BC 672772 RBRS Service Traning

Service Training
Refuse Compactor
BC 672/772 RB/RS
008 099 46 Edition 12/2003

Service Training
Contents
Foreword A1
Documentation A2
General A3
Maintenance B1
Maintenance table B2
List of components/machine overview B6
Technical data B7
DEUTZ engine C1
External engine components C3
Lubrication oil diagram C5
Fuel prefilter / water separator C6
Electronic engine control EMR C9
Fault diagnostics C 20
Adjusting the valve clearance C 26
Removing and installing the injection valves C 30
Checking and adjusting the start of celivery C 35
Replacing the radial seals C 43
Replacing the thermostats C 52
Replacing the coolant pump C 54
Sealing / Repalcing the oil cooler C 57
Replacing the cylinder head gasket C 60
Tools C 73
Hydraulic system D1
Travel system D2
Travel pump D6
Test and adjustment points on travel pump unit D 19
Tests and adjustments on travel pump D 20
Travel motors D 23
Test and adjustment points on travel motors D 27
Adjusting the control start on the travel motors D 28
Trouble shooting D 30
BC 672/772
Service Training
Working hydraulics E1
Steering/working pump E2
Measuring and adjustment points on steering and working pump E4
Adjustments on steering/working pump E5
Control valve block for steering and dozer blade /bucket E7
Test and adjustment points, control valve block E 20
Trouble shooting E 24
Electric system F1
General F1
Table of potentials F2
Power supply F3
Starting, pre-heating F4
Gauges and controls F7
Travel pumps, travel motors, enabling starting F 12
Travel speed ranges, brake, warning buzzer, override F 13
Steering and dozer blade control F 15
Warning devices, lubrication system, seat adjustment and seat heating F 16
Heating and ventilation F 17
Protective ventilation, air conditioning F 18
Lubrication system G1
Indication of faults G6
Description of parts G9
Maintenance and testing G 18
Trouble shooting G 21
Climatronic H1
Physical principles H1
The refrigerant circuit H3
Description of components H6
Climatronic control with control unit H 17
General notes on repair and maintenance work H 22
Air conditioning, emptying/evacuation/filling H 23
Technical data for Climatronic H 25
BC 672/772
Service Training
Electrics training see separate table of contents
Electric circuit diagram

Hydraulic diagrams
BC 672/772
Service Training
Foreword
These training documents were written for refuse compactors BC 672/772 RB/RS with Deutz EPA-II-
engine, a further development of the well established BC 671/771 RB/RS.
Between 1998 and 2001 approx. 120 machines BC 671/771 RB/RS were built per year with various
engine variants.
During the development of the BC 672/772 RB/RS (EPA II) almost all available information from the field
was taken into account, whereby the machine could be improved in many details.
The essential changes in comparison to their predecessors are:
• Deutz engine BF6M 1015 C with intercooler and electronic speed regulation
• Working hydraulics for dozer blade and bucket version with Rexroth valve block and ESX-control
• Complete electrics incl. control unified for RB and RS versions as well as for BC 972 (only one wiring
diagram for all types!)
• Steering joystick series, steering wheel omitted (as on BC 972)
Also in the future we will obviously undertake everything possible to increase the benefits for our
customers and we therefore would like to ask you to inform us about your ideas and suggestions.
These training documents are not subjected to a regular updating service. However, all important
changes to the machine will be included during a revision.
The chapter “Documentation” contains notes on further documents, which are additionally available for
this machine. The wiring and hydraulic circuit diagrams complying with the current technical status of
series production are included in these training documents.
BC 672/772 -A1-
Service Training
Documentation
For the BOMAG machines described in this Service Training book the following documents are
additionally available:
Attention!
Please draw the current P/N’s of the documents according to the serial number of the machine
from the Doclist respectively Central Service page iin the BOMAG-Intranet or Extranet (BOMAG
Secured Area).
1. Operating and maintenance instructions

2. Spare parts catalogue
3. Electric circuit diagram*
4. Hydraulic diagram *
5. Repair instructions
6. Service Information
* The at the date of publication current documents are part of this training manual.
BC 672/772 -A2-
Service Training
General
The new BOMAG refuse compactors BC 672/772 RB/RS /EPA II) are mainly based on the design
characteristics of their well established predecessors, the refuse compactor models BC 570/670 RB of
generation one.
These sanitary landfill compactors were specially developed and designed for the extremely difficult
conditions and applications on sanitary landfill sites. High pushing and compaction power as well as
extremely high traction are the most important prerequisites a sanitary landfill compactor must meet.
This is why BOMAG refuse compactors were solely designed for this purpose and not developed from
a wheel loader.
All components installed in these machines are manufactured in series production and are subjected to
stringent quality tests. This guarantees a high level of reliability and safety.
As with many other products, BOMAG decided to equip these machines with the well established drive
concept consisting of diesel engine (water cooled) and hydrostatic drives. The output power of the diesel
engine is directly transferred to the compactor wheels via hydrostatic drives.
Each of the compactor wheels is driven by its own hydraulic motor with planetary drive. Each travel
motor is supplied by an individual hydraulic pump. The travel system therefore works with four individual
closed hydraulic circuits. This ensures that the wheels always have traction, even if one of the wheels
should loose ground contact when driving on the rough terrain on a sanitary landfill site.
For the distribution (all models) and loading or transport (bucket version) of refuse and to level the landfill
site surface all refuse compactor models are equipped with a dozer blade (RB-version) or a bucket (RS-
version).
Sanitary landfill compactors from BOMAG are equipped with polygonal disc wheels. The gaps between
the polygonal discs are kept clean by scraper teeth. The specified penetration depth into the refuse is
thereby always assured.
Together with the replaceable wheel caps, the polygonal discs penetrate into the refuse and crush all
bigger objects. This compresses the refuse so that the spaces between the individual refuse
components are reduced to a minimum. This not only increases the capacity of the sanitary landfill site,
but also reduces the risk of fire and vermin.
During travel operation the polygonal disc wheels compact the refuse over a width of 1350 mm per
wheel side. A compaction width of 5 m is therefore already achieved after only 2 passes. A surface
covering compaction with such a low number of passes saves time and increases the economy of the
machine.
On a machine, which is solely used on sanitary landfill sites, the work place of the operator is of utmost
importance. With this kind of environmental influences it is very important that the operator feels well
during his work.
BC 672/772 -A3-
Service Training
The new cabin of the refuse compactors BC 672/772 RB/RS is therefore very luxuriously furnished. The
access to the cabin via the steps at the rear of the machine and the gangway along the engine
compartment is perfectly designed and meets all safety standards. The cabin is very spacious and
clearly arranged. The driver’s seat is very comfortable and can be individually adjusted for every
operator, even for his weight.
All control elements and gauges are within the reach and in the sight of the operator.
A monitoring board with light emitting diodes and clear pictograms informs the operator about any
operating faults. The operator is therefore always informed about the present condition of the machine.
The roof mounted air conditioning unit makes sure that the operator can always keep the cabin door
closed, even during the hot summer period. The cabin temperature is very pleasant and there is a slight
overpressure inside, which keeps unpleasant odours and dust out of the cabin.
The generously glazed cabin with windscreen wiper and washer systems for front and rear windscreens
offers clear vision to all sides.
Driving on the uneven surface of a sanitary landfill site calls for a very high safety level. The machine is
therefore equipped as follows:
• strong ROPS/FOPS according to SAE-standard
• wear-free service brake in form of four independent hydrostatic travel circuits
• disc brakes in planetary gears as parking and emergency brakes
• high stability due to low centre of gravity and the use of an articulated joint
• operating safety due to the use of a fault monitoring module for all relevant system data and the
emergency operating mode (override) that can be used in case of a failure of the electronic control
box (ESX).
• automatic engine shut-down at too high coolant temperature, too low hydraulic oil level (when
reaching the lowest permissible level the engine will be shut down after 20 seconds) and too low
engine oil pressure.
Sanitary landfill compactors BC 672/772 RB/RS are well designed down to the last detail, especially for
the use on sanitary landfill sites.
BC 672/772 -A4-
Service Training
Maintenance
Sanitary landfill compactors are heavy-duty machines, specially designed for the extremely tough
applications on sanitary landfill sites. To be able to meet these demands the machine must always be
ready to be loaded up to its limits. Apart from that, all safety installations must always be fully functional
when working under the partly very dangerous conditions of a landfill site.
Thorough maintenance of the machine is therefore mandatory. It not only guarantees a remarkably
higher functional safety, but also prolongs the lifetime of the machine and of important components.
The time required for thorough maintenance is only minor when being compared with the malfunctions
and faults that may occur if these instructions are not observed.
The maintenance intervals are given in operating hours. It is quite obvious that with each maintenance
interval all the work for shorter preceding intervals must also be performed. During the 2000 hour
interval you must also perform the maintenance work for the 500 and 1000 hour intervals.
It should also be clear, that with the 2500 hours interval only the work for the 10, 500 and 1000 hour
intervals must be performed.
For maintenance work you must only use the fuels and lubricants mentioned in the table of fuels and
lubricants (oils, fuels, grease etc.).
Attached please find the maintenance chart with short descriptions of all work to be performed. For
detailed descriptions of the individual maintenance tasks please refer to the operating and maintenance
instructions.
BC 672 / 772 -B1-

Service Training
Maintenance table
every 4000 oper. hours


Running-ininspect.
(50 op. hours)
Maintenance work Remark
as required
Tighten all bolted connections on air X
intake, exhaust, oil sump and engine
mounts
Tighten the bolted connections on the X
machine
Change the oil in the L+S planetary X
drives
Check the engine oil level Dipstick mark X X X X X X
Check the fuel level approx. 125 l X X X X X X
Check the hydraulic oil level Inspection glass X X X X X X
Visual inspection of the machine for X X X X X X
damage and leaks
Check the coolant level X X X X X X
Check the oil level in the transfer box X X X X X X
Check / drain the fuel pre-cleaner X X X X X X
Grease joints and bearings on bucket only RS X X X X X X
machines
Service the air conditioning unit X X X X X
(summer operation)
Check the fastening of the scrapers 628 Nm X X X X X
Change the engine oil * (at least every ACEA E4-99 X X X X X
year)
Change the engine oil filter X X X X X
Check the engine mounts X X X X X
BC 672 / 772 -B2-

Service Training


Running-ininspect.
(50 op. hours)
as required
as required
Check condition of radiator and min. 1 x per year X X X X X
hydraulic oil cooler, clean coolers, clean
engine
1. Oil change in splitter gear SAE 90, API GL 5 X X X X X
after 500 oper. hours
2. Oil and oil filter change in transfer box SAE 90, API GL 5 X X X
at 2000 operating hours, then regularly
every 2000 operating hours
Check the oil level in the planetary SAE 90, API GL 5 X X X X X
drives
2. Oil change in planetary drives SAE 90, API GL 5 X X X X X
after 500 oper. hours
3. Oil change in the planetary gear after SAE 90, API GL 5 X X X X
1000 operating hours, then regularly
every 1000 operating hours
Check condition of battery Grease the poles X X X X X
Check, fill the central lubrication system X X X X X
Check condition and tension of X X X X X
generator V-belt, replace the V-belt
Check, tension the V-belt for the X X X X X
refrigerant compressor
Check fan V-belt, check tension, tighten X X X X X
or replace if necessary
Change fresh air filter and circulation air X X X X X
filter (cabin)
Check the anti-freeze agent X X X X X
concentration
Check, adjust the valve clearance Inlet = 0,25 mm X X X X
exhaust = 0.3 mm
BC 672 / 772 -B3-

