 Starting excess fuel SV 1/14 2, 3
Y5 Motor stop solenoid 1/23 2, 3
Y6 Modulation + gear level solenoid valves Y6.1, Y6.2, Y6.3 6/16 2
Y6.1 Gear level 1 SV 6/21
Y6.2 Gear level 2 SV 6/18
Y6.3 Gear level 3 SV 6/20
Ymo Modulation throttle SV 6/16
Y9 Bucket return-to-dig solenoid 8/37 3
Y10 Parking brake SV 5/43 1
Y11 Additional equipment 1 SV (optional) 14/25 3
Y12 Additional equipment 2 SV (optional) 14/29 3
Y13 Fan motor proportional pressure relief valve 7/35 2, 3
Y50 Fan reverse SV (optional) 7/31
Y14 Working hydraulics lockout SV 8/18 1
Y15 Control pressure PSV 6/26 3
Y16 Overspeed protection SV 6/30 1
Y17 Stroke end limit solenoid 8/38 3
Y18 Bucket float position solenoid 8/40 3
Y20 Ride control (LFD) SV 8/22 3
Y21 Ride control (LFD) SV 8/26 3
Y22 Air-conditioning compressor magnetic coupling 9/43 1
EP1 Variable displacement motor 1 PSV 6/34 3
EP2 Variable displacement motor 2 PSV 6/38 3
Y51 Right joystick steering PSV (optional) 15/8
Y52 Left joystick steering PSV (optional) 15/12
Y53 Quick change device PSV (optional) 14/33
Function description
Circuit diagrams
The circuit diagrams are shown on sheets 1 to 18. The following is a list of
the steps and their main functions.
Overview of the sheets showing the electrical system:
1 Power supply: Battery, alternator, battery main switch, main
electronics, preglow system, starter
2 Engine monitoring: Main electronics, ignition start switch, hour meter,
fuel sensor, coolant level and temperature sensor, air filter vacuum
switch and engine oil pressure sensor
3 Diagnostic interface: Main electronics, gear electronics
4 Travel drive inputs: Drive switch
5 Travel drive inputs: Gas and inch pedal angle sensors, drive and
output speed sensors, gear oil temperature, brake system accumulator
pressure
6 Travel drive outputs: Forward and reverse solenoid valves, gear,
control pressure, overspeed protection, variable displacement motors
and parking brake
7 Fan control: Temperature sensors for hydraulic oil, coolant and diesel
engine, warning lamp switch and fan reverse solenoid valve, fan motor
proportional solenoid valve
8 Working hydraulics: Proximity switches for bucket return-to-dig and
stroke end limit, working hydraulics lockout and ride control solenoid
valves, control lever retaining magnets, float position and ride control
pressure switches.
9 Cab ventilation: Heater and air-conditioning fan motor, air-
conditioning temperature and pressure switches, variable displacement
motor heating valve and air flap, air-conditioning magnetic coupling
10 Cab control: Steering column switch, front and rear windshield wiper
and washer system, horn
11 Lighting: Front and rear driving lights, brake light pressure switch
1 0 . 0 - 8 of 94 L544 - 443 / 7477 - 9239
L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239
Service Manual Electrical system
1. Power supply: Battery, alternator, battery main switch, main electronics, preglow system, starter
2. Engine monitoring: Main electronics, ignition start switch, hour meter, fuel sensor, coolant level and
temperature sensor, air filter vacuum switch and engine oil pressure sensor
5. Travel drive inputs: Gas and inch pedal angle sensors, drive and output speed sensors, gear oil
temperature, brake system accumulator pressure
6. Travel drive outputs: Forward and reverse solenoid valves, gear, control pressure, overspeed protection,
variable displacement motors and parking brake
7. Fan control: Temperature sensors for hydraulic oil, coolant and diesel engine, warning lamp switch and fan
reverse solenoid valve, fan motor proportional solenoid valve
8. Working hydraulics: Proximity switches for bucket return-to-dig and stroke end limit, working hydraulics
lockout and ride control solenoid valves, control lever retaining magnets, float position and ride control
pressure switches
9. Cab ventilation: Heater and air-conditioning fan motor, air-conditioning temperature and pressure switches,
variable displacement motor heating valve and air flap, air-conditioning magnetic coupling
10. Cab control: Steering column switch, front and rear windshield wiper and washer system, horn
11. Lighting: Front and rear driving lights, brake light pressure switch
12. Lighting: Cab light, profile lights, working floodlights and flashing beacon
13. Emergency steering: Emergency steering and emergency steering check pressure switches
14. Additional equipment: Back-up alarm, rear flashing beacon, driver's seat compressor, socket, additional
equipment 1/2 and quick change device solenoid valves
15. Steering system: Joystick steering solenoid valves, joystick steering control
16. Additional equipment: Reserve plugs for terminals 30 and 15 on the cab roof, radio with voltage converter
17. Terminal block: Some pre-wired options can be connected here during retrofitting
18. Operation: Control unit A10, control unitA11, display unit A13
Design
The operating voltage of the machine is 24 volts. The batteries (2 x 12 V) are
connected in series.
The two batteries are mounted in the right ballast weight.
Components of the electrical The following table is a complete list of the components of the electrical
system system. The codes in the step column are to help find components in the
circuit diagrams.
Abbreviations:
– WH – wiring harness
– LFD – Liebherr ride control
– SV – solenoid valve
– PSV – proportional solenoid valve
– LED – light emitting diode
– OH – operating hours
Machine-
Code Description Step
view
A1, A12 Main electronics 1-6, 8-19 2
A2 Electronic control unit for travel drive (master + slave MC6 E/31) 4, 5, 6, 7, 8, 3
14, 16
A3 Radio 17/23
A10 Heating control element 19
A11 Control unit (switch button) 19
A13 Display unit 19
A20 Voltage converter 24 V – 12 V (radio) 17/29
A200 Joystick steering 16/30
B1 Transfer gear speed sensor (gear output speed) 6/23 2
B2 Variable displacement motor 1 speed sensor (A6VM 80, 80, 107 EP) 6/26 2, 3
(gear input speed)
B2a Variable displacement motor 2 speed sensor (A6VM 80, 107, 140 EP) 6/30 2
(gear input speed)
B3 Emergency steering pressure switch 14/27 1, 3
B3a Emergency steering safety test pressure switch 14/30 2, 3
B4 Air filter contamination vacuum switch 3/6 1
B7 Sender unit and pressure switch for engine oil pressure 3/10 1, 3
B8 Hydraulic oil temperature sensor (fan control) 8/8 2
B10 Horn 11/44 2
B11L Loudspeaker 17/25
B11R Loudspeaker 17/22
B12 Brake light pressure switch 12/40 1
B13 Coolant level sensor 3/14 2, 3
B14 Gear oil temperature thermo switch 120 °C 6/35 2, 3
B15 Bucket return-to-dig inductive switch 9/8 1
B16 Back-up alarm 3 A 15/10 3
B17 Stroke end limit inductive switch 9/12 1
B19 Brake system accumulator pressure switch, 90 bar 6/38 1
B20 Coolant temperature sensor 100 °C 3/17 3
B21 Coolant temperature sensor (fan control) 8/12 2, 3
Machine-
Code Description Step
view
B24 Diesel engine speed sensor 6/18 3
B25 Fuel supply gauge 3/22 3
B26 Air-conditioning thermo switch 10/28 3
B27 Air-conditioning system pressure switch 10/33 1, 3
B28 Ride control (LFD) pressure switch 9/29 2, 3
B32 Bucket float position pressure switch 9/32 3
E1 Left reversing light 24 V – 21 W 12/11 3
E2 Cab light with switch 24 V – 10 W 13/11
E3 Left driving headlight 24 V – 70/75 W 12/30 3
E4 Right driving headlight 24 V – 70/75 W 12/35 3
E5 Right reversing light 24 V-21 W 12/16 3
E6 Left tail light 24 V -10 W 12/9 3
E7 Right tail light 24 V -10 W 12/15 3
E8 Left profile light 24 V – 4 W 13/15 3
E9 Right profile light 24 V – 4 W 13/18 3
E10 Front left working headlight 24 V – 70 W 13/21 3
E11 Front right working headlight 24 V – 70 W 13/26 3