Service Training


Running-ininspect.
(50 op. hours)
as required
as required
Change fuel filter coarse / fine also before winter X X X X
operation
Change fuel pre-cleaner X X X X X
Check fastening of engine/turbo X X X X X
charger/combustion air hoses
Change the fuel filter for the cabin Diesel X X X X X
heater
Check, clean the oil bath air filter for the X X X X X
cabin heater (diesel)
3. Oil change in the planetary gear, SAE 90, API GL 5 X X X X X
regularly every 1000 operating hours
Change the hydraulic oil filter ** X X X X X
Change the hydraulic oil (min. every 2 X X X X X
years)
HV 46 VI 150
2. Oil and oil filter change in transfer X X X X X
box, regularly every 2000 operating
hours
Drain the fuel tank sludge X X X X
Check the condition of the articulated X X X X
joint
Change the coolant / bleed the cooling (min. every 2 X X X X
system years)
Change the fuel injection valves X
Check the exhaust turbo-charger outlet, X
clean if necessary
Change the crankcase ventilation valve X
Change the coolant pump X
BC 672 / 772 -B4-

Service Training
X


Running-ininspect.
(50 op. hours)
as required
Replace the pressure retaining valve on X
the injection pump
Adjust scrapers and edge cutters X X
Replace the wheel caps X X
Check the condition of the cutting X
blades, if necessary replace the cutting
blades
Replace the dry air filter cartridge (at X
least every 2 years or when the indicator
lights up)
Tighten all bolted connections Observe the X
tightening
torques!
Check the preheating system, X
maintenance in case of frost
Fill the container for the windscreen X
washer system
Drain all contaminated fluids from front X
and rear frames
Conservation before longer X
downtimes
* The engine oil change refers to the oil quality ACEA E4-99 and a sulphur content in the fuel of less
than 0.5%
** Also after repairs in the hydraulic system
BC 672 / 772 -B5-

Service Training
Special maintenance intervals:
The heating system must be operated every month (even during the hot season) for approx. 10 minutes.
The air conditioning system must be operated every month (even during the hot season) for approx. 10
minutes.
Note:
When changing filters use only the original filters specified in the operating and maintenance
instructions for this machine. The installation of incorrect filters (e.g. insufficient pressure resistance)
can lead to severe damage on engine or hydraulic components.
Attention!
After the installation of a new or service exchange engine and after repair work on the cylinder
head the valve clearance must be checked after 50 operating hours.
After the installation of new or service exchange gears (splitter gear or planetary gears) the
service intervals start from the beginning.
BC 672 / 772 -B6-

Service Training
List of components BC 672/772 RB
M Diesel engine
1 Distributor gear box
2 Travel pump right hand front
3 Travel pump right hand rear
4 Charge pump right
5 Travel pump left hand front
6 Travel pump left hand rear
7 Charge pump left
8 Working pump
9 Dozer blade control lever
10 Steering joystick
11 Steering cylinder right
12 Steering cylinder left
13 Dozer blade cylinder
14 Central lubrication system
15 Hydraulic return flow filter
16 Hydraulic charge oil filter
17 Engine oil filter
18 Travel motor right front with planetary drive
19 Valve control block working hydraulics
20 Return flow filter distributor gearbox
21 Fuel prefilter
22 Fuel filters
BC 672 / 772 -B7-

Service Training
List of components BC 772 RS
M Diesel engine
1 Distributor gear box
2 Travel pump right hand front
3 Travel pump right hand rear
4 Charge pump right
5 Travel pump left hand front
6 Travel pump left hand rear
7 Charge pump left
8 Working pump
9 Dozer blade control lever
10 Steering joystick
11 Steering cylinder right
12 Steering cylinder left
13 bucket tilt cylinder
14 Central lubrication system
15 Hydraulic return flow filter
16 Hydraulic charge oil filter
17 Engine oil filter
18 Travel motor right front with planetary drive
19 Valve control block working hydraulics
20 Return flow filter distributor gearbox
21 Fuel prefilter
22 Fuel filters
23 Bucket lift cylinder
BC 672 / 772 -B8-

Service Training
Technical data and adjustment values
The following pages contain technical data valid at the date of printing (see front page of this manual).
Attention!
The currently valid technical data and adjustment values can be taken from the BOMAG Intranet
or Extranet (BOMAG Secured Area) in accordance with the serial number of the machine.
BC 672 / 772 -B9-

BOMAG Central Service Seite 1 von 3
BOMAG Central Service - Technical data and adjustment values
Status: 2003-12-09
Product type: BC 672 RB

Type No.: 570 53
Serial numbers from: 101 570 53 1006
Engine:
Manufacturer: Deutz
Type: BF6M 1015 CP
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 314 kW
Power data at nominal speed of: 2100 1/min
Low idle speed: 825+/-25 1/min
High idle speed: 2100+/-10 1/min
Spec. fuel consumption: 233 g/kWh
Valve clearance, inlet: 0,25 mm
Valve clearance, outlet: 0,3 mm
Opening pressure, injection valves: 290+8 bar
Starter voltage: 24 V
Starter power: 6,6 kW
Distribution transmission:
Manufacturer: Stiebel
Transmission ratio travel pumps: 1,12
Transmission ratio working pump: 1,12
Pressure setting cooling circuit (high idle): 25 bar
Travel pump:
Manufacturer: Bosch-Rexroth
Type, front: A4VG 71 DA
Type, rear: A4VG 71 DG
System: Axial piston-swash plate
Max. displacement: 71 cm3/U
Max. flow ratio: 149,1 l/min
High pressure limitation: 480-20 bar
Pressure override: 430+10/-20 bar
Charge pressure, high idle: 30+/-2* bar
Control pressure, control start at speed: 6 bar @ 950+/-50 1/min
Absolute pressure at control start: 50 bar @ 950+/-50 1/min
Corresponds with pump speed: 1065+/-50 1/min
Control pressure control end: 14 bar @ 1700 +/-75 1/min
Absolute pressure at control end: 400 bar @ 1700 +/-75 1/min
entspricht Pumpendrehzah (?): 1950+/-75
Travel motors:
http://bsa.bomag.spx.com/bsa/tk_components/english/search_components_result.asp?... 09.12.2003
Type: A6VM 160 HA 2T
Number: 4
System: Axial piston-bent axle
Displacement stage 1: 160 cm3/U
Control start changeover: 280+/-5 bar
Control end change over: 380+/-10 bar
Perm. leak oil quantity: 7 l/min
Wheel gear:
Manufacturer: Lohmann+Stolterfoht
Type: GFT 110 R3
Reduction ratio: 83
Steering and working pump:

Manufacturer: Brüninghaus-Hydromatik
Type: A10V0 71 DFR
System: Axial piston/swash plate
Max. dozer blade pressure: 230 +10 bar
Max. steering pressure: 200 +10 bar
Stand-By pressure: 30 +/-2 bar
Valve block working hydraulics:

Manufacturer: Rexroth
Type: 2M6-22
LS pressure limitation: 210 +10 bar
Tank preloading valve: 15 bar
Steering joystick:
Manufacturer: Gessmann
Filling capacities:
Engine coolant: 50 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 38 l (SAE 10W-40, ACEA E4-99 (for details see
maintenance manual))
Hydraulic oil: 350 l (HVLP 46 VI 150)
Splitter gear: 4,5 l (SAE 90 EP, API GL 5)
Planetary wheel drives: 6,5 l (SAE 90 EP, API GL 5)
Central lubrication system: 2 kg (lithium soaped high pressure grease)
AC refrigerant: 1850 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
Other details:
Charge oil filter: 12 micron
Retrun flow filter: 80 micron
Status: 2003-12-09
Product type: BC 772 RB

Type No.: 570 53
Engine:
Manufacturer: Deutz
Type: BF6M 1015 CP
Cooling: Water
Travel pump:
Travel motors:
Number: 4
Wheel gear:
Type: GFT 110 R3
Reduction ratio: 83

Type: A10V0 71 DFR

Type: 2M6-22
Steering joystick:
Filling capacities:
Ethane-diol-basis)
Other details:
Status: 2003-12-09
Product type: BC 772 RS

Type No.: 570 56
Engine:
Manufacturer: Deutz
Type: BF6M 1015 CP
Cooling: Water
Travel pump:
Travel motors:
Number: 4
Wheel gear:
Type: GFT 110 R3
Reduction ratio: 83

Type: A10V0 100 DFR
Max. working pressure: 230 +10 bar

Type: 3M6-22
Max. pressure bucket up/down: 230 +10 bar
Max. pressure bucket open/close: 230 +10 bar
Steering joystick:
Filling capacities:
Ethane-diol-basis)
Other details:
Service Training
Deutz diesel engine
Refuse compactors of series BC 972/1172 RB are powered by Deutz diesel engines of series BF8M
1015 C.
The engine is an 8-cylinder V-engine with water cooling. The two rows of cylinders are arranged under
an angle of 90° to each other. With its well known features such as
• high reliability
• long lifetime and
• low running costs
this engine is particularly suitable for the use in a refuse compactor. Further characteristics like
• compact design,
• low noise level,
• low exhaust emissions (EPA II) and
• high comfort
also make this engine the first choice.
Fig. 1 Deutz diesel engine
BC 972 / 1172 RB -C1-

Service Training
In a cylinder of a four-stroke engine one ignition process and therefore one working stroke occurs after
every two crankshaft revolutions (after 720°).
On V-type engines two cylinder rows are arranged under a certain angle to each other. Each crank
journal thereby holds two conrods, both belonging to opposite cylinders. The ignition occurs always
alternately after 360°.
The V-angle of 90° is ideal for an 8-cylinder engine; it results in equal ignition intervals and therefore in
a smooth running of the engine.
The cylinder heads are made of high-quality cast iron and designed as individual cylinder heads. The
cylinder heads are cross-flow cylinder heads, each with four valves per cylinder and a centrally arranged
injection valve. In connection with the high pressure injection system this ensures optimal fuel
combustion. Valve guides and valve seat rings are replaceable.
As a measure to meet future environmental requirements the high pressure injection system was
combined with a low twist combustion system. In order to comply with the exhaust emission standard
EPA II the engine is additionally equipped with an intercooler.
The extensive ribbing of the crankcase results in a very low noise development.
Water passages and oil galleries are integrated in the crankcase and in the front housing carrier. The
oil cooler is also part of the equipment carrier.
BC 972 / 1172 RB -C2-

Service Training
External engine attachments (starter side)
1 Exhaust turbo-charger
2 Exhaust manifold
3 Crankcase
4 Starter motor
5 Oil filler neck (at this location, but not shown)
6 Oil pan
7 Lubrication oil filter
8 V-belt pulley with vibration damper
9 Coolant port from heat exchanger to engine
10 Lubrication oil cooler
11 Fan
12 Charge air line after the cooler
13 Charge air line, coming from turbo-charger
14 Preheating plug (left)
BC 972 / 1172 RB -C3-

Service Training
External engine attachments (generator side)
Fig. 2
14 Preheating plug (right)

15 Oil filler neck (on BOMAG version on opposite side)
16 Cylinder head
17 Generator
18 Oil dipstick (on BOMAG version on opposite side)
19 SAE-housing
20 Flywheel
21 Compressor (not on BOMAG version)
22 Fuel supply line
BC 972 / 1172 RB -C4-

Service Training
Lubrication oil diagram
Fig. 3
1 Oil sump 16 Push rod with pulse lubrication for rocker arm
2 Suction line 17 Push rod, oil supply for rocker arm lubrication
3 Lubrication oil pump 18 Rocker arm
4 Pressure relief valve 19 Oil return bore in cyl. head to crankcase
5 Lubrication oil cooler 20 Oil pressure sensor / oil pressure switch
6 Lubrication oil filter 21 Oil line to exhaust turbo charger
7 Main oil bores 22 Exhaust turbo charger
8 Crankshaft bearing 23 Oil line to compressor (not on BOMAG)
9 Conrod bearing 24 Compressor (not on BOMAG)
10 Camshaft bearing 25 Hydraulic pump (not on BOMAG)
11 Oil flow to injection pump 26 Pressure retaining valve
12 Injection pump 27 Return line from compressor
13 Return line from injection to crankcase (not on BOMAG)
pump to crankcase 28 Return line from exhaust turbo charger to
14 Line from injection nozzle crankcase
15 Injection nozzle with pressure
retaining valve for piston cooling
BC 972 / 1172 RB -C5-

Service Training
Fuel pre-filter / water separator (SEPAR-Filter)
2 6
Fig. 4: Fuel filter / water separator
1 Filter element
2 Seal kit
3 Drain valve
4 Discharge from drain valve
5 Electric connection for water level sensor
The fuel pre-filter / wate rseparator consists mainly of:
• the centrifugal water separator
• the dirt / water sediment bowl with water level warning sensor
• and the filter element
BC 972 / 1172 RB -C6-

Service Training
Function:
The fuel is drawn by the fuel lift pump into the filter through inlet port B (Fig.8). Inlet A is closed
closed
closed
Fig. 5: SEPAR-Filter
Stage1:
The fuel flows from the inlet to the centrifuge. The centrifuge itself does not rotate. Rotation of the
fuel is caused by the geometry of the centrifuge.
Stage 2:
The fuel coming out of the centrifuge flows against the outside wall of the collecting vessel. Here the
velocity of the fuel is braked. Due to the inertia of the heavier dirt and water particles these are
pressed to the outside so that they drop down into the collecting bowl by their gravity.
BC 972 / 1172 RB -C7-

Service Training
Stage 3:
Fuel now flow up along the outside of the centrifuge while it is still rotating inside the vessel. In this
phase smaller dirt and water particles move to the middle of the vessel, where the water particles
accumulate to larger drops. There they are picked up by the middle bigger wing of the centrifuge,
from where they drop down. This is caused by the fact that the lowest pressure in vessel is at the
lowest point of the centrifuge.
Stage 4:
Even directly in front of the filter element the fuel is still in rotation. This causes further dirt and water
particles to settle and drop down into the vessel.
Stage 5:
The water resistant filter element retains remaining smaller dirt and water particles.
Once the water level reaches the height of the warning connections, the warning light H 70 in the
dashboard will light up.
Draining of water/fuel / regeneration of the filter element:
To open the drain valve keep the actuating button depressed and turn it.
If the filter element is clogged before a service is due (indicated by e.g. a power drop), the filter may be
regenerated as follows to keep up operation of the engine:
• Open the bleeding screw (this applies atmospheric pressure to the filter element and releases bigger
dirt particles from the bottom side of the filter, which will then sink down.
• Open the drain valve and let approx. 0.5 l of fuel run out. The fuel above the filter element presses
through the filter element and cleans the underside of the filter element from dirt.
• Close the drain valve.
Bleed the system with the manual fuel pump and then tighten the bleeding screw.
BC 972 / 1172 RB -C8-

Service Training
Electronic engine control EMR
The Deutz engines in the refuse compactor BC 972/1172 RB are equipped with an electronic engine
speed control (Deutz EMR).
The most important benefits of this system are:
• shorter response times compared with mechanically controlled engines, i.e. the response times are
significantly better. This improvement is achieved without increasing the acceleration fumes or the
fuel consumption.
• electronic idle speed control enabling a higher starting torque
• no mechanical throttle control (light moving, maintenance free, less susceptible for faults)
The EMR injection system is based on the well established Deutz injection system with central Bosch
in-line injection pump. However, the fuel quantity per stroke is not regulated mechanically via a throttle
cable, but is controlled by the EMR-system by means of an electromagnetic actuator acting on the
governor rod.
The essential components of the EMR-system for engine speed control are:
• the control unit EMR (B) [A48] in the cabin. This unit processes input signals from:
• displacement measuring system in the EMR actuator [Y 137] (current position of the injection pump
control rod)
• the coolant temperature sensor [B 113] on the cylinder head
• the engine speed sensor [B 114] on the SAE-housing (flywheel)
• the engine oil pressure sensor [B 88] on the cylinder head
• the charge air pressure sensor [B 115] on the intake tube
• and the electronic throttle pedal (potentiometer and idle speed switch; S119)
These input signals are processed, sent as output signals to the EMR actuator Y 137 and there they are
converted to the required fuel quantity per stroke.
The position of the throttle pedal determines the nominal engine speed value. The control unit compares
this nominal value with the actual speed value detected by the engine speed sensor. If the nominal value
corresponds with the actual value, the signal to the EMR actuator will remain unchanged.
However, if the nominal speed deviates from the actual speed (e.g. when changing the throttle pedal
position or under higher load), the control unit uses the current turbo charger pressure and the coolant
temperature to determine the necessary change in fuel quantity to achieve the nominal speed value.
BC 972 / 1172 RB -C9-

Plug on engine [X5]
Plug on vehicle [X3]
Control unit
EMR B
the engine speed.
BC 972 / 1172 RB
15 19 16 8 12 21 25 23 10 3 4 6
Pin assignment X 5 14 17 18 9 13 22 20 21 11 2 1 5 7
Connecting cable
Engine wiring harness
Control unit EMR B
Central EMR plug on engine [X6]

Pin assignment complies with X 5
Fig. 6 Connection overview EMR sensors/actuators on engine

EMR engine wiring harness
EMR-actuator Coolant Flywheel Engine oil Charge air

Y 137 Temperature Speed Pressure Pressure (empty)
B 113 B 114 B 88 B 115
The control unit then sends a signal to the EMR actuator to change the control rod position and thereby
Service Training
- C 10 -
Service Training
Individual EMR components
Control unit EMR B
The EMR control unit is located at the rear in the cabin inside the air shaft under the interior
filters. This is the EMR computer unit and processes the input signals from the sensors to an
output signal for the EMR actuator (control rod).
4
3
Fig. 7
Pos. Designation Pos. in wiring Deutz Measuring

diagram designation values
1 Control unit EMR B A 48 EMR (B)
2 Plug on engine X5 D5.1
3 Plug on vehicle X3 D5.2
4 ESX travel control ESX control
BC 972 / 1172 RB - C 11 -
Service Training
Plug assignment X 5 (engine mounted plug on EMR control unit)
Pos. Designation Description

1 U Batt - Vehicle ground through X1:204
2 GND Vehicle ground through X1:205
3 Output: Digital/ Digital output to monitoring module
PWM 2 through X 1:87, coolant temperature
4 Output: Digital 1 Digital output to EMR-fault lamp H 04
through X 1:244
5 Output: Digital/ empty
PWM 1
6 Spare Spare
7 NC empty
8 NC empty
9 NC empty
10 L-line to diagnostic plug, X4:L
11 K-line to diagnostic plug, X4:K
12 CAN high to diagnostic plug, X4:H
13 CAN low to diagnostic plug, X4:G
14 U Batt + Power supply, vehicle voltage (ignition on)
from relay K22
15 Output: Digital 2 Digital output to monitoring module
through X 1: 88,
engine oil pressure
16 Output: Digital/ empty
PWM/Frequency
17 Ground empty
18 Input: digital empty
19 Input: digital / empty
analogue
20 Input: digital / Input manual throttle (only with manual
analogue throttle and EMRII)
21 Input: digital/PWM empty
2
22 Screen Screening of throttle pedal lines
23 GND Reference potential for signal on pin 24,
through X1:232
24 Input: Analogue 1 Analogue input throttle pedal S 119,
through X1:235
25 + 5V REF + 5 V reference voltage for signal on pin
24, throttle pedal S 119, through X1:233
BC 972 / 1172 RB - C 12 -
Service Training
Plug assignment X 3 (vehicle mounted plug on EMR control unit)
Pos. Deutz designation Description

1 Spare Spare
2 not used
3 Output: Digital 4 Output pre-heating system (only EMR
II)
4 Input: Temp 1 Input fuel temperature (only EMR II)
5 Input: Temp 2 Input charge air temperature (only EMR
II)
6 empty
7 empty
8 GND Reference potential for signal pin 9
coolant temperature sensor B 113
9 Input: Analogue 3/ Analogue input coolant temperature
EMR II: Analogue 7 sensor B 113
10 GND Reference potential Pin 11 speed
sensor 2
B 130 (only EMR II)
11 Input: Speed 2 Digital input speed sensor 2 SAE-
housing B 130 (only EMR II)
12 GND Reference potential Pin 13 speed
sensor B 114
13 Input: Speed 1 Digital input speed sensor 1 SAE-
housing B 114
14 STG - PWM-output, signal for EMR-actuator
coil Y 137
15 STG + PWM-output, signal for EMR-actuator
coil Y 137
16 Screen not used
17 RF - common connection for reference and
measuring coil EMR-actuator Y 137
18 RF REF analogue input, measuring signal of
reference coil of EMR-actuator Y 137
19 RF MESS analogue input, measuring signal of
measuring coil of EMR-actuator Y 137
20 GND Reference potential for signal on pin
21, oil pressure sensor B 88
21 Input: Analogue 4 Analogue input, sensor signal oil
pressure sensor B 88
22 +5V REF + 5 V reference voltage for signal on pin
21 (max. 15mA), oil pressure sensor
B 88
23 GND Reference potential for signal on pin
24, boost pressure sensor B 115
24 Input: Analogue 2 Analogue input, sensor signal boost
pressure B 115
25 + 5V LDA + 5 V reference voltage for signal on pin
24 (max. 15mA), boost pressure sensor
B 115
BC 972 / 1172 RB - C 13 -
Service Training
EMR-actuator Y 137
The EMR-actuator is directly connected with the control rod of the injection pump and moves the rod
when excited by the signal currents from the EMR-control unit. At the same time the current position of
the actuator is reported back to the EMR control unit. This component is generally a proportional magnet
with integrated displacement measuring system.
• In case of a fault in the displacement measuring system the engine is shut down, the fault indicator
light lights up.
Pin assignment EMR-actuator when looking onto the actuator (plug pins mirror inverted)
RF - STG -
6 7
RF MESS RF REF STG +

9
5 1 2 8
4 3
Fig. 8 EMR-actuator

Pin 1 Measuring signal reference coil RF REF approx.20 Ω
against
Pin 6
Pin 2 Signal input actuator coil STG + approx. 19 Ω
against Pin7
Pin 3 not used
Pin 4 not used
Pin 5 Measuring signal, measuring coil RF MESS approx. 0.8 Ω
against Pin 6
Pin 6 common connection for measuring RF - Counter pin for pin
and reference coil 1 and 4
Pin 7 Signal input actuator coil STG -
8 EMR-actuator Y 137 Y 16 see above
9 Injection pump
BC 972 / 1172 RB - C 14 -
Service Training
Temperature sensor B 113
The EMR coolant temperature sensor is located on the blower side in the V-space of the engine,
together with the other two temperature sensors. The EMR-sensor is the bottom sensor. The coolant
temperature has an influence on the calculated injection quantity of the EMR.
The EMR control also forwards the too high temperature information to the control light for too high
coolant temperature in the fault monitoring board A15 and to the ESX and the linked CAN-bus display
module.
• If the temperature is much too high the EMR will shut the engine down, the fault indicator light will
flush.
• In case of a sensor failure the engine will continue to run, the fault indicator light EMR lights up.
In case of a too high temperature the EMR will additionally send a signal to the fault monitoring module
A 15 (symbol coolant temperature in the fault monitoring board lights up) and to the ESX, which will then
indicate the fault code 522 on the CAN-bus module.
Fig. 9 Coolant temperature sensor