E12 Right number plate light 24 V – 10 W 12/19 3
E13 Left number plate light 24 V – 10 W 12/24 3
E14L Rear left working headlight 24 V – 70 W 13/31 3
E14R Rear right working headlight 24 V – 70 W 13/34 3
EP1 Variable displacement motor 1 PSV 7/35 3
EP2 Variable displacement motor 2 PSV 7/39 3
F00 100 A main fuse (MEGA fuse) 1/18 1
F01 60 A fuse connected to terminal 15 1/16 2
F02 20 A starter fuse, terminal 50 for starting excess fuel 1/26 2
F03 20 A fuse for motor stop solenoid 1/45 2
F04 30 A fuse for terminal 15 (pin) 1/22 2
F05 20 A fuse for heater blower speed 1 – 4 10/4 2
F06 60 A preglow fuse 2/28 1
F07 10 A hazard warning system fuse 2/32 1
F08 200 A emergency steering pump fuse 14/33 1
F09 7,5 A fuse voltage converter (radio) 17/28 2
F222 10 A fuse Driver's seat compressor motor 15/20 2
G1 Alternator 1/28 1
G2 Batteries (2x12 V) 1/8-14 1, 2, 3
H15 Front left flashing light 24 V – 21 W 12/29 3
H16 Front right flashing light 24 V – 21 W 12/34 3
H17 Rear left flashing light 24 V – 21 W 12/8 3
H18 Rear right flashing light 24 V – 21 W 12/14 3
H20 Left brake light 24 V – 21 W 12/7 3
H21 Right brake light 24 V – 21 W 12/13 3
H22 Flashing beacon 24 V – 70 W 13/37
H22a Rear flashing beacon 24 V – 70 W 15/15
H26 Fan reverse warning lamp 8/17
K01 Relay connected to terminal 15 1/12 2
K02 Start lockout relay 1/34 2
K03 Motor stop relay (30 A) 1/39 2
K04 Preglow and afterglow relay 2/20 1
K04a Preglow relay (60 A) 2/29 1
K06 Blower speed 1 relay 10/9 2
K07 Blower speed 2 relay 10/14 2
K08 Blower speed 3 relay 10/19 2
1 0 . 0 - 4 8 of 94 L544 - 443 / from 9240
L554 - 453 / from 9240
MJFCIFSS L564 - 463 / from 9240
L574 - 473 / from 9240
L580 - 458 / from 9240
Service Manual Electrical system
Main electronics
Machine-
Code Description Step
view
K09 Blower speed 4 relay 10/24 2
K11 Emergency steering pump relay 14/36 2
KL15/1 Terminal connection 15 1/43
KL24_G 24 Volt terminal connection 1/10
KL30/1 Positive (+) battery terminal connection 1/20
KL31 Ground (-) terminal connection 1/3
MP1 Mass point 1, rear section, front/right side under the cab 1, 3, 6, 7, 8,
9, 11, 12, 13,
15, 16
MP2 Mass point 2, rear section, left / mid side (clip) 1, 2, 3, 7, 9,
10, 12, 15
MP3 Mass point 3, rear section, left/mid side (connection block) 1
MP4 Mass point 4, rear section, left / back side (main switch) 1
MP5 Mass point 5, rear section, right / back side (emergency steering pump) 14
MP6 Mass point 6, Cabine, right/back side (operating stand) 3, 4, 5, 8, 10,
11, 15, 16
MP7 Mass point 7, Cabine, top right/back side 13, 17
MP8 Mass point 8, casing central electronics top / outside 1, 4, 5, 17
MP9 Mass point 9, casing central electronics inside 9, 11
MP10 Mass point 10, power electronic A12
M1 Starter 1/20 1
M2 Front windshield wiper motor 11/22
M3 Rear windshield wiper motor 11/31
M4 Front windshield washer pump 11/36 3
M5 Blower motor 10/15
M7 Driver's seat compressor motor 15/21
M8 Emergency steering pump motor 14/36 2, 3
M9 Rear windshield washer pump 11/40 3
M11 Heater water valve adjustment drive 10/39 3
P1 Mechanical operating hours display 3/28
R1 Inch/brake pedal angle sensor 6/7 1
R3 Flame glow plug 2/28 2
R5 Gas pedal angle sensor 6/12 2
R121 End resistance, CAN- Bus lines 5/14
S1 Ignition start switch 3/36
S2 Control lever for travel direction, kick-down and additional function 5/30
S3 Steering column switch 11/12
S15 Battery main switch 1/5 1, 3
S26 Fan reverse switch 8/21
S43 Switch – Back Alarm 8/26
V1 Starter extinguishing diode 1/24
X/MC6A 55-pin Junior Timer connector (MC6 master board) 4, 5, 6, 7
X/MC6B 55-pin Junior Timer connector (MC6 slave board) 4, 5, 6, 7, 8,
14, 16
X1 40-pin Deutsch DRC connector (main electronics) 1, 2, 3, 8, 9, 2, 3
10, 12, 13, 15
X2 24-pin Deutsch DRC connector (main electronics) 6, 9, 11, 12, 2, 3
15, 16
X2a 40-pin Deutsch DRC connector (gear wiring harness) 6, 7, 8, 14, 16 3
X3 24-pin Deutsch DRC connector (main electronics) 9, 11 2, 3
X3A 10-pin Junior Power Timer connector (power board) 9, 11
X3B 14-pin Junior Power Timer connector (power board) 9, 11
X4 15-pin SUB-D pin connector (CPU) 19
Machine-
Code Description Step
view
X4B 15-pin SUB-D socket connector (control unit A11) 19
X5 6-pin Junior Power Timer connector 12
X5 9-pin SUB-D socket connector (CPU) 19
X5B 9-pin SUB-D socket connector (Display unit A13) 19
X6 6-pin Junior Power Timer connector 12
X6 9-pin SUB-D socket connector (CPU) 19
X6B Plug connection 9-pin, SUB-D- Socket (operating unit heating/AC A10) 19
X7 24-pin Deutsch DRC connector (main electronics) 3, 8, 10, 11,
15
X7A 6-pin Junior Power Timer connector (CPU) 8, 10
X7B 10-pin Junior Power Timer connector (power board) 3, 11, 15
X8 24-pin Deutsch DRC connector (main electronics) 13, 17, 18
X8A 6-pin Junior Power Timer connector (power board) 13, 17
X8B 6-pin Junior Power Timer connector (power board) 13, 17
X9 40-pin Deutsch DRC connector (main electronics) 4, 5, 8, 14, 16
X9A 10-pin Junior Power Timer connector (power board) 4, 5, 14, 16
X9B 10-pin Junior Power Timer connector (CPU) 4, 5, 8
X10 6-pin Junior Power Timer connector (power board) 1
X11 4-pin Junior Power Timer connector (CPU) 18
X12 10-pin Junior Power Timer connector (power board) 4, 18
X12A 4-pin Junior Power Timer connector (internal wiring harness) 4
X13 4-pin Junior Power Timer connector (power board) 18
X14 4-pin Junior Power Timer connector (CPU) 10
X16 Plug connection 6-pin, Deutsch (lighting backside) 12, 13
X17 Plug connection 6-pin, AMP MQS 6
X18 Plug connection 6-pin, Deutsch (lighting backside - left) 12/9
X19 Plug connection 6-pin, Deutsch (lighting backside - right) 12/14
X20 6-pin Junior Power Timer connector (internal wiring harness) 10, 18
X28 2-pin Deutsch connector (fan) 8
X33 6-pin Deutsch connector (Y9, Y17, Y18) 9/38
X41 Socket 15/38
X50 Joystick steering pressure switch 16/42
X52 2-pin Deutsch B12 connector (auxiliary heater) 10/35
X200 Plug connection, 2-pin Fastin-Faston (reserve KL. 30) 17/8
X201 Plug connection, 2-pin Fastin-Faston (reserve KL. 30) 17/10
X202 Plug connection, 2-pin Fastin-Faston (reserve KL. 15) 17/13
X203 Plug connection, 2-pin Fastin-Faston (reserve KL. 15) 17/15
X204 Plug connection, 2-pin Fastin-Faston (reserve KL. 15) 17/17
X208 Joystick steering connector 16
Xa 4-pin screw connections, M4 / M5 / M6 1
XB Terminal block connectors 18
XBB3 8-pin Bodem connector 4
Y1 Preglow SV 2/25 2
Y2 Forward travel direction SV 7/9 3
Y3 Reverse travel direction SV 7/13 3
Y4 Starting excess fuel SV 1/33 2, 3
Y5 Motor stop solenoid 1/45 2, 3
Y6 Modulation + gear level solenoid valves Y6.1, Y6.2, Y6.3 7/19 2
Y6.1 Gear level 1 SV 7/22
Y6.2 Gear level 2 SV 7/18
Y6.3 Gear level 3 SV 7/20
Y9 Bucket return-to-dig solenoid 9/40 3
Y10 Parking brake SV 6/42 1
Machine-
Code Description Step
view
Y11 Additional equipment 1 SV (optional) 15/25 3
Y12 Additional equipment 2 SV (optional) 15/29 3
Y13 Fan motor proportional pressure relief valve 8/39 2, 3
Y14 Working hydraulics lockout SV 9/17 1
Y15 Control pressure PSV 7/27 3
Y16 Overspeed protection SV 7/31 1
Y17 Stroke end limit solenoid 9/38 3
Y18 Bucket float position solenoid 9/37 3
Y20 Ride control (LFD) SV 9/21 3
Y21 Ride control (LFD) SV 9/25 3
Y22 Air-conditioning compressor magnetic coupling 10/43 1
Y50 Fan reverse SV (optional) 8/34
Y51 Right joystick steering PSV (optional) 16/9
Y52 Left joystick steering PSV (optional) 16/13
Y53 Quick change device PSV (optional) 15/34
YMo Modulation throttle SV 7/16
–
Function description
Circuit diagrams
The circuit diagrams are shown on sheets 1 to 19. The following is a list of
the steps and their main functions.