1 EMR coolant temperature sender B 54 B 43 2.3 KΩ at 21.5°C
2 Coolant temperature sensor for B 53
temperature gauge in cockpit
3 Temperature sensor for preheating B 113 B 34
system
BC 972 / 1172 RB - C 15 -
Service Training
Speed sensor on flywheel B 114
The inductive engine speed sensor is installed at the bottom of the flywheel housing. It transmits
theactual engine speed value for the EMR control unit.
• In case of a to high speed (overrun condition) the control rod is reset to zero position, until the speed
has returned to the permitted range. During this process the fault light lights up.
• In case of an engine failure the engine is shut down, the fault light flashes.
The speed sensor B92 for the ESX-control is located directly beside the EMR engine speed sensor. The
engine speed signal for the RPM-meter in the cockpit is taken from the W-terminal on the generator.
The EMR speed sensor is equipped with a fixed stop and needs no adjustment after installation.
Fig. 10 Engine speed sensor

1 EMR engine speed sensor SAE- B 114 B 40.1 ca.310 KΩ
housing
2 Engine speed sensor ESX-control B 92
BC 972 / 1172 RB - C 16 -
Service Training
Engine speed sensor B 92 for ESX-control (independent from EMR!)
The additional engine speed sensor B 92 delivers a signal to the ESX control, so that running of the
engine can be detected. The sensor is fixed with a counter nut and needs to be adjusted during
assembly.
Adjustment instructions for engine speed sensor B 92:
•Back the counter nut off.
•Turn the sensor in by hand, so that it touches the flywheel.
•Then back it out for 1 turn.
•Then turn the sensor out until the alignment notch points to one of the
two possible positions marked in the following sketch.
Flywheel
notch position
Sensor
notch position
•Tighten the counter nut with max. 12 Nm. Do not turn the sensor during
this process.
Alignment notch
Fig. 11 Engine speed sensor for ESX
BC 972 / 1172 RB - C 17 -
Service Training
Engine oil pressure sensor B88
The engine oil pressure sensor is located between the front left hand cylinder (A4) and the timing gear
case. The oil pressure is permanently monitored by the EMR. The oil pressure signal is additionally used
for the fault monitoring board and the ESX fault indicator.
• If the oil pressure is slightly too low the EMR warning lights will light up and the injection quantity is
limited.
• If the pressure is far too low the EMR will shut the engine down, the fault indicator light will flash.
• If the sensor is defective the engine will keep on running, the fault indicator light will light.
With a too low oil pressure the EMR will additionally submit a signal to the fault monitoring board A 15
and to the ESX, which will then display fault code 520 (see also Service Training Electrics (ESX)).
Pin 3 (+ 5 V from EMR)
Pin 2 (Signal)
Pin 1 (AGND)
Ventilation
Fig. 12 Oil pressure sensor

1 EMR oil pressure sensor B 88 B6 Pin 1-2: 47 KΩ
Pin 1-3: 13 KΩ
Pin 2-3: 47 KΩ
BC 972 / 1172 RB - C 18 -
Service Training
Charge air pressure sensor B 115
The charge air pressure sensor measures the pressure in the intake pipe in the left hand cylinder line.
The sensor itself is located in the V-space of the engine. The charge air pressure informs the EMR about
the actual load state of the engine. In case of a high load a higher injection quantity is required in order
to achieve the engine speed specified by the throttle pedal position.
If the sensor is faulty the engine will keep on running, the fault indicator light will light.
Pin 3 (+ 5 V EMR)
Pin 2 (Signal)
Pin 1
(AGND)
Fig. 13 Charge air pressure sensor

1 Charge air pressure sensor B 115 B 41 Pin 1-2: 58 KΩ
Pin 1-3: 13 KΩ
Pin 2-3: 58 KΩ
BC 972 / 1172 RB - C 19 -
Service Training
Fault diagnostics
The EMR control unit signalizes a fault or a warning via the EMR warning light H04 in the cockpit. The
fault indicator light may show permanent light or flash, whereby no flashing codes are displayed.
• Permanent light signalizes a fault condition which enables the operator to continue operation of the
engine with certain limitations. However, the fault must be rectified to be able to exclude any other
damage.
• Flashing signalizes a fault condition that leads to a shut down of the engine. In this case the fault
must first be corrected, to enable starting of the engine.
Self test
When switching the control unit on the fault light will light up for two seconds and goes out again, if the
EMR-system is free of faults.
Fig. 14 EMR fault light
BC 972 / 1172 RB - C 20 -
Service Training
If the fault light flashes or lights up the exact fault source can be read out using the Deutz
diagnostic software „SERDIA“ and a laptop plugged to the diagnostic plug EMR at the top right
hand side in the electric installation box. For details refer to the SERDIA manual.
Fig. 15 Diagnostic interface
Trouble shooting without laptop is also possible by following the instructions in the following tables any
checking the respective components one aftewr the other using the measuring values specified on the
following pages.
BC 972 / 1172 RB - C 21 -
Service Training
1. Fault lamp permanent light, engine is not shut down:
Pos. possible location of Type of fault Reaction of engine possible location

fault of fault
1 Throttle pedal S 119 Measuring location no throttle response Throttle pedal,
defective wiring harness
defective
2 Coolant temperature Measuring location limited operation with Sensor, wiring
sensor B 113 defective temperature substitute of the harness defective
EMR control, fault light in
module A15 lights up
2a Temperature too high Measuring value in Injection quantity limitation is Lack of coolant,
warning range activated after expiration of the radiator soiled,
adjusted time thermostate does
not open; overload
3 Charge air pressure Measuring location Engine continues running with Sensor, wiring
sensor defective charge air pressure simulation harness defective
B 115
4 Oil pressure sensor B Measuring location no oil pressure monitoring, Sensor, wiring
88 defective engine runs, fault indicator light harness defective
in module A 15 lights.
4a Oil pressure too low Measuring value in Injection quantity limitation is Oil level too low
warning range activated after expiration of the
adjusted time
5 Engine speed Engine speed to Control rod for a short while in steep dopwnhill
monitoring high zero position travel
Note:
The faults 2a, 4a and 5 are self curing, i.e. once the values have returned to the specified range the fault
monitoring light will automatically go out.
For the elimination of the other faults the ignition must additionally be switched off and subsequently on
again, so that the fault indicator light goes out.
Attention!
If throttle pedal, control unit or EMR actuator have to be replaced, the new components must be
calibrated with the Deutz SEDIA program. Further more some additional notes must be observed
when replacing these components, see SERDIA manual!
BC 972 / 1172 RB - C 22 -
Service Training
2. Fault lamp flashes, engine is shut down:
Pos. possible location of Type of fault Reaction of engine possible location

fault of fault
1 Displacement Measuring point ENGINE OFF Actuator, wiring
measuring system in defective, data loss harness defective
EMR actuator Y 137 of coil reference
values
2 EMR actuator Y 137 Actuator defective ENGINE OFF Actuator, wiring
harness defective
3 Speed sensor B 115 Measuring location ENGINE OFF Sensor, wiring
defective harness defective
4 Coolant temperature Measuring value in ENGINE OFF Lack of coolant,
too high shut down range radiator soiled,
thermostat does
not open; overload
5 Oil pressure too low Measuring value in ENGINE OFF Oil level too low
shut down range
6 EMR control Data loss/ actuator ENGINE OFF EMR control
output defective
Note:
In case of such a fault the respective fault must be rectified and the ignition must be additionally switched
off and on again to start the engine.
Attention!
If throttle pedal, control unit or EMR actuator have to be replaced, the new components must be
calibrated with the Deutz SEDIA program. Further more some additional notes must be observed
when replacing these components, see SERDIA manual!
BC 972 / 1172 RB - C 23 -
Service Training
The engine does not start, fault light off
Pos. Note on fault Type of fault possible location

of fault
1 Starter speed >160 terminal voltage on starter too low Battery, ground
rpm is not reached (< 19 V) cable
2 Starter speed o.k., Fuel supply faulty Filter, air in
control rod moves to system
start position
3 Starter speed o.k., • Speed sensor defective • Sensor, wiring
control rod remains in harness
zero position defective
• Voltage supply to control unit
interrupted • check, see pin
assignment
• Control rod hard to move • Locate the

movement
restriction and
rectify
Undefined stalling of engine, fault light does not light
Pos. Note on fault Type of fault possible location

of fault
1 Undefined stalling of Fuel supply faulty Filter, air in
engine, fault light does system
not light
3 Undefined stalling of • Voltage supply to control unit • check, see pin
engine, fault light does interrupted assignment
not light
BC 972 / 1172 RB - C 24 -
Service Training
EMR II from S/N 53 1071 , 56 1016
From the serial number specified above the machines are equipped with the advanced electronic engine
control Deutz EMR II. This highly advanced system is essentially identical with the previously described
EMR. Additional functions with relevance for service are:
• a further improved speed regulation
• smoke limitation = function of charge air temperature
• monitoring of charge air temperature with combination sensor B 115/111 for charge air pressure and
temperature
• evaluation of fuel temperature with sensor B 126 to calculate the fuel quantity
• Pre-heating system (flame heater system) is controlled by EMR, i.e. pre-heating time control unit and
additional temperature sensor are no longer required and have therefore been omitted
• additional speed sensor B 130 (redundancy) to assure operation in case of a sensor failure
• EMR fault indicator lamp serves also as push button for diagnostics. It can be used to read out
existing faults as flashing codes.
• 2 independent fault logs, whereby fault log 2 cannot be deleted.
EMR and EMR II are independent systems. Control unit and actuator (EMR-actuator Y 137) are not
interchangeable.
Individual EMR II components
Control unit EMR II
Description and position see EMR. EMR and EMR II control units are not interchangeable!
Plug assignment X 5 and X 3
see EMR
EMR II actuator Y 137
Description and position see EMR. EMR and EMR II actuators are not interchangeable!
BC 972 / 1172 RB - C 25 -
Service Training
Coolant temperature sensor B 113
see EMR.
(Additional temperature sensors for pre-heating system are omitted, because the control is
accomplished by EMR II)
Speed sensors B 114 and B 130 on flywheel
On engine of type 1015 with EMR II in refuse compactors two identical speed sensors are installed in
the flywheel housing.
Since the EMR II-control strictly requires the speed signal as actual value for running the engine, the
EMR II on engines of type 1015 is equipped with two identical sensors, enabling engine operation even
if one sensor has failed.
The BOMAG sensor B92 for ESX is still installed as an additional third sensor.
1 2 3
Fig. 16 SAE-housing from underneath

1 EMR speed sensor 2 SAE housing B 130 B 40.2 approx. 310 Ω
2 EMR speed sensor 1 SAE housing B 114 B 40.1 approx. 310 Ω
3 Speed sensor ESX control B 92
BC 972 / 1172 RB - C 26 -
Service Training
Engine oil pressure sensor B88
see EMR
Combined charge air pressure / temperature sensor B111 / B115
This sensor unites two functions in one housing. The one function measures the charge air pressure in
the and adapts the injection quantity in dependence on the measured pressure. With the EMR II the
temperature of the air flowing past is now also measured. This is used for the smoke limitation.
In addition the temperature is monitored and the engine is shut down if the charge air temperature
reaches a too high level.
If the pressure sensor is faulty the engine will keep on running with a corresponding pressure simulation
and the fault indicator light will light. In case of a faulty temperature sensor the fault lamp will also light
up but the engine keeps on running.
Fig. 17 Charge air temperature / pressure sensor