Overview of the sheets showing the electrical system:
1 Power supply: Battery, alternator, battery main switch,
1. Power supply: Battery, alternator, battery main switch, main electronics, starter
6. Travel drive inputs: Gas and inch pedal angle sensors, drive and output speed sensors, gear oil
temperature, brake system accumulator pressure
7. Travel drive outputs: Forward and reverse solenoid valves, gear, control pressure, overspeed protection,
variable displacement motors and parking brake
8. Fan control: Temperature sensors for hydraulic oil, coolant and diesel engine, warning lamp switch and fan
reverse solenoid valve, fan motor proportional solenoid valve
9. Working hydraulics: Proximity switches for bucket return-to-dig and stroke end limit, working hydraulics
lockout and ride control solenoid valves, control lever retaining magnets, float position and ride control
pressure switches
10. Cab ventilation: Heater and air-conditioning fan motor, air-conditioning temperature and pressure switches,
variable displacement motor heating valve and air flap, air-conditioning magnetic coupling
11. Cab control: Steering column switch, front and rear windshield wiper and washer system, horn
12. Lighting: Front and rear driving lights, brake light pressure switch
13. Lighting: Cab light, profile lights, working floodlights and flashing beacon
14. Emergency steering: Emergency steering and emergency steering check pressure switches
15. Additional equipment: Back-up alarm, rear flashing beacon, driver's seat compressor, socket, additional
equipment 1/2 and quick change device solenoid valves
16. Steering system: Joystick steering solenoid valves, joystick steering control
17. Additional equipment: Reserve plugs for terminals 30 and 15 on the cab roof, radio with voltage converter
17. Additional equipment: Reserve plugs for terminals 30 and 15 on the cab roof, radio with voltage converter
18. Terminal block: Some pre-wired options can be connected here during retrofitting
19. Operation: Control unit A10, control unit A11, display unit A13
Design
The main electronics consist of the following components:
– Fuses
– Relays
– Terminal block
– Control board (CPU) A1
– Power board A12
The electronic components can be accessed via a cover with catches behind
the right cab door.
Main electronics
1 Main electronics housing 4 Cover catches 7 Power board A12
2 Schraubverschlüsse Deckel 5 Relays K01 – K09 8 Fuses
3 Terminal block 6 Control board (CPU) A1 9 Fuses A12
Other components are housed in the rear left of the rear section.
10.1.1 Fuses
The fuses protect the various electrical circuits.
The fuses are located:
– On the power board
– In the main electronics
– In the rear left of the rear section
–
Power board fuses F1 – 5A Driving headlight, right (high beam)
F2 – 5A Driving headlight, left (high beam)
F3 – 5A Driving headlight, right (driving light)
F4 – 5A Driving headlight, left (driving light)
F5 – 10A Rear wiper / central lubrication / B15, B17
F6 – 10A Headlight flasher
F7 – 10A Spare terminal 30 (cab roof)
F8 – 10A Spare terminal 30 (cab roof)
F9 – 7,5A Spare terminal 15 (cab roof)
F10 – 10A Spare terminal 15 (cab roof)
F11 – 10A Front wiper motor
F12 – 7,5A Radio / interior lighting / terminal block terminal 58
F13 – 10A Cigarette lighter / driver's seat compressor
F14 – 10A Ignition switch terminal 30
F15 – 10A Supply MC6
10.1.2 Relays
The relays carry higher currents.
The relays are located:
– On the power board
– In the main electronics
– In the rear left of the rear section
Terminal block
Design
Valid for: L544-L580 / 7477 - 9239
1 Weight 9 Weight
2 +24V power supply 10 Hazard warning system button
3 CAN_L CAN bus 11 Working hydraulics lockout
4 CAN_H CAN bus button
5 Supply voltage +5V 12 Front working floodlight LED
6 Flashing beacon button 13 Rear working floodlight LED
7 Rear working floodlight button 14 Flashing beacon LED
8 Front working floodlight button 15 Hazard warning system LED
1 Weight 9 Weight
2 +24V power supply 10 Hazard warning system button
3 CAN_L CAN bus 11 Working hydraulics lockout
4 CAN_H CAN bus button
5 Versorgungsspannung +5V 12 Front working floodlight LED
6 Flashing beacon button 13 Rear working floodlight LED
7 Rear working floodlight button 14 Flashing beacon LED
8 Front working floodlight button 15 Hazard warning system LED
Plug X5 9-pin SUB-D socket (communication with the display unit A13)
1 Weight 6 Weight
2 +24V power supply 7 Unassigned
3 CAN_L CAN bus 8 Unassigned
4 CAN_H CAN bus 9 Unassigned
5 Supply voltage +5V
1 Weight 6 Weight
2 +24V power supply 7 Unassigned
3 CAN_L CAN bus 8 Unassigned
4 CAN_H CAN bus 9 Unassigned
5 Supply voltage +5V
1 Weight 9 Unassigned
2 Supply voltage +24V 10 Unassigned
3 CAN-Bus CAN_L 11 Unassigned
4 CAN-Bus CAN_H 12 Unassigned
5 Supply voltage +5V 13 Unassigned
6 Weight 14 Unassigned
7 Unassigned 15 Unassigned
8 Unassigned
Function description
Basic function
Along with the MC6 gear controller A2, the control electronics (CPU) A1 are
electronic components responsible for controlling various functions.
The control electronics (CPU A1) are connected to the following components:
– Control unit A13 analogue via CAN bus
– Control element A10 via CAN bus
– Display unit A11 analogue via CAN bus
– Terminal block via analogue connection
Design
Valid for: L544-L580 / 7477 - 9239
Plug A1 20-pin connection from control board to control board (CPU A1)
Plug A4 20-pin connection from control board to control board (CPU A1)
1 24 V connected 11 Right IN
2 24 V connected 12 Left IN
3 24 V connected 13 Left OUT
4 Weight 14 Right OUT
5 Weight 15
6 Weight 16
7 17
8 18
9 19
10 Beeper control 20
Plug X1 40-pin Deutsch-DRC / socket (to engine wiring harness)
Plug X10 6-pin AMP male (K01, K02, K03 and terminal block)
Function description
Basic function
The power electronics A12 are powered via the following terminals:
– Terminals 1 / 30 Battery voltage from F00
– Terminal 15 Ignition voltage from F04
– Terminal G / 24 V Voltage from F01 with diesel engine running
– Terminal 31 Weight
The power electronics A12 are controlled by the control electronics (CPU)
A1 via the connectors A1, A2, A3 and A4.
The power electronics A12 process the control signals and forward them to
the appropriate consumers via the terminals and relays.
When a consumer is activated via a terminal, the corresponding LED lights
up.
Design
The microcontroller A2 is mounted behind the driver's seat on the rear wall
of the cab. The microcontroller is covered by a panel.
The microcontroller A2 consists of the following components:
– Housing 1
– Master board with connector 2
– Slave board with connector 3
The two boards are connected internally via a data cable.
Function description
Basic function
The control electronics A2 (MC6) control and monitor the following functions:
– Gearbox
– Hydrostatic travel drive
– Fan control
– Emergency steering pump
– Ride control
– Joystick steering
The program parameters for the control electronics A2 (MC6) can be
set using a PC and the BODEM software.
The main gearbox control functions are:
– Travel range 1 for fixed gear 1
– Travel range 2 for fixed gear 2
– Automatic range A1-2 for gears 1 and 2
– Automatic range A1-3 for gears 1, 2 and 3
– Automatic range A2-3 for gears 2 and 3
– Manual shifting up independently of speed
– Automatic shifting up dependent on speed and angle sensor
– Kick-down shifting to first gear from any driving situation
– Storing service codes
The main hydrostatic travel drive control functions are:
– Controlling the forward and reverse solenoid valves
– Controlling the variable displacement pump control valve pressure
– Controlling the variable displacement motor proportional solenoid valves
– Reversing from any speed
– Controlling the tempomat function (maintaining the selected speed at full
throttle)
– Controlling the tractive force reduction on the control pressure
proportional solenoid valve
– Controlling the overspeed protection solenoid valve
– Storing service codes
The main hydrostatic fan drive control functions are:
– Controlling the fan motor proportional solenoid valve
1 Voltage supply 10A K4-87 / F15 28 Voltage supply 10A K4-87 / F15
2 Voltage supply K4-87 29 Unassigned
3 Control electronics ground 30 Control electronics ground
4 Unassigned 31 Unassigned
5 EP1 Variable displacement 32 PSV control pressure Y15 >
motor PSV 1 > 33 EP2 Variable displacement
6 Solenoid valve Y 6. 1 > motor PSV 2 >
7 Forward travel direction < 34 Solenoid valve Y 6.2 >
8 Forward travel direction < 35 Solenoid valve Y 6.3 >
9 Reverse travel direction < 36 Solenoid valve Y Mo1 >
10 Reverse travel direction < 37 Solenoid valve Y3 >
11 Alternator D+ < 38 Solenoid valve Y2 >
12 Kick-down < 39 RS 232 ground
13 Diesel engine speed B24 < 40 RS 232 TxD
14 Output speed B1 < 41 Speed sensor (-) B2a
15 Variable displacement motor 42 RS 232 RxD
speed 1 B2 < 43 Output speed sensor (-) B1
16 Variable displacement motor 44 Variable displacement motor 1
speed 2 B2a < speed sensor (-) B2
17 Unassigned 45 Unassigned
18 Angle sensor R5 < 46 Inch pedal angle sensor R1 <
19 Unassigned 47 Unassigned
20 Unassigned 48 Gear oil thermo switch B14 <
21 Unassigned 49 Unassigned
22 Unassigned 50 Unassigned
23 Angle sensor R1, R5 +5V > 51 Unassigned
24 Unassigned 52 Control electronics ground
25 Ground B24, R1, R5 53 Unassigned
26 Main electronics “H” CAN-BUS 54 Unassigned
27 Main electronics “L” CAN-BUS 55 Weight
Design
Valid for: L544-L580 / 7477 - 9239
Battery layout
1 Battery 1 in right ballast 5 Main switch
2 Cable connecting battery 1 (–) to 6 Grounding point on machine
main battery switch frame
3 Cable connecting battery 1 (+) 7 Cable connecting battery 2 (+)
to battery 2 (–) to consumers
4 Cable connecting main switch to 8 Battery 2 in left ballast
vehicle ground 9 Electrical consumers
The batteries are mounted in the left and right ballast weights. The two
batteries are connected in series.
The battery main switch S1 is fitted in the rear left of the engine
compartment and separates the battery circuit (-) from the vehicle ground.
The following components are directly powered by the battery:
– M1 Starter
– G1 Alternator
– A20 Voltage converter 24 V – 12 V (radio)
– K01 Relay connected to terminal 15
– K02 Start lockout relay
– K03 Motor stop relay (30 A)
– K04a Preglow and afterglow relay
– K06 Blower speed 1 relay
– K07 Blower speed 2 relay
– K08 Blower speed 3 relay
– K09 Blower speed 4 relay
– K11 Emergency steering pump relay
– F00 main fuse 100A
– F01 60 A fuse connected to terminal 15
– F02 20 A starter fuse, terminal 50 for starting excess fuel
– F04 30 A fuse for terminal 15 (pin)
– F05 20 A fuse for heater blower speed 1 – 4
– F06 preglowing 60A
– F07 hazard warning system 10A
– F08 emergency steering pump 200A
– F09 7,5 A fuse voltage converter (radio)
10.5.1 Batteries
(ID 6905186, 6002886)
With the exception of the connection terminals, the batteries require no
maintenance during normal operation.
Battery layout
1 Battery 3 Drip catcher
2 Back-ignition protection
Chapter contents
11 Transfer gear..................................................................... 11.0-1
Technical data
Design
Sectional view of the transfer gear (Note: The drive shaft 2 with the coupling 2 has been moved upwards so that it
can be seen better)
1 Gearbox housing 6 Coupling 1 12 Coupling 3 lubricating oil
2 Variable displacement motor 7 Rear axle drive shaft flange channel
drive shaft 2 8 Oil strainer 13 Coupling 2 lubricating oil
3 Coupling 2 9 Output shaft channel
4 Variable displacement motor 10 Front axle drive shaft flange 14 Oil filter
drive shaft 1 11 Coupling 1 lubricating oil 15 Control valve block
5 Coupling 3 channel
The gearbox is mounted on elastic bearings in the rear section of the wheel
loader, and is powered by 2 variable displacement motors. These variable
displacement motors drive the two input shafts 2 and 4, which transmit the
torque to the coupling sets 3, 5 and 6. The hydraulically actuated couplings
consist of a coupling housing (with internal gearing), a coupling hub (with
external gearing), discs, pistons, a pressure plate and return springs.
The externally geared steel discs and the internally geared friction discs are
arranged alternately. The externally geared discs have non-twisting
connections to the coupling housing, as do the internally geared discs to the
coupling hub. The hub and the friction discs rotate freely with the input shafts
when the coupling is not actuated.
When a travel range is selected, hydraulic oil is pumped by the solenoid
valve in the control valve block 15 through the appropriate oil channel to the
coupling valve. As soon as the coupling valve is actuated, hydraulic oil flows
through the oil channel to the corresponding coupling piston. The oil
pressure pushes the piston and the discs against the pressure plate.
Pushed together, the steel and friction discs connect the coupling housing
and hub so that they rotate together.
When the coupling is closed the power is transmitted from the oil motor to
the output shaft. The two universal shafts to the front and rear axles are
connected to the flanges 7 and 10 on the output shaft.
When the coupling is released, the return springs push back the coupling
piston. The oil in front of the piston escapes to the oil sump via the coupling
valve and thought holes drilled in the coupling piston. The oil sump is fitted in
the gearbox housing 1.
The gearbox is pumped out of the oil sump via pipes by a pump fitted on the
diesel engine. Oil strainer 8 is fitted on the suction connection in the oil
sump. The gear oil is pumped back to the gearbox via a filter. Some of the
oil is directed via the oil cooler. The cooled oil is pumped to the gear
lubrication system.
Function description
Basic function
The 3 Gears
Gear 1
In first gear, couplings K1 and K2 are closed. This means the torque of both
variable displacement motors is used simultaneously for maximum tractive
force.
Input shaft 1
The output of variable displacement motor 1 is transferred directly from input
shaft 1 to the driving gear of the intermediate shaft 3. The closed coupling
K1 transfers the torque via the driven gear of the intermediate shaft 3 to the
output shaft 4.
Input shaft 2
The output of variable displacement motor 2 is transferred by the input shaft
2 to the coupling K2 and the driven gear on the input shaft 2. The output is
then transferred via the driven gears on the intermediate shaft 3 to the
output shaft 4.
The output of both variable displacement motors is combined in the
intermediate shaft 3. The adjacent diagram illustrates the output flow.
Gear 2
In second gear, the coupling K1 is opened and the variable displacement
motor 1 is moved to 0°. At the same time, the pivot angle of the variable
displacement motor 2 is increased.
Input shaft 1
The variable displacement motor 1 is moved to 0° and the coupling K1 is
opened.
Input shaft 2
The output of variable displacement motor 2 is transferred by the input shaft
2 to the coupling K2 and the driven gear on the input shaft 2. The output is
then transferred via the driven gears on the intermediate shaft 3 to the
output shaft 4.
The adjacent diagram illustrates the output flow.
Gear 3
In third gear, the coupling K3 is closed and the coupling K2 is opened.
During the gear shift, the full torque is transmitted.
Input shaft 1
The power is transferred from the variable displacement motor 1 via the
input shaft 1 and the coupling K3 to the driven gear of the input shaft 1. The
output is then transferred via the driven gears on the intermediate shaft 3 to
the output shaft 4.
Input shaft 2
After the coupling K3 is closed, the variable displacement motor 2 is moved
to 0° and the coupling K2 is opened.
The adjacent diagram illustrates the output flow.
Design
The MC6 microcontroller is fastened to the rear panel behind a plastic cover.
It consists of a master board and a slave board fitted in an aluminium
housing.
MC6 Microcontroller
Function description
Basic function
The MC6 is a programmable microcontroller which performs the adjustment
and control of the solenoid valves for gear switching, as well as controlling
the entire travel drive.
The microcontroller consists of two identical boards with digital and analogue
inputs and outputs. The two boards are connected via a data cable. All the
inputs are protected against excess voltage and incorrect values. The inputs
for the angle sensors can detect broken cable rupture and short circuits.
Additional power outputs are used to control solenoid valves on other
assemblies.
A laptop can be connected to the MC6 via a serial interface.
Using the BODEM software, service engineers can perform adjustments and
diagnosis, as well as display operating data processed in the MC6.
Kick-down
The kick-down function allows manual shifting to first gear. The kick-down
function is used in the following situations:
To slow down the machine when approaching the pile. The kick-down
function hydrostatically brakes the machine, and it switches down to first
gear.
Before driving onto a steep slope, the driver can use the kick-down
function to switch to first gear.
When reverse travel is selected, the machine drives off in second gear. If
steep terrain prevents this, the kick-down function can be used to switch
down to first gear immediately.
After the kick-down button 2 on the LIEBHERR control lever 1 is pressed,
the machine is automatically hydrostatically decelerated and the MC6
changes to 1st gear.
At high travel speeds, 2nd gear is automatically selected before switching
down to 1st gear.
If the travel resistance is low, 1st gear remains selected for 10 seconds.
After acceleration, the gearbox then automatically switches to 2nd gear.
While pushing into the pile, 1st gear remains selected as long as the
resistance is high.
In kick-down mode, the maximum travel speed is 10 km/h. Kick-down mode
can be deactivated early by pressing the travel direction switch 3.
Design
The wiring harness is connected to the right side of the transfer gear by
means of a Cannon connector.
Function description
Basic function
The Cannon connector is watertight and dust-tight. Five lugs around its
circumference prevent it from being plugged in incorrectly.
Function description
Basic function
After the solenoid valve is activated, the corresponding function is triggered
by applying pressure to the corresponding hydraulic valve.
Function description
Basic function
The sensors generate an alternating current signal, the frequency of which is
proportional to the speed and number of teeth of the corresponding
gearwheel. This signal is recorded by the microcontroller and converted into
the speed.
Basic function
The pump 7 draws up oil from the oil sump via a strainer. The oil sump is
fitted in the gearbox housing.
The oil is pumped though the filter 8. The filter is protected from excess load
by the bypass valve 11. This valve opens at a differential pressure of
4.5 bar.
The hydro accumulator 9 is charged with gear oil.
Some of the oil flows through the pressure reducing valve 15 to the four
solenoid valves. The rest of the oil flows through a pressure relief valve
gear shift switch 12 to transmission oil cooler 10. The pressure reflief valve is
set to a value of 20o3 . The pressure relief valve is adjusted using discs. The
operating pressure of the is measured at the test point P.
The oil for actuating the coupling valves is reduced by the pressure reducing
valve 15 from 20 to 9 bar.
The gear oil cooler is protected from hydraulic overload by the bypass valve
14. This opens at a differential pressure of 4 bar. Oil that is not used for the
lubrication of the couplings flows over the pressure relief valve lubrication
oil pressure 13 to oil sump. The lubrication oil pressure relief valve opens at
4 bar.
The cooled oil is pumped to the gear lubrication system.
Design
Function description
Basic function
The control valve block directs oil to various consumers in the gearbox.
Some are hydrostatically controlled, others electro-hydrostatically. The oil
pressure, cooling and lubrication are hydraulically controlled. The couplings
and the pressure modulation are controlled electro-hydraulically.
The solenoid valves receive the control impulses from the MC6 micro-
controller. The solenoid valves open and direct the hydraulic oil to the valve
of the selected coupling and control the pressure modulation.