1 Charge air pressure / temperature B 115/ B111 B 48 Pin 1-2: 2,6 KΩ
sensor Pin 1-3: 5,6 KΩ
Pin 1-4: 3,8 KΩ
Pin 2-3: 8,2 KΩ
Pin 2-4: 6,4 KΩ
Pin 3-4: 5,2 KΩ
BC 972 / 1172 RB - C 27 -
Service Training
Fuel temperature sensor B 126
The fuel temperature sensor is installed on the injection pump and measures the temperature of the fuel
flowing past. When warming up the fuel expands and less fuel is contained in a volumetric unit than with
cold fuel. With the fuel temperature detection this can be compensated by adding the necessary amount
of fuel. The engine does therefore not lack any power, even when the fuel is hot. If the fuel becomes too
hot, the EMR II control lamp lights up and the corresponding fault is stored.
In case of a failure of this sensor the EMR II control lamp will light, but the engine will keep on running.
Fig. 18 Injection pump with fuel temperature sensor

1 Fuel temperature sensor B126 B37 Pin 1-2: 2,66 KΩ
BC 972 / 1172 RB - C 28 -
Service Training
Self-diagnostics (without operation of the diagnostics button)
The EMR II control unit signalizes a fault or a warning via the EMR warning light H04 in the cockpit. This
warning light may light permanently or flash.
• Permanent light signalizes a fault condition which enables the operator to continue operation of the
engine with certain limitations. However, the fault must be rectified to be able to exclude any other
damage.
• Flashing signalizes a fault condition that leads to a shut down of the engine. In this case the fault
must first be corrected, to enable starting of the engine.
Both instances only indicate active faults. Faults that have occurred in the past are stored in the error
log. However, these error logs can only be read out with the corresponding Deutz software SERDIA (see
below).
Self test
When switching the control unit on the fault light will light up for two seconds and goes out again, if the
EMR-system is free of faults.
1 2
Fig. 19 Cockpit
1 EMR-fault indicator light, combined with push button S118

2 Warning lamp for too high water level in water separator
BC 972 / 1172 RB - C 29 -
Service Training
Diagnostics with push button and fault code
With the diagnostics button integrated in the fault lamp (see Fig. 18) you have the possibility to read out
existing faults (active faults) as flash codes.
Reading out active faults (permanent light or flashing of fault lamp):
Diagnostics button
On
Off
t
Fault lamp
On
Off
t
Fig. 20:
1. Switch on the ignition and wait for 2 seconds (the system performs a self-test , followed by flashing
or permanent light)
2. Press diagnostics button for 1 to max. 3 seconds:

Flashing or permanent light goes out.
3. Output of the 3-digit flashing fault code starts after 2 seconds (see Fig. 16)
• The first digit, consisting of 0.4 seconds (short) signals always represents a ’2’ (meaning EMR II-
system detection).
• The second digit consists of 0.8 seconds (long) signals (in the example ’1’)
• The third digit consists of 0,4 seconds (short) signals (in the example ’1’)
• The flash code output for the first fault (in the example 2 1 1) is followed by a 5 second pause. Then
the lamp will change back to permanent light or flashing.
4. If several faults are present , all these faults must be called up one after the other, by pressing the
diagnostics button again after a fault has been read out. If the previously read out fault code is
repeated when pressing the diagnostics button, no other active faults are present.
BC 972 / 1172 RB - C 30 -
Service Training
Note:
We always recommend to repeat the fault read-out procedure, until the fault indicated first is repeated.
This ensures that all faults have been read out.
Fault flash code overview
This list is a complete list and contains fault codes which cannot occur on the BOMAG version
Fig. 21:
BC 972 / 1172 RB - C 31 -
Service Training
Fig. 22:
BC 972 / 1172 RB - C 32 -
Service Training
Fig. 23:
BC 972 / 1172 RB - C 33 -
Service Training
Fig. 24:
BC 972 / 1172 RB - C 34 -
Service Training
Fig. 25:
Remedy:
If the indicated faults have been rectified, the ignition must be switched off and on again, so that these
faults are no longer displayed as active faults.
BC 972 / 1172 RB - C 35 -
Service Training
Possible diagnostics with SERDIA
SERDIA is a software program from Deutz which can be used in connection with a laptop computer to
perform more detailed fault analyses, especially reading out of the error log.
This displays information on
• Fault location (e.g. ’pedal value transducer’, ’coolant temperature sensor’)
• Nature of fault (e.g. ’fallen short of bottom limit value’, ’sporadic fault’)
• Environmetal data / operating data (speed and operating hours at the time of the last fault
occurrence)
• Number of fault locations
• Frequency of fault
• Fault status (active – fault present / passive- fault no longer present)
Fault messages for non-present / rectified faults can be deleted with SERDIA.
Further display possibilities:
• Function test: With the engine shut down the control outputs and the travel of the governor rod can
be activated.
• Assignment of inputs/outputs Display of the current input/output assignment of the EMR-control
• Representation of measuring values: There are a lot of measuring values available which can be
used if no EMR II fault is present (starting performance, engine sawing, lack of power).
Connection:
For this purpose the PC or Laptop is connected to the diagnostic interface with a special interface cable.
Operation of SERDIA is described in a separate operation manual.
BC 972 / 1172 RB - C 36 -
Service Training
Replacement of system components
• Replacement of the EMR II-control unit:

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

On engine of series 1015 actuators and injection pumps must be considered as one unit and can only
be replaced together. In case of a replacement, the new actuator (together with the pump) must be
calibrated with the EMR-control unit. This calibration must be performed with SERDIA (Level IIIa).
(see also SERDIA manual).
• Replacement of other EMR-components

All other EMR-components (sensors etc.) must not be repaired, but should only be replaced if they
are faulty. Programming of the control unit is not required
BC 972 / 1172 RB - C 37 -
Service Training
Explanation of pictograms
During the following work the following pictograms are used for the reason of simplicity:
Fig. 26
BC 972 / 1172 RB - C 38 -
Service Training
Adjustment procedures:
The tools specified for the following work are available from Wilbär, Hazet or Bosch under the specified
part-numbers. Further notes see section ”Tools”.
Adjusting the valve clearance
Special tool:
• Cranking device 100 300
The standard valve adjustment can be performed on a cold or warm engine after a cooling down time
of at least 0.5 hours (oil temperature 80 °C).
Fig. 27
• Remove the cylinder head cover
• Install the cranking device.
• Crank the engine until the valves on cylinder A1 are overlapping.
BC 972 / 1172 RB - C 39 -
Service Training
Fig. 28
Note:
Overlapping of valves means: exhaust valves not yet closed, intake valves start to open
Designation of valves:
Fig. 29
IN = intake valve
EX = exhaust valve
BC 972 / 1172 RB - C 40 -
Service Training
Fig. 30
• Adjust the valves on the corresponding cylinder using an angled feeler gauge.
Nominal value:
Clearance intake valve:0.25 mm
Clearance exhaust valve:0.30 mm
Fig. 31
• Tighten the counter nut.
Tightening torque:
20 Nm
• Check the adjustment once again with the feeler gauge and correct if necessary.
BC 972 / 1172 RB - C 41 -
Service Training
Fig. 32
• If necessary renew the gasket of the respective cylinder head cover.
• Attach the cylinder head cover and tighten the screws.
Tightening torque:
22 Nm
• Check and adjust all other valves accordingly.
• Remove the cranking device. Install the cover to the connecting housing using a new gasket. Tighten
the screws.
Fig. 33
• Start the engine and check for leaks
BC 972 / 1172 RB - C 42 -
Service Training
Removing and installing the injection valves
Conventional tools
• Claw spanner SW 17 4500 - 1
Special tool
• Extractor 110 030
• Special pliers for