Shifting gears The illustration on the left shows the two modulation valves (only one
modulation valve can be seen on the cross-section of the control valve
block).
The modulation valve 2 for the coupling 2 is kept in position by plug 1.
Solenoid valve Y6.mo in position 3 is for modulation. Component 4 is the
modulation valve for coupling 1 and 3.
Pressure modulation is required for smooth gear changes.
When a gear is selected, oil is directed to the appropriate coupling valve.
The coupling valve is switched and the oil flows without restriction through
the modulation valve and the coupling valve. This is called the rapid fill
phase.
During the rapid fill phase, the coupling pads must come together quickly,
but without the coupling closing. This speeds up the switching operation.
Several milliseconds after the solenoid valve for a gear is switched, the
modulation valve is energised and the oil supply for the coupling is directed
via a restrictor. The oil flow to the coupling is metered and the pressure in
the coupling builds up in a slow and controlled fashion. This procedure is
called the modulation phase.
Shortly afterwards, the modulation valve is switched off. The coupling
pressure now exceeds the force of the coupling springs and the coupling is
closed.
The activated variable displacement motor turns at the required speed to a
0° swivel angle. The variable displacement motor is then set to the correct
angle. The synchronisation of the variable displacement motor before
transfer of the torque ensures smooth shifting between travel ranges.
Function description
Basic function
The gear pump draws the oil from the transfer gear. The speed dependant
flow flows to the control valve block of the transmission.
Pressure relief
A pressure relief valve in the control valve block of the transfer gear protects
the system from excess pressure.
Chapter contents
12 Axles, drive shafts ............................................................. 12.0-1
12.1 Axles
Valid for: L544 - 443 / from 7477, ID 5717120, 5717121
MJFCIFSS
Service Manual Axles, drive shafts
Axles
Function description
Basic function
The basic functions of the axle are:
– Increasing and transmitting the drive torque
– Transmitting the machine vertical force to the wheels
The gear output torque is transmitted via the drive shaft to the axle input
shaft. The torque is increased to the wheel torque by the ratio of the tapered
gear in the differential housing and that of the planetary drives in the wheel
hubs. The input speed is reduced to the wheel speed accordingly.
The vertical operating load of the machine is transmitted from the rear
section via the screwed connection to the axle casing. The axle casing
transmits this load to the wheel hubs so that the machine is supported by the
wheels.
Self-locking function
The disc brakes 9 which are arranged on the left and right of the axle
tapered gears 5 counteract the relative movement between the axle tapered
gear 5 and the differential housing 3 with a braking effect dependent on the
torque. This braking torque has a blocking action and increases the torque
on the side with a firm hold on the ground. The braking torque thus
compensates for the insufficient support from the side with poor hold.
The disc brake consists of outer discs which are mounted in the differential
housing and of non-twisting inner discs linked to the axle taper gears.
The spreading force is generated by the transfer of the differential torque
from the two pressure rings 6 to the compensation axles 7, which are loosely
guided on inclined surfaces. The force generates a load-dependent locking
torque in the disc brakes which maintains a constant proportion to the input
torque. This ratio stated as a percentage is known as the locking value.
MJFCIFSS
Service Manual Axles, drive shafts
Axles
Wheel attachment
The wheels are fixed to the wheel flange of the wheel hubs by wheel nuts.
The wheels are centred by the spherical collar nuts.
Axle lubrication
The axle has a common oil system. The oil cavities on the differential and
the wheel hubs are also linked. Drain plugs are attached to the wheel hubs
and the differential housing.
The oil is filled and the level in the differential and the wheel hubs is checked
exclusively using the filling plug on the differential housing.
MJFCIFSS
Service Manual Axles, drive shafts
Axles
12.2 Axles
Valid for: L554 - 453 / from 7477; L564 - 463 / from 7477
Technical data L574 - 473 / from 7477; L580 - 458 / from 7477
Design
Function description
Basic function
The basic functions of the axle are:
– Increasing and transmitting the drive torque
– Transmitting the machine vertical force to the wheels
The gear output torque is transmitted via the drive shaft to the axle input
shaft. The torque is increased to the wheel torque by the ratio of the tapered
gear in the differential housing and that of the planetary drives in the wheel
hubs. The input speed is reduced to the wheel speed accordingly.
The vertical operating load of the machine is transmitted from the rear
section via the screwed connection to the axle casing. The axle casing
transmits this load to the wheel hubs so that the machine is supported by the
wheels.
Self-locking function
The disc brakes 9 which are arranged on the left and right of the axle
tapered gears 5 counteract the relative movement between the axle tapered
gear 5 and the differential housing 3 with a braking effect dependent on the
torque. This braking torque has a blocking action and increases the torque
on the side with a firm hold on the ground. The braking torque thus
compensates for the insufficient support from the side with poor hold.
The disc brake consists of outer discs which are mounted in the differential
housing and of non-twisting inner discs linked to the axle taper gears. The
spreading force is generated by the transfer of the differential torque from
the two pressure rings 6 to the compensation axles 7, which are loosely
guided on inclined surfaces. The force generates a load-dependent locking
torque in the disc brakes which maintains a constant proportion to the input
torque. This ratio stated as a percentage is known as the locking value.
Wheel attachment
The wheels are fixed to the wheel flange of the wheel hubs by wheel nuts.
The wheels are centred by the spherical collar nuts.
Axle lubrication
The axle has a common oil system. The oil cavities on the differential and
the wheel hubs are also linked. Oil filler and drain plugs are respectively
attached to the wheel hubs and the differential housing.
Technical data
Design
Function description
Function
The drive shaft transmits the torque from the transfer gear to the front axle.
The drive shaft is able to make an angle compensation between the input
and output due to the universal joints at both ends. The angle compensation
is necessary due to the articulated steering. The universal joint and
connector tube can be displaced axially to mesh together. This makes length
compensation possible. Length compensation is necessary due to
tolerances in assembly and slight displacements during operation.
Function description
Function
The drive shaft transmits the torque from the transfer gear to the rear axle.
The drive shaft is able to make an angle compensation between the input
and output due to the universal joints at both ends. The universal joint and
connector tube can be displaced axially to mesh together.
This makes length compensation possible. Length compensation is
necessary due to tolerances in assembly and slight displacements during
operation.
Chapter contents
13 Machine frame, ballast weight........................................... 13.0-1
Function description
Basic function
The machine frame transmits the forces from the lift arm to the axles. The
frame bears all the key components of the machine such as the diesel
engine, driver's cab and transfer gear.
Design
The articulation bearing is installed between the front section and rear
section.
Function description
Basic function
The articulation bearing links the front and rear section. It enables the
machine to be steered, by turning the machine frame to the left or right.
Design
The oscillating axle mount is installed between the rear section and the
oscillating axle frame.
Design
The articulation bearing is installed between the front section and rear
section.
Articulation lock
1 Safety bar 3 Spring clip
2 Pin
Function description
Basic function
The articulation lock blocks the articulation joint of the machine. This means
the steering of the machine is locked, for example during transportation.
Chapter contents
14 Central Lubrication System ............................................... 14.0-1
Design
Function description
Basic function
The two central lubricating rails are designed to reach lubrication points
which are otherwise inaccessible.
Design
Function description
Progressive lubrication
The automatic central lubrication system is a progressive system. It lubricates
progressively, that is to say, all points are lubricated one after the other.
The main distributor is fitted with a proximity switch, which signals the
lubrication cycles to the electronics.
Overall system
The electrically driven central lubrication pump EP-1 delivers the grease to
the main progressive distributor and distributes it amongst the secondary
progressive distributors. The secondary progressive distributors pump the
grease to the individual lubrication points. The EP-tronic electronic control
unit controls the lubrication cycles and the pauses of the piston pump.
Safety function
The pressure relief valve monitors the lubrication process. If a lubrication
point does not accept grease from the distributor, the progressive
distributor is blocked. The pressure in the central lubrication system rises.
If the pressure exceeds the permissible limit, grease escapes from the
pressure relief valve. At the same time, the pulse sensor for the proximity
switch stops.
If the lubrication cycles are not performed within a set time, the
electronics switch off the lubrication system. This is indicated to the driver
by the red and green warning lamps flashing once a second.
Technical data
Function description
Pump action
A DC motor 8 continually drives the cam 6 and its pressure ring 7.
The transfer piston 3 rises and falls with the cam. This produces the suction
and pressure strokes of the transfer piston. The integrated check valve 4
prevents the medium being sucked back by the transfer piston from the main
supply line.
The agitator 10 presses the lubricant out of the transparent container 1
through the strainer plate 2 to the pump housing 9. This removes any air
bubbles in the lubricant.
Filling
The reservoir is filled via the conical grease fitting.
Safety function
The pressure relief valve, which is set to 300 bar, protects the lines from
overload.
Connecting rods with toothed discs link the elements to the distributor
blocks.
O-rings are integrated between the elements to provide sealing.
Function description
Basic function
Technical data
Basic function
The integrated control unit electronically controls the central lubrication
system.
Non-scheduled lubrication
By pressing the buttons 2 or 5 on the engine housing when the ignition is on,
the operator can initiate non-scheduled lubrication at any time (see the
Technical Data section for the factory-set lubrication and cycle times).
Lubrication intensity
Using the button you can adjust the lubrication to the conditions of use.
Starting from 100%, the lubrication can be extended or shortened by 25%.
Lubrication active
The green signal lamp lights up for the entire lubrication time.
Cycle error
(Lubrication point, lubricant supply line or distributor blocked).
If the specified cycles cannot be executed in the given time, the green and
red signal lamps light up in one-second cycles.
Chapter contents
15 Covering, Cab access ....................................................... 15.0-1
15.1 Covering........................................................................................15.1-1
15.1 Covering
(ID 9654449, 9654104)
Design
Covering sections
1 Front mud guard, left and right 5 Rear cover 8 Side cover, left and right
2 Wheel box, left and right 6 Rear lower covering 9 Cooler hood
3 Rear protective cover, left and right 7 Front lower covering 10 Cover
4 Engine cover
Engine cover
1 Engine cover 3 Cooler bearing bracket
2 Gas-filled spring
The engine hood 1 is fixed with four bolts to the cooler bearing bracket 3.
The engine hood can be opened up with the help of the two gas-filled
springs.
Rear cover
1 Rear cover 2 Rear section
The rear cover 1 is fixed with 6 bolts to the rear section 2.
Side cover
1 Side cover 3 Cooler bearing bracket
2 Rear cover
The left and right side covers are both fixed to the rear cover 2 with one bolt
and to the cooler bearing bracket 3 with one bolt.
Cooler hood
1 Cooler hood 3 Cooler panel
2 Cooler bearing bracket
The cooler hood 1 is fastened to the cooler bearing bracket 2 with one bolt
and to the cooler panel 3 with one bolt.
Cover
1 Cover 2 Front section
The cover 1 is fixed to the front of the front section 2 with four bolts.
Design
Chapter contents
16 Cab, heating, air-conditioning............................................ 16.0-1
16.0.1 Cab, heating, air-conditioning.............................................16.0-1
Design
The cab is a safety cab and has been tested and certified according to
ROPS/FOPS regulations. It is mounted on cushioned bearings on the rear
section.
The cab is equipped with heating, ventilation and air-conditioning.
Access to the cab is from the left-hand side of the machine via the access
ladder and the left-hand door.
In emergencies, it is possible to exit through the door on the right hand side.
Function description
Design
Control panel
Design
The display unit A13 consists of the following elements:
LCD symbol displays
Symbol fields
Segment displays
The LCD symbol display 21 contains segment displays for:
Real time
Service codes
Diesel engine speed
Operating hours
The LCD symbol display 26 contains segment displays for:
Tractive force adjustment
Selected travel range
Symbol fields for:
Warning messages
Travel direction
Travel ranges
Segment fields for:
Fuel level
Engine oil pressure
Coolant temperature
Travel speed
Each symbol field is either red, yellow, green or blue.
The 9-pin connector for communication with the control electronics A1 (CPU)
is attached to the rear.
Function description
Design
The control unit A11 consists of:
Back-lit membrane keypad with 21 keys (function symbols and LEDs)
CPU for control
Connector
The control unit A11 is connected to the control board A1 (CPU).
Function description
Basic function
When the electrical system is switched on, the default settings are the
automatic travel range A1-3 and the travel direction set to neutral N. This is
indicated by the symbol fields A1-3 (H34) and N (H32).
Tempomat activation
When the Tempomat button 21 (S29) is pressed, the travel speed at that
time is maintained.
The Tempomat function can only be activated when moving forward in fixed
gears 1 and 2.
Key functions
The buttons with an ON/OFF function are provided with function symbols
and LEDs. When they are switched on (activated), the LED (red) lights up.
The following functions are available as soon as the battery main switch is
turned on (connecting terminal 30):
Front working floodlight
Rear working floodlight
Flashing beacon
Hazard warning light
The following activated functions are stored when the ignition is switched off
(switching off terminal 15) and re-activated when the ignition is switched on:
Bucket return-to-dig (after activation of terminal 61)
Ride control (after activation of terminal 61)
Lift kick-out
Plug X4 15-pin SUB-D male (communication with the control electronics A1
CPU)
1 Weight 9 Weight
2 +24 V power supply 10 Hazard warning system button
3 CAN_L CAN bus 11 Working hydraulics lockout
4 CAN_H CAN bus button
5 +5 V power supply 12 Front working floodlight LED
6 Flashing beacon button 13 Rear working floodlight LED
7 Rear working floodlight button 14 Flashing beacon LED
8 Front working floodlight button 15 Hazard warning system LED
Design
The control element A10 consists of:
Back-lit membrane keypad with 8 keys (function symbols and LEDs)
8 LEDs to indicate the temperature setting
CPU for control
Connector
The control element A10 is connected to the control board A1 (CPU).
Function description
Key functions
The buttons with an ON/OFF function are provided with function symbols
and LEDs. When they are switched on (activated), the LED (red) lights up.
All functions are stored when the ignition is switched OFF (switching off
terminal 15) and re-activated when the ignition is switched ON.
Design
Function description
Basic function
When the electrical system is switched on, the default settings are the
automatic travel range A1-3 and the travel drive is set to neutral N.
Both are indicated by the LCD display (H34) and the symbol field N (H32).
After the parking brake is released, the travel direction switch 1 must be set
to neutral N before a travel direction can be selected.
Kick-down shifting
The command for shifting to 1st gear can be triggered by briefly pressing the
left button 4.
Any shift up in gear takes place 10 seconds after the kick-down button is
released.
Design
Function description
The water valve 10 and the air flap 13 are regulated by an electric adjust-
ment drive 14. This is controlled using an 8-level selection on the control
element (on the right of the cab ceiling).
The air flap 13 directs the air flow though the heat exchanger or past it.
This regulates the heating output.
Design
Function description
Temperature control
The temperature is regulated by the cyclical activation and deactivation of
the magnetic coupling 2 of the air-conditioning compressor during operation
or when the warm heating air is added as, for example during re-heat
operation.
The frequency of activation / de-activation is controlled by the preset
temperature switch 8 in the evaporator (see the technical data).
Additional temperature regulation takes place at the expansion valve.
Pressure and temperature are captured at the evaporator output as the
injection quantity is metered precisely.
These monitoring elements prevent the evaporator from icing up.
Re-heat mode
When the windows are misted over, the cab air must be dried. This is
achieved by simultaneously operating the air-conditioning and heating
systems. The heated cab air is able to absorb more moisture. The moisture
in the air passing over the cool evaporator is precipitated in the form of
condensed water.
Re-heat operation is also recommended to achieve a pleasant climate in the
cab.
Function description
Basic function
The compressor has the function of a pump, which draws the refrigerant in a
gaseous state from the evaporator, compresses it and delivers it to the
condenser.
The direction of rotation is bi-directional the compressor can be used in
both directions of rotation.
Magnetic coupling
The free-running pulley on the compressor shaft is constantly driven by the
V-ribbed-belt.
A magnetic coupling 4 is attached to control the power transfer between the
pulley and the shaft on the compressor.
This is activated via the temperature switch in the evaporator or the pressure
switch on the dryer-collector unit.
The evaporator is kept in the temperature range between +1°C (uncoupling)
and +4°C (coupling) by periodic activation of the compressor, thus
preventing the air-conditioning unit from icing up.
The compressor is also uncoupled when the pressure is too high (above 24
bar) or too low (below 2 bar) on the pressure side.
16.3.2 Condenser
(ID 7621439)
Function description
Basic function
The forced ventilation condenser directs the heat output of the refrigeration
circuit to the ambient air and in the process condenses the gaseous
refrigerant.
Sufficient heat dissipation is guaranteed even when the fan is turning at only
400 min1 (dragging speed).
Function description
Basic function
The cooled but not yet bubble-free refrigerant is delivered from the
condenser to the dryer-collector unit.
The coolant is pushed from the outside inwards by the circulation pressure,
through the filter element 3 and the dryer granulate 4.
The ascending pipe 2 directs the now bubble-free coolant to the output
connection which is linked with the evaporator expansion valve via a
pressure hose.
Sight glass
Sight glass
1 White filling level indicator bead 2 Blue moisture indicator blue
The sight glass is mounted on the upper third segment of the dryer-collector
unit.
The sight glass is provided for:
Monitoring the filling of the system.
Monitoring the refrigerant level during operation.
Monitoring the moisture level of the refrigerant.
Monitoring the degree of contamination of the refrigeration circuit.
Functions of the sight glass Monitoring the filling of the system.
When completely re-filling the system, it is necessary to top up with
gaseous refrigerant on the suction-side when the system is switched on.
In the process, the filling level bead 1 in the sight glass must be watched.
As soon as it floats to the upper edge of the sight glass carried by the
liquid refrigerant, the refrigerant feed must be stopped.
Monitoring the refrigerant level during operation:
After the system has been running for approximately 5 minutes (the
refrigerant must be distributed throughout the system), the white filling
level indicator bead should float to the upper edge of the sight glass. As
the diesel speed increases, the level floats upwards a little. No bubbles
may appear in the refrigerant as it flows past the sight glass during
operation. If bubbles do appear, it usually means that there is not enough
refrigerant in the system.
In addition, it is possible that the refrigerant is not sufficiently condensed due
to insufficient heat extraction at the condenser (contamination), resulting in
the appearance of bubbles in the sight glass.
Monitoring the moisture level of the refrigerant:
The sight glass contains a small, dark blue moisture indicator bead 2. If
the bead turns red, there is too much moisture in the system.
In this case, the system must be completely drained and evacuated. The oil
in the compressor must be replaced too.
The complete dryer-collector unit must also be replaced.
Monitoring the degree of contamination of the cooling circuit:
If the sight glass suddenly becomes discoloured, this indicates a problem
in the system. Usually a discoloration is caused by overheating of the
cooling circuit. The cause is usually internal or external contamination.
Dryer
1 Pressure switch 2 Dryer-collector unit
The pressure switch is attached to the dryer-collector unit of the refrigeration
circuit.