leak fuel return line 110 120
• Grooved nut spanner 110 130
• Extractor device 150 800
Note:
Observe strict cleanliness when working on the injection equipment.
Fig. 34
• Remove cylinder head cover, injection line and leak fuel return line.
• Remove the spigot nut for the injection valve.
BC 972 / 1172 RB - C 43 -
Service Training
• Use a knocking tool if the injection valve is tightly fit.
Fig. 35
Note:
Make sure not to remove the seal ring.
Fig. 36
• Install the new seal ring. Apply some assembly compount Deutz S1 to spigot nut and seal ring.
BC 972 / 1172 RB - C 44 -
Service Training
Fig. 37
• Insert the injection valve.
Fig. 38
• Tighten the spigot nut
Tightening torque:
60 - 80 Nm
BC 972 / 1172 RB - C 45 -
Service Training
• Grip the leak fuel return line with the special pliers and let it protrude for about 15 mm. Connect the
leak fuel return line to the injection valve.
Fig. 39
• Guide leak fuel return line and injection line through the sealing rubber.
Fig. 40
BC 972 / 1172 RB - C 46 -
Service Training
• Reconnect the injection line without tension and tighten with the claw spanner.
Fig. 41
Tightening torque:
30 Nm
Note:
Fasten the lines correctly with clips.
Fig. 42
• Attach the cylinder head with a new gasket. Tighten the screws.
Tightening torque:
22 Nm
• Run the engine warm and check for leaks
BC 972 / 1172 RB - C 47 -
Service Training
Checking and adjusting the start of delivery
Special tools:
• Cranking device 100 300
• Measuring pin 110 180
• Install the ranking device with mechanical TDC-sensor and graduation the start of delivery.
• Set cylinder A1 with the cranking device to ignition-TDC.
Fig. 43
Note:
6-Cylinder: Cylinder B2 must be in overlapping position.
8-Cylinder: Cylinder B3 must be in overlapping position.
BC 972 / 1172 RB - C 48 -
Service Training
• For this purpose the locking pin of the cranking device must be engaged in the starter ring gear.
Fig. 44
• Set the gradation to 0.
Fig. 45
Caution!
The gradation must not be deadjusted.
Note:
For the adjustment of the start of delivery use the axis distance 269.2 mm (black scale).
BC 972 / 1172 RB - C 49 -
Service Training
Check the start of delivery
• Remove the cover.
Fig. 46
• Turn the engine with cranking device in opposite direction of engine rotation 30° before firing TDC
Fig. 47
Note: Illustration shows view towards flywheel.
BC 972 / 1172 RB - C 50 -
Service Training
• Turn the engine with cranking device in direction of rotation up to commencement of delivery
indicated on the rating plate, e.g. 15° before firing TDC and lock measuring pin in position.
Fig. 48
Fig. 49
Note:
If the measuring pin can be properly located (locked in position) the commencement of delivery is in
order. In case of any deviation, correct the setting as follows:
BC 972 / 1172 RB - C 51 -
Service Training
Adjusting / correcting the start of delivery
• Set cylinder A1 with the cranking device to ignition-TDC. The locking pin is engaged.
Fig. 50
• Pull the locking pin out and set the engine to the start of delivery specified on the type plate (e.g. 15°
before TDC) using the cranking device.
Fig. 51
BC 972 / 1172 RB - C 52 -
Service Training
• Slacken all screws on the drive gear.
Note:
Then reset the engine exactly to the start of delivery (e.g. 15° before TDC).
Fig. 52
• Slowly turn the camshaft of the injection pump until the locating bores both in the drive disc and in
the injection pump housing are in line. The measuring pin must lock in smoothly.(see Fig. 38 and 39)
The start of delivery is reached.
Fig. 53
BC 972 / 1172 RB - C 53 -
Service Training
• Tighten the screws of the drive gear with the measuring pin locked in.
Tightening torque:
31 Nm
Fig. 54
• Remove measuring pin
• Install the cover with a new gasket. Use new copper rings and tighten the screws.
Tightening torque:
21 Nm
Fig. 55
BC 972 / 1172 RB - C 54 -
Service Training
• Remove the cranking device. Install the cover to the connecting housing using a new gasket. Tighten
the screws.
Fig. 56
• Run the engine warm and check for leaks.
BC 972 / 1172 RB - C 55 -
Service Training
Replacing the radial seals on the entire engine
Special tool:
• Pressing device, rear 142 930
• Pressing device, front 142 940
Replacement of radial seals on flywheel side
• Hold the flywheel and remove it..
Fig. 57
• Drive the radial seal out of its seat with a punch.
Fig. 58
BC 972 / 1172 RB - C 56 -
Service Training
• Carefully drill a ø 3-3.5 mm hole for a self-tapping screw into the radial seal.
Note:
Cover the drill generously with grease so that no drilling chips will fall into the crankcase.
Fig. 59
• Screw a self-tapping screw of sufficient thickness into the hole and pull the radial seal out using an
appropriate tool (e.g. valve spring assembly lever).
Fig. 60
BC 972 / 1172 RB - C 57 -
Service Training
• Assemble the guide bush
Fig. 61
• Slightly oil the seal lip. Assemble the radial seal using the pressing device. The sealing lip points
towards the crankshaft. See following schematic.
Fig. 62
BC 972 / 1172 RB - C 58 -
Service Training
Note:
Observe the installation depth!
Pos. 1 Installation depth, initial assembly
Pos. 2 Max. installation depth
Fig. 63
• Install the flywheel using a self-made guide pin.
Note:
Check the alignment of fitting sleeve and receiving bore in the flywheel.
Fig. 64
BC 972 / 1172 RB - C 59 -
Service Training
• Hold the flywheel and fasten it with new screws.
Tightening torque:
Pretensioning value 40 Nm
Tightening angle 30° + 60° + 60°
Fig. 65
BC 972 / 1172 RB - C 60 -
Service Training
Replacement of radial seal for equipment carrier
• Remove the V-belt pulley.
Fig. 66
• Remove the V-belt pulley hub with the vibration damper.
Fig. 67
BC 972 / 1172 RB - C 61 -
Service Training
• For the removal of the front radial seal you should use the same method as previously described for
the flywheel side.
Fig. 68
• Assemble the guide bush
Fig. 69
BC 972 / 1172 RB - C 62 -
Service Training
• Slightly oil the seal lip. Assemble the radial seal using the pressing device.
The sealing lip points towards the crankshaft.
Fig. 70
See following schematic.
Fig. 71
Note:
Observe the installation depth.
Pos. 1 Installation depth, initial assembly
Pos. 2 Max. installation depth
BC 972 / 1172 RB - C 63 -
Service Training
• Install the V-belt pulley hub with the vibration damper. Hold the flywheel and tighten the screws.
Tightening torque:
183 Nm
Fig. 72
• Install the V-belt pulley and tighten the screws.
Tightening torque:
183 Nm
• After completing work run the engine warm and check for leaks.
Fig. 73
BC 972 / 1172 RB - C 64 -
Service Training
Replacing the thermostats
Fig. 74
• Drain off the coolant, catch it and dispose off environmentally if required.
• Remove the upper part of the thermostat housing.
Fig. 75
• Inspect thermostats and seals visually, replace if necessary.
BC 972 / 1172 RB - C 65 -
Service Training
Fig. 76
• Insert the thermostats.
Fig. 77
• Attach the upper part of the thermostat housing.
• Tighten the screws.
Tightening torque:
22 Nm
Note:
Fill in coolant.
BC 972 / 1172 RB - C 66 -
Service Training
Replacing the coolant pump
Fig. 78
• Drain off the coolant, catch it and dispose off environmentally if required.
• Remove the coolant line.
Fig. 79
• Unscrew all fastening screws for the coolant pump and remove the pump using 3 forcing screws.
BC 972 / 1172 RB - C 67 -
Service Training
Fig. 80
• Check the coolant pump visually. When reusing the pump install new O-rings.
Note:
Pos. 1 red O-ring
Pos. 2 black O-ring
Attention!
For assembly cover the O-rings with a soap based sliding agent. Do not use any mineral oil or
grease!
Fig. 81
• Stick the new gasket on with some grease.
BC 972 / 1172 RB - C 68 -
Service Training
Fig. 82
• Attach the coolant pump and tighten the screws.
Tightening torque:
21 Nm
Fig. 83
• Install the coolant line with a new seal. Tighten the screws.
Tightening torque:
21 Nm
Note:
Fill in coolant.
BC 972 / 1172 RB - C 69 -
Service Training
Sealing / replacing the oil cooler
• Drain off and catch coolant and engine oil, dispose of environmentally.
• Remove the oil cooler hood.
Fig. 84
• Remove the oil cooler.
Fig. 85
BC 972 / 1172 RB - C 70 -
Service Training
• Install new O-rings.
Fig. 86
• Install the oil cooler. Tighten the screws.
Tightening torque:
21 Nm
Fig. 87
BC 972 / 1172 RB - C 71 -
Service Training
• Install a new gasket.
Fig. 88
• Attach the oil cooler hood. Tighten the screws.
Tightening torque:
21 Nm
Fig. 89
Note:
Fill in engine oil and coolant
BC 972 / 1172 RB - C 72 -
Service Training
Replacing the cylinder head gasket
Note:
When replacing cylinder, piston and conrod the thickness of the cylinder head gasket must be
determined by measuring.
If the cylinder head gasket is to be replaced on its own the same thickness as the old gasket should be
used.
The marking of the 3 different thickness (can be read in assembled state):
one notch or bore

two notches or bores
three notches or bores.
Fig. 90
• Remove the cylinder head cover.
BC 972 / 1172 RB - C 73 -
Service Training
Fig. 91
• Disassemble injection lines, leak fuel return lines and the lines for the preheating system.
Note:
Use a claw spanner.
• Remove the cylinder head covers.
Note:
Note down the cylinder number for the installation of the valve cover with oil filler neck.
Fig. 92
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Service Training
• Remove the rocker arm brackets, take out the push rods.
Fig. 93
• Remove the cylinder heads.
Fig. 94
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Service Training
Determining the cylinder head gasket
• Place the measuring unit on the measuring plate. Set the dial gauge to zero under pretension.
Fig. 95
• Set the piston TDC. Place the measuring unit across the fitting sleeves and determine the largest
protrusion. The mean value from both measuring values is measurement “X”.
Fig. 96
Example:
1. Dial gauge0.39 mm
2. Dial gauge0.45 mm
Measurement “X” 0.84 : 2 = 0.42 mm
Note:
All pistons must be measured.
BC 972 / 1172 RB - C 76 -
Service Training
• Compare measurement “X” with the table and determine the correct cylinder head gasket.
Fig. 97
Piston protrusion Marking of the

measurement X cylinder head gasket
- 0.05 - 0.10 mm 1 hole or 1 notch
0.10 - 0.30 mm 2 holes or 2 notches
0.30 - 0.81 mm 3 holes or 3 notches
Example:
Measurement “X” 0.42 mm, use cylinder head gasket with 3 holes/notches.
• Install the new cylinder head gasket “Top up”.
Fig. 98
Note:
The sealing surfaces for the cylinder head gasket must be clean and free of oil. Mind the fitting sleeves.
BC 972 / 1172 RB - C 77 -
Service Training
Cylinder head
Fig. 99
• Install the cylinder heads. Slightly oil the cylinder head screws and tighten them hand-tight.
Note:
Cylinder head screws may be used up to five times, if these intervals can be reaffirmed.
Fig. 100
• Tighten the cylinder head screws alternately.
Tightening torque:
Pretensioning value 50 - 60 Nm
Retensioning angle: 120° + 120° + 60°
BC 972 / 1172 RB - C 78 -
Service Training
Valve drive
Fig. 101
• Insert the push rod.
Note:
It must be strictly assured that the push rod is sitting firmly in the socket of the plunger, in case of a fault
the push rod will drop down into the crankcase.
Fig. 102
• Assemble the rocker arm bracket with the inserted screws and align it with the push rods/valves.
Tighten the screws hand-tight.
Note:
Observe the installation direction.
BC 972 / 1172 RB - C 79 -
Service Training
Fig. 103
• Check the axial play of the rocker arms.
Permissible axial play:

0.2 - 0.4 mm
Note:
The play is adjusted by displacing the brackets.
Fig. 104
• Tighten the screws.
Tightening torque:
61 Nm
Note:
After this work you must check and, if necessary, adjust the valve clearance.
BC 972 / 1172 RB - C 80 -
Service Training
Fig. 105
• Connect the leak fuel return line.
Fig. 106
• Install a new gasket for the cylinder head cover.
BC 972 / 1172 RB - C 81 -
Service Training
Fig. 107
• Install the cylinder head covers. Tighten the screws.
Tightening torque:
22 Nm
Note:
When assembling the cylinder head cover with oil filler neck observe the cylinder number noted down
during disassembly.
Fig. 108
• Insert the sealing rubber. Guide the leak fuel line through.
BC 972 / 1172 RB - C 82 -
Service Training
Fig. 109
• Guide the injection lines through the sealing rubber and connect them to injection valves and injection
pump without tension.
Fig. 110
• Tighten the injection lines with a claw spanner.
Tightening torque:
30 Nm
BC 972 / 1172 RB - C 83 -
Service Training
Fig. 111
• Tighten the screws of the injection line brackets.
Tightening torque:
22 Nm
Fig. 112
• Complete the leak fuel return lines.
BC 972 / 1172 RB - C 84 -
Service Training
Cylinder head cover
Fig. 113
• Install a new gasket for the cylinder head cover.
Fig. 114
• Install the cylinder head covers. Tighten the screws.
Tightening torque:
22 Nm
Note:
After completing work run the engine warm and check for leaks.
BC 972 / 1172 RB - C 85 -
Service Training
Tools
The following tools can be ordered from the respective supplier (in brackets) under the stated part-
number.
For tools from Hazet and Bosch you should consult your nearest representative, orders to Wilbär should
be addressed to:
Co. Wilbär
P.O. box 140580
D - 42826 Remscheid
Conventional tools
Fig. 115
• Reinforced sockets SW 14 900 S (Hazet or Wilbär)
• Reinforced sockets SW 17 900 S (Hazet or Wilbär)
BC 972 / 1172 RB - C 86 -
Service Training
Fig. 116
• Claw spanner SW 17 for injection lines 4550-1 (Hazet or Wilbär)
Fig. 117
• Measuring pin for cjecking commencement of delivery110 180 (Wilbär)
BC 972 / 1172 RB - C 87 -
Service Training
Fig. 118
• Cranking device for mechanical TDC

sensor and gradation to check start of delivery 100 300 (Wilbär)
Fig. 119
• Extractor for injection valves in conmnection

with 150 800 110 030 (Wilbär)
BC 972 / 1172 RB - C 88 -
Service Training
Fig. 120
• Special pliers for assembly of

leak fuel return line 110 120 (Wilbär)
Fig. 121
• Assembly tool for crankshaft seal

ring, rear 142 930 (Wilbär)
BC 972 / 1172 RB - C 89 -
Service Training
Fig. 122
• Assembly tool for crankshaft seal

ring, front 142 940 (Wilbär)
Fig. 123
• Extractor device 150 800 (Wilbär)
BC 972 / 1172 RB - C 90 -
Service Training
Fig. 124
• Grooved nut spanner 110 130 (Wilbär)
BC 972 / 1172 RB - C 91 -
Service Training
Hydraulic system
On these machines travel system as well as steering and dozer blade/bucket systems are hydraulically
operated.
this ensures a low loss transmission of the engine output power to compactor wheels, steering cylinders
and dozer blade control.
The pumps for the respective drives are driven by the engine via a transfer box and convert the
mechanical energy provided by the engine into hydraulic energy.
In the motors or in the cylinders of the steering system and dozer blade actuation this hydraulic energy
is then converted back into mechanical energy.
Since the medium oil is used for this power transfer the appearing power losses are only minimal.
Charge circuit filters and return flow filters for the hydraulic oil protect the hydraulic circuits against
contamination.
Safety elements in pumps and hydraulic control elements protect the hydraulic system and the engine
against overloads and resulting damage.
As a measure to ensure a quick heating up of the hydraulic oil to operating temperature the return flow
from the hydraulic system is directly flowing back into the hydraulic oil tank until the operating
temperature is reached. Only when the operating temperature is almost reached a thermostat valve will
start to open and direct the oil flow through the hydraulic oil cooler back to the tank.
This measure makes sure that, especially during the cold season, the operating temperature is quickly
reached and the hydraulic system can be operated without any risks.
BC 572-772 -D1-
Service Training
Travel system (general description)
Fig. 1 Schematic of front right hand travel circuit
1 Diesel engine 8 Travel speed range switch

2 Transfer box 9 Solenoid valve, travel speed ranges
3.1 Travel pump, front right 10 Control piston
3.2 Travel pump, rear right 11 Travel motor
3.3 Charge pump, left 12 Planetary gear
4 Control piston 13 Brake solenoid valve
5 Travel direction valve 14 Brake switch
6 Travel direction switch 15 Emergency stop
7 DA-control valve cartridge 16 Throttle pedal
ESX Electronic control
BC 572-772 -D2-
Service Training
The travel system of the refuse compactor BC 572-772 works with four closed hydraulic circuits. Each
circuit consists of a travel pump (variable displacement pump) and a travel motor (variable displacement
motor). Always two travel pumps are joined to a tandem unit.
Both tandem units are driven by the diesel engine through a transfer box. This transfer box is flanged to
the flywheel side of the engine.
All four pumps are simultaneously controlled by means of pilot pressure. The pilot oil required for the
control of the travel pumps is provided by two charge pumps. The pump flow from the charge pumps is
also used as charge oil for the closed travel circuits for the replenishment of leaks and flushing
quantities.
Each tandem travel pump carries a charge pump on its back. The charge pumps are gear pumps driven
by through-shafts with the actual output speed of the transfer box.
These charge pumps deliver the hydraulic oil from the hydraulic oil tank and pass it through 12 µ fine
filters to the individual functions (control of travel pumps, charge system). The charge oil flow supplied
by the left hand charge pump (when looking in travel direction forward) is additionally used to release
the multi-disc brakes in the planetary gears of the compactor wheels. All leaks and flushing quantities
are returned to the hydraulic oil tank via a central return flow filter block, a temperature controlled 3/2-
way valve and the hydraulic oil cooler.
The travel pumps are equipped with all control and safety elements needed for operation in a closed
hydraulic circuit, such as control unit, combined high pressure relief and boost check valves, charge
pressure relief valve and pressure override. Here it must be specially emphasized that each travel pump
is fitted with its own pressure override.
All travel motors can be operated with two different displacements and therefore in two different travel
speed ranges. The high travel speed range is used as transport speed and the slow speed range as
working speed. However, since the travel motors are able to regulate themselves towards the slow
speed range in dependence on the load, it is possible to operate the machine in high speed range
almost at any time. In this case one must be aware that the machine will immediately return to high
speed when the machine is relieved from the load (when pushing the refuse over the tipping edge).
All planetary gears are equipped with internally arranged multi-disc brakes.
These multi-disc brakes are released by charge pressure and close automatically if the charge pressure
is interrupted. This can be initiated by shutting the engine down, by a fault in the hydraulic system (travel
system), by actuating the brake switzch or the emergency stop via an assigned 4/2-way valve.
BC 572-772 -D3-
Service Training
Cooling of transfer box (from BC 672)
The oil from the transfer box is pumped through the cooling circuit and a filter by a gear pump driven by
the auxiliary drive of the engine.
A pressure relief valve is installed in front of the filter inlet port. It limits the pressure to 12 bar at low and
25 bar at high idle speed of the diesel engine at a gear oil temperature of 40°C.
2
Pressure relief
to transfer box
filtered oil to
from cooling circuit
transfer box
Section point
3 PRV adjustment
1
Fig. 2 Gear oil filter (from BC 672)
Pos. Designation Pos. in wiring Pos. in hydraulic Measuring

diagram diagram values
1 Filter unit
2 Pressure relief valve 25 bar in high idle
and min. 40°C oil
temperature
3 Pressure differential switch 2,4 bar
BC 572-772 -D4-
Service Training
Adjusting the pressure relief valve:
• Run the machine warm (min. 40°C gear oil temperature) and shut down the engine.
• Unscrew the pressure relief valve from the filter inlet (see Fig. 2).
• Close the outlet port of the unscrewed T-piece with a plug (P/N 055 427 05).
• Close the filter inlet port with plug (P/N 055 427 05) and nut (P/N 055 450 25).
• Start the engine and adjust the pressure relief valve to 25 bar in high idle speed / 12 bar in low idle
speed; then shut the engine down again.
• Reconnect the pressure relief valve to the filter.
BC 572-772 -D5-
Service Training
Travel pump
The travel pumps are HYDROMATIK axial piston pumps with variable displacement in swash plate
design. One pump each of seriesA4VG 71 DA (driven pump) and series A4VG 71 DG (dragged pump)
are joined to a tandem unit. Each tandem travel pump carries a charge pump on its back. The pump is
a gear pump with fixed displacement.
on PS pump 2
to X2 on pump 2
to X1 on pump 2
Fig. 3 Hydraulic diagram for travel pump
1 Travel pump
2 4/3-way valve (travel direction)
3 control piston
4 High pressure relief valve with boost check valve
5 Charge pressure relief valve
6 DA-control valve
7 Pressure override
8 Shuttle valve
The pump flow is determined by the displacement and the actual rotary speed of the pump. It is
proportional to the drive speed and the displacement. Due to the possibility of an infinite adjustment of
BC 572-772 -D6-
Service Training
the swash plate the pump flow rate and therefore the travel speed can also be infinitely changed within
the pre-selected travel speed range.
The pump is equipped with all control and safety elements needed for operation in a closed hydraulic
circuit, such as
• High pressure relief valves
• Boost check valves
• Charge pressure relief valve
• pressure override and
• servo control
Fig. 4 Cross-sectional view of travel pump
The spherical valve plate centres the cylinder block, which is tightly connected with the drive shaft, and
avoids the appearance of undesired transverse forces.
Belleville springs hold the complete drive (valve plate, cylinder block, swash plate) tightly together and
compensate appearing wear in axial direction immediately. This design principle gives the pump a very
high rate of efficiency throughout its entire lifetime.
BC 572-772 -D7-
Service Training
Pump control
Fig. 5 Travel pump control
1 Control valve cartridge 5 4/3-way valve (travel direction)

2 Charge pressure relief valve 6 Discharge orifice
3 Pressure override 7 Inlet orifice
4 Control 8 Charge pump
A High pressure port B High pressure port
BC 572-772 -D8-
Service Training
Fig. 6 DA-control valve
1 Charge pump 12 Circlip

2 Circlip 13 Threaded pin
3 Control tube 14 Control screw
4 Stepped piston 15 Locking nut
5 Ring 16 Charge pressure relief valve
6 Circlip 17 Housing channel
7 Nut 18 Pilot pressure channel
8 Washer 19 Control edge
9 Pressure spring 20 Control edge
10 O-ring 21 Measuring orifice
11 Spring plate 22 Bore
BC 572-772 -D9-
Service Training
Pilot pressure is used to control the pump is infinitely from neutral position to the desired direction of oil
flow and to the desired displacement.
The hydraulic oil needed to control the pump is provided by the charge circuit for the respective tandem
pump. The oil supplied by the charge pump flows to the DA-control valve.
At an engine speed between low idle speed and control start (for values refer to the technical data of
the machine) the pump flow rate of the charge pump is so low, that almost all of the oil can pass through
the inside of the control valve and flow to the charge ports in the travel pump. The static pressure in front
of the orifice (ø 7.9 mm) in the control valve cartridge is not yet high enough to move the inside spool
against the spring.
When accelerating the engine to a speed higher than the control start, the flow rate from the charge
pump will increase accordingly. This higher oil flow rate causes a higher pressure drop across the orifice
and pushes the inside spool against the spring. This opens four bores, which are arranged in a ring
around the circumference of the spool and provides a connection to the proportional 3/4-way solenoid
valve on the pump control. The opening cross-section of these bores around the circumference depends
on the pressure drop across the inlet orifice of the control valve cartridge and therefore on the speed of
the diesel engine. It enlarges with increasing engine speed or with increasing pump flow rate
respectively.
At control end (for value refer to the technical data of the machine) these bores are completely open.
Since the bores have a considerable restricting effect, even when they are fully open, the pilot pressure
will never be higher than max. 14 bar.
At control start (bores start to open) the pilot pressure is approx. 6 bar.
If the solenoid valve has been switched to a certain travel direction, the available pilot pressure is high
enough to actuate the pump slowly out of neutral position. The pump starts to deliver hydraulic oil to the
corresponding travel motors.
Raising the diesel engine speed also increases the pump flow rate of the charge pump, opens the bores
(orifice) around the circumference of the control valve spool and the pilot pressure increases gradually.
The pump changes to a higher displacement and delivers a higher amount of oil per unit of time to the
motors. The machine drives faster.
The rest of the oil flow passes through the DA-control valve cartridge to the charge pressure relief valves
in the travel pumps. The setting of these valves (value see technical data) determines the charge
pressure value.
BC 572-772 - D 10 -
Service Training
Fig. 7 Valve arrangement
1 DA-control valve cartridge 7 Inlet orifice

2 Charge pressure relief valve 8 Charge pump
3 High pressure relief valve 9 Travel pump
4 Pressure override A High pressure port
5 Travel direction valve B High pressure port
6 High pressure relief valve
The charge circuit is needed for the compensation of leaks and flushing quantities in a closed hydraulic
circuit and to accommodate controlling of the pump.
BC 572-772 - D 11 -
Service Training
11
10
8
6
9
4
3
2
13
12 1
Fig. 8 Pilot controlled high pressure relief valve
1 Valve sleeve 8 O-ring

2 Pressure spring 9 Pressure spring (high pressure)
3 Piston 10 Locking nut
4 O-ring 11 Adjustment screw
5 Pilot valve 12 High pressure circuit
6 Valve body 13 Charge circuit
7 Valve body
The charge oil flow is now applied to the boost check valves for the closed hydraulic circuit. The boost
check valves are non-return valves, which are integrated in the high pressure relief valves. The actual
pressures in the closed circuit (high pressure or low pressure) are applied to the back of this valve. Since
the charge pressure is not able to open the boost check valve against the high pressure, fresh oil can
only enter through the boost check valve on the low pressure side.
BC 572-772 - D 12 -
Service Training
A2
2
Charge circuit
Low pressure side
A1
Fig. 9 High pressure relief valve, boost check valve function
Boost check valve function
The charge oil (charge oil circuit) coming from the charge pressure relief valve is applied against the
ring area A1 of piston (3).
Since the force (P x A1) is higher than the sum of spring force (2) and counteracting force (P x A2), the
piston is lifted off its seat.
The charge oil can now flow into the low pressure side of the closed circuit.
This permanently fills the closed hydraulic circuit.
BC 572-772 - D 13 -
Service Training
A2
Charge circuit
Pressure Pressure
relief relief
A3 High pressure side
HPRV closed HPRV open
Fig. 10 Valve positions
High pressure limitation
High pressure relief valve closed:
High pressure is applied to area A3 and tries to lift piston (3) off its seat. High pressure is guided through
valve sleeve (1) to the back of piston (3). The effective area A2 is bigger than A3, the piston is therefore
pressed down in its seat and seals the high pressure side to the charge pressure side.
High pressure relief valve open:
If the high pressure exceeds the value set by the high pressure spring (9) on pilot (5), the pilot will open
against the high pressure spring (9). Now oil flows through the valve sleeve (1) and the pilot (5) to the
charge pressure side.
Dthis causes a pressure drop on piston (3) and the piston is lifted off its seat.
The connection between high pressure side and charge pressure side opens, while the high pressure
value determined by the high pressure spring (9) is maintained.
BC 572-772 - D 14 -
Service Training
1 2 4
3
9 8
Fig. 11 Charge pressure relief valve
1 Plug 5 Pressure spring