Function description
Basic function
The pressure switch monitors the pressure in the refrigeration circuit. When
the pressure is too low or too high, the magnetic coupling and hence the
compressor is deactivated.
This prevents the compressor from running dry when there is too little
refrigerant (pressure too low).
It is also necessary to switch the system off when the pressure in the
refrigeration circuit is too high. This prevents the components in the system
from being damaged beyond repair.
Possible causes for excessive pressure are:
Too much refrigerant in the circuit.
Excessive temperature due to a contaminated condenser or a defective
fan controller.
The filter in the dryer-collector unit is heavily contaminated.
The expansion valve is iced up (too much moisture in the refrigerant) or
contaminated (blocked).
16.3.5 Evaporator
(ID 10013367)
Function description
Basic function
The evaporator cools the cab air by heat exchange.
The coolant which is compressed, cooled by the condenser and liquefied, is
sprayed via the expansion valve 5 into the evaporator 6, which is under low
pressure.
Chapter contents
17 Lift arms, Quick-change device ......................................... 17.0-1
Functional description
Basic function
The lift and move the attached equipment or implement.
Lift arm movement
Bucket movement
The bucket is tilted in or out by of the tilt cylinder.
You can find details on this in the "Working hydraulics" section.
Design
Design
Functional description
Basic function
The bucket pins and bushings are protected from corrosive and abrasive
material by a special radial sealing ring. material accelerate wear in the
play.
The special radial sealing ring is installed on both sides of the bushing
between the lift arms and bucket bearing plates. The special radial sealing
ring is held in place by the pin. The steel ring is positioned parallel to the lift
arms and the bucket bearing plate surfaces, and prevents the seal from
being damaged by the forces acting on the bucket bearing.
A certain axial play between the lift arms and bucket bearing plate ensures
that the special radial sealing ring and bearing have an easy action and
optimum sealing.
Design
Sliding hammer
There are many ways to remove the pin. The device is easy to make, and
the pin is not damaged when it is removed or ed. The extraction hammer
consists of a round rod with an M36 thread on both sides, a hammer head
and two nuts.
Procedure
Bring the machine into maintenance position 1.
Screw the rod is into the thread of the pin.
Slide the hammer over the rod and tighten the nuts.
Remove the retaining screw and disk.
Drive out the pin.
Procedure
Bring the machine into maintenance position 1.
Remove pin as described as described in 17.2.3.
Start the engine and travel backwards, a short distance.
Park the machine in a suitable repair area.
Slightly raise the lift arms and support it using a suitable stand.
Switch off the engine and remove the key.
Turn off the battery main switch.
In order to ease the removal of the steel bucket bushings, we recommend, at
the inside of the bushing be welded in a longitudinal direction several times.
The advantage is that after the bushing has cooled, it shrinks slightly and
thus is more easily pressed from the bore.
Follow the welding procedure as described in „Safety instructions for
welding work on the machine“(see Operators manual).
The earth cable must be attached as close as possible to the area being
welded.
Weld on the inside of the bushing.
Leave a distance of 10 mm between the ends of the bushing and each run
(see illustration).
The pressing method It is possible to remove all bushings in the lift arms using a hydraulic press
method. A recessed steel disk, slightly smaller in diameter than the bush is
inserted into the bush. With the aid of a threaded rod and a hydraulic press
the bush is pulled from the bore.
Procedure
Assemble the Hydraulic press 1; the Pressing sleeve 2; the threaded rod
3 and the steel disk 6 (see illustration).
Pressing equipment
Tighten the nuts and remove any free play.
Slowly press the bushing from its bore.
There are two ways to install a new bushing:
– Instalation using the press method.
– Instalation using the liquid nitrogen method to shrink the bushing.
Caution Use added caution when working with liquid nitrogen.
If the assembly takes place according to the nitrogen method, the
appropriate safety regulations are to be considered while handling liquid
nitrogen!
! Read and observe the safety regulations!
Procedure
Prepare the special radial sealing rings.
Design
Chapter contents
18 Attachments, accessories ................................................. 18.0-1
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Design
The bottom cutting edge comes in various versions, depending on the
operating conditions.
Design variants include:
– Welded tooth holder with plugged on tooth tips.
– 4-section, reversible cutting blade.
18.3 Forklift
The forklift is one of a variety of attachments which can be mounted on the
Technical data lift arm.
The forklift is either attached directly to the lift arm or via the optional quick-
change device.
The following description refers to the forklift with adjustable prongs.
Design
The forklift consists of the fork carrier and adjustable fork prongs.
Forklift
1 Fork carrier 2 Fork prongs
The fork prongs 2 are attached to the fork carrier 1 and are secured against
slipping with the fork lock on the upper fork hook.
Chapter contents
19 Repair work, troubleshooting............................................. 19.0-1
19.1 Malfunctions..................................................................................19.1-1
19.1.1 Service code indication on the display ...............................19.1-1
19.1.2 Horn and headlight flasher .................................................19.1-5
19.1 Malfunctions
Warning and fault messages
Various faults are indicated by the corresponding symbol fields (optically)
or by display instruments on the instrument panel.
Some warning functions are accompanied by acoustic warning signals.
Identifying and correcting faults and errors
Faults can often be traced back to incorrect operation or servicing of the
machine.
Therefore, carefully read the appropriate section of the operator's
manual each time a fault occurs.
Analyse the cause of the fault and correct it immediately.
Display unit
1 Service code display 2 STOP display
If an error arises when the machine is started or when in use, this is
indicated in the display unit or stored in the error memory.
Error display
Symptoms of an error
Every error has a defined symptom. This is specified in the "Effect" column
of the service code table. Limited driving mode is usually still possible.
If errors occur which can damage the machine, the entire machine is shut
down. In the process, neutral travel direction is automatically selected and
the machine coasts to halt. This is indicated by the STOP display 2 in the
display unit.
Make a note of the service code, as it will be deleted from the segment field
of the display unit when the ignition is switched off.
Analyse and rectify the fault.
Service
Effect Cause Remedy
code
Incorrect RAM information for
Operating hours display Replace the control board (CPU)
E 11 operating hours
defective A1
(Fault in the main electronics)
Fan rotating at high speed Check the wiring harness
Cable rupture or short circuit in
E 18 Tractive force reduction Check the temperature sensor
hydraulic oil temperature sensor B8
active (resistance at 20° C 1112 )
Fan rotating at high speed Cable rupture or short circuit in Check the wiring harness
E 19 Tractive force reduction cooling water temperature sensor Check the temperature sensor
active B21 (resistance at 20° C 1112 )
Coolant temperature symbol Cable rupture or short circuit in Check the wiring harness
E 20 field H13 flashes cooling water temperature sensor Check the temperature sensor
continuous warning buzzer B20 (resistance at 20° C 1112 )
Engine oil pressure symbol Engine oil pressure too low or Check the engine oil level,
E 21
field lights up sensor defective pressure and sensor (10 184 )
Engine overheating and
Check the coolant level and the
E 22 coolant level H13 symbol Coolant level too low
level switch B13
field lights up
Brake accumulator pressure Brake accumulator pressure too low Check the accumulator pressure
E 24
symbol field lights up or defective pressure switch (B19) (switching point 90±5 bar)
No display or (display MC-6 not sending data to the control Check the MC-6 master power
E 25
frozen) electronics A1 (CPU) supply
Engine overheating and
Check the temperature sensor
E 26 coolant level H13 symbol Coolant temperature too high (B20)
(resistance at 20° C 1112 )
field flashes
Engine oil pressure symbol Engine oil pressure too low or switch Check the engine oil level and the
E 27
field lights up (B7) defective switch (0.5±0.15 bar)
Check the speed sensor
Diesel engine speed too low
E 30 No effect (Resistance 540 / Frequency at
(below 500 rpm)
2000 min-1 4900 Hz)
Communication problem between Check the connectors on the
No display or (display
E 31 the display unit A13 and the control display unit A13 and the control
frozen)
electronics A1 (CPU) electronics A1
Check the wiring harness, speed
Outputs remain de- Starting condition not fulfilled (ouput
E 60 sensor and output (Resistance
energised speed below 1 km/h)
1050 )
Service
Effect Cause Remedy
code
Communication problem between Check the connectors on the
STOP, the machine is shut
E 61 the MC6 master board and the control electronics A1 (CPU) and
down
control electronics A1 (CPU) the MC6
Check the wiring harness, the
Communication problem between
STOP, the machine is shut connectors on the main
E 62 the MC6 master board and the slave
down electronics and the MC6
board
Replace the electronics
Wiring harness, battery,
E 65 No effect Battery voltage below 17 V
check relay K4
Check the wiring harness
E 66 No effect Battery voltage below 17 V
Battery, relay K4 and fuse F15
No signal from the angle sensor or Check the angle and set it to 235
E 67 No inching function
the inching parameter is set to 255 using the BODEM software
Set to 200 mA using BODEM
"Current min Vmax parameter at
E 68 Pump does not retract (Software 4.4. from MC6
800 mA
onwards)
Inch pedal will not return to the 0- Check the inch pedal 0 position,
E 69 Reduced tractive force
position Check the angle
Check the wiring harness
STOP, the machine is shut Faulty current at the control
E 70 Check the proportional valve Y15
down pressure proportional valve Y15
(Resistance: 12-16 )
Check the wiring harness
When the forward travel solenoid
Check the forward solenoid valve
valve Y2 is activated, less than
E 71 Only reverse travel possible Y2
150 mA is flowing or there is no
Resistance: approx. 22 , digital
voltage at the digital output
terminal defective
Check the wiring harness
When the reverse travel solenoid
Check the reverse solenoid valve
valve Y3 is activated, less than 150
E 72 Only forward travel possible Y3
mA is flowing or there is no voltage
Resistance: approx. 22 , digital
at the digital output
terminal defective
Faulty current at the proportional Check the wiring harness
Fixed gear 2 engaged, kick-
E 73 valves Y27 on variable displacement Check the proportional valve Y27
down not possible
motor 1 (Resistance: approx. 22 )
Fixed gear 1 is engaged and
Faulty current at the proportional Check the wiring harness
variable displacement motor
E 74 valves Y28 on variable displacement Check the proportional valve Y28
1 is set to a wide angle to
motor 2 (Resistance: approx. 22 )
prevent overspeed
Travel range A2-3 is Check the wiring harness
Faulty current at the gear solenoid 1
E 75 engaged, kick-down is not Check the gear magnet Y6 1
Y6.1
possible (Resistance 90 - 110 )
Fixed gear 1 is engaged and
Check the wiring harness
variable displacement motor Faulty current at the gear solenoid 2
E 76 Check the gear magnet Y6 2
1 is set to a wide angle to Y6.2
(Resistance 90 - 110 )
prevent overspeed
Check the wiring harness
Faulty current at the gear solenoid 3
E 77 Fixed gear 2 is engaged Check the gear magnet Y6 3
Y6.3
(Resistance 90 - 110 )
Check the wiring harness
Automatic rear axle brake Faulty current at the rear axle brake
E 78 Check the brake magnet Y16
out of order solenoid Y 16
(Resistance approx. 22 )
Check the wiring harness
Fixed gear 1 is engaged, Voltage at gas potentiometer 0.3 V
E 80 Check the gas pedal angle sensor
travel only via diesel speed outside the set limits
R5 (voltage measurement)
Check the wiring harness
Inching function switched off Voltage at inching potentiometer
E 81 Check the inching pedal angle
over a 20 second ramp 0.3 V outside the set limits
sensor R1 (voltage measurement)
Service
Effect Cause Remedy
code
There is an implausible input Check the wiring harness
STOP, the machine is shut
E 83 combination from the travel direction Check the travel direction switch
down
switch and the relays Ka and Kb
The kick-down button has been
The kick-down function is not Free the kick-down button or
E 84 active longer than 2 minutes after
active replace it
starting
Driving is only possible in 1st Check the wiring harness
The diesel engine speed is 0 after
E 85 gear with the motors at the Check the diesel engine speed
having been over 800 rpm
maximum swivel angle sensor B24 (540 ±10 )
Engine speed of variable
Driving is only possible in 1st displacement motor 1 does not Check the wiring harness
E 87 gear with the motors at the match output speed and engine Check the motor 1 speed sensor
maximum swivel angle speed of variable displacement B2 (Resistance 1050 )
motor 2
Engine speed of variable
Driving is only possible in 1st displacement motor 2 does not Check the wiring harness
E 88 gear with the motors at the match output speed and engine Check the motor speed 2 sensor
maximum swivel angle speed of variable displacement B2a (Resistance 1050 )
motor 1
Driving is only possible in 1st The speed of the variable Check the wiring harness
E 89 gear with the motors at the displacement motor is greater than Check the output speed sensor
maximum swivel angle the output speed B1 (resistance 1050 )
Measure the coupling pressure
Excessive engine speed difference
STOP, the machine is shut (19±3 bar), Check the gear
E 90 between output and variable
down solenoids
displacement motors
(Resistance 90 - 110 )
The machine switches to
neutral. The driver can select The speed of one or both variable The driver has driven downhill too
E 91
the travel direction after the displacement motors is too high fast
speed drops
The power output at the
travel pump is reduced, Current limited on the control Check the cooling system, check
E 92 warning sound every 10 presure proportional valve due to the temperature sensor B8
seconds, each lasting 1 excess hydraulic oil temperature (Resistance at 20° C = 1112 )
second
Initially no effects,later
Variable displacement motor 1 Repair the variable displacement
E 94 overspeed
rotates with couplings 1 and 3 open motor 1 or the coupling 1
Service code 91
Initially no effects,later
Variable displacement motor 2 Repair the variable displacement
E 95 overspeed
rotates with coupling 2 open motor 2 or the coupling 2
Service code 91
The machine switches to Automatic braking due to excess
neutral. The driver can select diesel engine or variable The driver has driven downhill too
E 96
the travel direction after the displacement motor speed for more fast
speed drops than 3 seconds
The output of the travel
Current limited on the control Check the cooling system, check
pump is reduced. There is a
E 97 presure proportional valve due to the temperature sensor B21
1 second beep every
excess coolant temperature (Resistance at 20°C = 1112 )
10 seconds
Shift to neutral, after the
engine speed drops the The driver has driven downhill too
E 98 Excessive diesel engine speed
travel direction can be fast
engaged again
Continued driving is only Check the cooling system and the
E 99 Gear oil temperature over 120°C
possible in fixed gear 1 or 2 temperature sensors B14
Type L564 is selected by MC6 has no device type in the
E A1 Enter using Bodem
default EPROM
Service
Effect Cause Remedy
code
Machine stopped, continued
Joystick steering potentiometer Check the wiring harness
E A2 driving only possible with
voltage outside the set range Correct using Bodem
joystick OFF
Machine stopped, continued
Conflicting redundant signals at
E A3 driving only possible with Check the wiring harness
joystick potentiometer
joystick OFF
Machine stopped, continued
Faulty current via the right joystick Check the proportional solenoid
E A4 driving only possible with
proportional solenoid and wiring harness
joystick OFF
Machine stopped, continued
Faulty current via the left joystick Check the proportional solenoid
E A5 driving only possible with
proportional solenoid and wiring harness
joystick OFF
Failed deactivation test. (The main
Joystick steering is
E A6 electronics cannot switch off the Replace the power board A12
deactivated
proportional valve current)
Couplings are open.
Complete the correction and set
E B0 Driving is not possible, no Engine current comparison mode
the parameters
hydrostatic brake effect
The battery charge indicator symbol Torn V-belt Fit a new V-belt
field (H6) lights up, Repair the alternator
The parking brake cannot be Defective alternator Check the wiring to the main
released electronics
Dig input1 and Dig input2 are shown with a long sequence of digits (e.g.
000001001100).
Each digit refers to a digital input with a specific function. If the function is
actuated (button, switch, pressure switch etc.), the value changes from 0 to
1. This enables you to see if the signal is also being directed to the
microcontroller.
The digital inputs have the following functions:
000001001100 Dig inputs1
Forward travel direction switch A
Reverse travel direction switch A
Forward travel direction switch B
Reverse travel direction switch B
Voltage terminal 61+
Parking brake button
Parking brake CANBUS
Parking brake signal calculated from CANBUS
Tractive force adjustment button
Kick-down button
Tempomat button
Ride control button
Note: Depending on the position of the travel direction switch Neutral /
Forward / Reverse the combination of the last four digits is ..1100 /
..1001 / ..0110.
Select the process data you require in the Configuration process data
display window.
Note: The more process data you select, the slower the scan rate.
In the Scale area, we recommend that you select the Min and Max
values of the Y axis for each type of process data and click OK to
confirm.
Now the Process data graphic over time window appears. Along the
vertical axis Y, you can see the selected process data for each unit. The
horizontal axis X shows the time in 500 ms units.
Click the Start button.
You can halt the graph by clicking the Stop button. The data logger function
allows you to record the graph over a specified period. Click OK to exit the
window.
Only those error messages which are stored in the microcontroller (from
error message 60 onwards) are displayed.
All error messages are stored in the secondary error memory of the control
electronics (CPU) - A1. These error messages can only be ready with the
Hyperterminal software, available as of September 2004.
Setting parameters on the machine
To set the various parameters, first select the parameters, and if necessary,
process data, in the Configure parameters window.
Click the Parameters and process data icon.
If the Parameters with process data window appears, then click the Conf.
button to open the Configure parameters window.
Select the loader type, enter the serial number of the machine and click
OK to save the data.
1 9 . 2 - 8 of 10 copyright by L544 - 443 / from 7477
L554 - 453 / from 7477
MJFCIFSS L564 - 463 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Service Manual Repair work, troubleshooting
Adjustments using the BODEM software
Enter the operating hours of the machine in the window (arrow) and click
OK to save the data.
The operating hours are stored in the EPROM of the control electronics
(CPU) A1.
Edit the value 13524 according to the customer's wishes and click OK to
save the 20 km/h version.
Note: The 40 km/h version is only allowed on the written request of the
customer.
0,85
0,85
Move the control lever for joystick steering as far as it will go, set the
minimum and maximum values using the respective buttons and click
OK to save them.
For the Joyst.calib parameter, click the Calibrate... button the
window for calibrating the middle position appears.
2,41 V
2,41 V
With the control lever for joystick steering not actuated, click Set actual
value and then OK to save the setting.
Quit the Parameters with process data window by clicking OK all
data is saved.
Technical data
Description Value Unit
P Operating pressure to the filter 20 ±3 bar
A Coupling pressure 19 ±2 bar
B Pressure to the oil cooler 3 ±1.5 bar
C Gear oil operating temperature 60 - 80 °C
D lubrication oil pressure 2 ±1 bar
E Servo pressure 9 ±2 bar
K1 Coupling pressure 19 ±2 bar
K2 Coupling pressure 19 ±2 bar
K3 Coupling pressure 19 ±2 bar