2 Setscrew 8 O-ring
3 Valve piston 9 Collar nut
4 Spring plate
The charge oil coming from the DA-control valve enters the charge pressure relief valve through the
charge oil channel and is applied to the area A1 on the valve cone.
If the hydraulic force acting against the valve cone exceeds the force of the pressure spring, the valve
cone will be lifted off its seat in the valve body and charge oil is relieved into the housing channel.
BC 572-772 - D 15 -
Service Training
The closed circuit
As soon as the swash plate of the travel pump is actuated out of neutral position the pump will start to
deliver oil to the corresponding travel motor.
In dependence on the diesel engine speed the swash plate can be infinitely adjusted from neutral up to
maximum displacement.
Immediately after actuating the pump out of neutral the pressure in the line from pump to motor will
increase. This pressure is higher than the pressure in the line from the motor back to the pump. The
pressure in the line to the motor depends on the momentary load the motor is subjected to. Under
normal conditions this pressure may increase up to the setting of the pressure override valve (pressure
values see technical data).
The high pressure relief valves protect the closed hydraulic circuit and the combustion engine against
overloads (e.g. short pressure peaks). In such a case the valve in the high pressure side will open and
release oil through the boost check valve in the opposite side into the low pressure side.
Since permanent responding of these high pressure relief valves would lead to extreme overheating of
the hydraulic oil and thereby very quickly cause damage, this system is protected by a different type of
primary pressure limitation, the pressure override. Each of the pumps is fitted with a pressure override
valve.
The high pressure in the system is permanently applied to the pressure override valve via a shuttle
valve between the two sides of the closed circuit. The pressure override, in turn, is connected with the
pilot oil flow from the DA-control valve cartridge to the 4/3-way valve for the travel direction.
If the high pressure in the system reaches the value adjusted on the pressure override valve, this high
pressure will move the valve spool in the pressure override against the pressure spring. This relieves
part of the pilot oil flow from the DA-control valve to the 4/3-way solenoid valve through the open spool
into the tank.
This pressure drop in the pilot oil supply reduces the force acting on the control piston and the pump
reduces its displacement. The pump displacement remains reduced, until the pump pressure is in
accordance with the value adjusted by the pressure override.
If the high pressure drops below the value determined by the pressure override, the pilot oil flow is
released again and the pump will return to the previously chosen swashing angle.
To avoid responding of the high pressure relief valves the pressure override is adjusted to a lower value
than the high pressure relief valves.
BC 572-772 - D 16 -
Service Training
Pressure override
in function
Fig. 12 Pressure override
1 Valve piston 8 Pressure spring

2 Bore 9 Adjustment screw
3 Valve seat 10 Pilot pressure channel
4 Piston 11 Housing channel
5 Valve bush 12 High pressure circuit
6 Control piston 13 High pressure circuit
7 Spring cup 14 Valve seat
For adjustment values refer to the technical data in chapter “Maintenance”. The minimum difference
between high pressure relief valves and pressure override is 30 bar.
BC 572-772 - D 17 -
Service Training
Test and adjustment points on travel pump unit
Fig. 13 Connection overview tandem pump
BC 572-772 - D 18 -
Service Training

1 Port A, high pressure reverse, 08A, 11A
driven pump
2 High pressure relief valves, driven 480 -20 bar
pump
3 PS-line, pilot pressure supply to
pressure override
4 Port A, high pressure reverse, 09A, 12A
dragged pump
5 High pressure relief valves, dragged 480 -20 bar
pump
6 Connection B, high pressure
forward, dragged pump
7 Plug T2, dragged pump T2
8 Port B, high pressure forward, B
driven pump
9 Plug T2, driven pump T2
10 Plug a, solenoid valve forward Y 16 a 0 / 24V
11 Port T1, leak oil to return flow filter, T1
driven pump, with magnetic plug
12 Test port X1, control chamber M6, M16, X1 0 - 14 bar, **)
reverse
13 Port T1, leak oil to return flow filter, T1
driven pump, with magnetic plug
14 Test port G, charge pressure M7, M17, G 30 +/- 2 bar in high
idle speed***)
15 Test port X2, control chamber M5, M15, X2 0 - 14 bar **)
pressure forward
16 Port S, charge pressure from
hydraulic oil filter
17 Plug b, solenoid valve reverse Y 17 b 0 / 24V
18 Charge pressure relief valve, driven 30 +/- 2 bar in high
pump idle speed***)
19 D/A control valve cartridge *)
20 Pressure override, driven pump 430 +10/-20 bar
21 Test port MB, high pressure M2, M12, MB 430 +10/-20 bar
forward, driven pump
22 Charge pressure relief valve, 30 +/- 2 bar in high
dragged pump idle speed***)
23 Pressure override, dragged pump 430 +10/-20 bar
24 Test port MB, high pressure M4, M14, MB 430 +10/-20 bar
forward, dragged pump
25 Port S1, suction port charge pump
from tank
26 Port P, pressure port charge pump
to filter
BC 572-772 - D 19 -
Service Training
27 Test port MA, high pressure M3, M13, MA 430 +10/-20 bar
reverse, dragged pump
28 Test port MA, high pressure M1, M11, MA 430 +10/-20 bar
reverse, driven pump
*), **), ***): see Tests and adjustment procedures stated below
Tests and adjustments on the travel pumps
Always warm the machine up to operating temperature (min. 40°C hydraulic oil temperature) before
performing tests or adjustments.
For the following tests the brakes must be blocked. For this purpose enter the input code 500 in the
CAN-bus display module. (See SERVICE TRAINING ELECTRICS (ESX))
High pressure relief valves
• Block both pressure override valves on the corresponding pumps by turning the setscrew completely
in.
• Check the high pressure for a short moment (max. 3 sec.).
Nominal value:
480 -20 bar
• Adjust the high pressure relief valves, if necessary.
• Then adjust the pressure override.
Pressure override:
• Block the pressure override of the rear pump by turning the setscrew completely in.
• Adjust the pressure override of the front pump to the specified value. (High pressure measurement
on front pump!)
Nominal value:
430 +10/-20 bar.
• Adjust the pressure override of the rear pump (high pressure measurement on rear pump!).
Attention!: If the pressure override on one pump is not correctly adjusted (remains blocked), the
high pressure of this pump can raise up to the setting of the high pressure relief valves, because
in this case the pilot oil supply will not be affected.
BC 572-772 - D 20 -
Service Training
DA-control valve:
• Start the diesel engine and slowly raise the engine speed, measure high pressure while doing so:
Nominal value BC 672-772:
Control start: 50 bar high pressure at a pump speed of 950 +/-50 rpm, corresponds with 1065 rpm
Pump speed
Control end: 400 bar high pressure at a pump speed of 1700 +/- 50 rpm, corresponds with 1950 rpm
Pump speed
Nominal value BC 572:
Control start: 50 bar high pressure at a pump speed of 1025 +/-50 rpm, corresponds with 1150 rpm
Pump speed
Control end: 400 bar high pressure at a pump speed of 1700 +/- 50 rpm, corresponds with 1900 rpm
Pump speed
• Adjust the control start if necessary.
Note:
Turn clockwise = control start at higher engine speed or vice versa.
The two tandem pumps must be adapted to each other, i.e. for a synchronous driving performance the
adjustment of right and left hand pumps must be almost identical.
Attention:
The control end c an only be adjusted on a test stand.
Checking the control chamber pressure
• Install pressure test ports to the control chamber ports X1 and X2.
• Start the diesel engine and slowly raise the engine speed, measure the control chamber pressures
while doing so:
Nominal value BC 672-772:
Control start: 6 bar control chamber pressure at an engine speed of 950 +/-50 rpm, corresponds with
1065 rpm
Pump speed
BC 572-772 - D 21 -
Service Training
Control end: 12-14 bar control chamber pressure at an engine speed of 1700 +/-50 rpm, corresponds
with 1950
rpm pump speed
Control start: 6 bar control chamber pressure at an engine speed of 1025 +/-50 rpm, corresponds with
1150 rpm
Pump speed
Control end: 12-14 bar control chamber pressure at an engine speed of 1700 +/-50 rpm, corresponds
with 1900
rpm pump speed
Charge pressure relief valves:
BC 572-772 are equipped with charge pumps at the back of each tandem travel pump unit, but with an
active charge pressure relief valve in each individual pump. The charge pressure relief valves for each
tandem pump must therefore be adjusted as follows:
• Block the charge pressure relief valve in the front pump by turning the setscrew completely in.
• Check the charge pressure at half engine speed (approx. 1500 rpm) and adjust on the rear pump. .
Nominal value:
30 +/-2 bar
• Raise the engine speed to high idle speed (charge pressure increases slightly)
• Unscrew the front charge pressure relief valve, until the previously adjusted pressure value is
reached again.
Nominal value:
30 +/-2 bar
• Repeat testing and adjustment on the other tandem pump.
Attention!
The pressure values of left and right hand pump units must only differ by max. 2 bar!
BC 572-772 - D 22 -
Service Training
Travel motors
Each wheel of the refuse compactor is driven by a HYDROMATIK bent axle motor A6VM 200 HA 2T
or, in case of BC 672/772 from S/N 101 570 53 1005 / 101 570 56 1001 by an A6VM 160 HA 2T. The
motors are designed with two different displacements and can therefore be operated in two different
travel speeds, as desired.
Setscrew for control start
Fig. 14 travel motor
All motors are connected with the travel pumps through the high pressure ports A and B. High pressure
hydraulic oil flows through the corresponding high pressure port to the back of the working pistons.
Since the pistons are arranged under an angle to the output shaft, the pressurized pistons will perform
a stroke movement and cause a rotation of the connected output shaft.
Once the respective piston has passed its dead centre (max. extended position), it will change to the
low pressure side. The continuing rotation forces the piston back into the cylinder block. This presses
the oil in the cylinder chamber through the low pressure side back to the pump.
Charge pressure can be applied to the control unit on the travel motor via a solenoid valve. This changes
the angle position of the piston drum to the output shaft.
In this context a large angle corresponds with a high displacement. In low speed range the motor works
with a high torque. With small angle the conditions are just the other way around.
BC 572-772 - D 23 -
Service Training
If the refuse compactor is driven in high speed range, the travel motors will automatically change
towards high displacement when a certain pressure is reached. At the same time the torque will increase
accordingly.
Function
A G X
F1 A1 6
2 A2
F3
8
4 F2
7 1
3
B T
Stage 1 Control Stage 2

range
Fig. 15 Hydraulic diagram travel motor
1 Motor 2 Check valve

3 Check valve 4 Pilot piston
5 Pressure relief valve 6 Flushing valve
7 Planetary gear 8 Control piston
BC 572-772 - D 24 -
Service Training
1. Motor works in 1st speed range
If speed range 1 (slow) is selected, port X will be supplied with charge pressure. The pressure causes
switching over of the pilot piston (4) against the spring forces F2 and F3. High pressure in A or B is
applied to control piston area A2 through one of the assigned check valves and via the pilot control
piston. High pressure is now also applied to control piston area A1. The resulting force F1 (F1 = (A2-
A1) x P) has the effect that the motor is actuated to maximum swashing angle (max. torque and slowest
speed).
2. Motor works in 2nd speed range
Operating pressure below control start
High pressure at A or B is guided to the pilot control piston through one of the assigned check valves.
At pressures up to control start of the travel motors (pressure values see technical data) the adjustable
spring force F3 of the control start spring is higher than the force applied by the pressure. The
connection to control piston area A2 is interrupted. High pressure is only applied to control piston area
A1. In this case the control piston force F1 = A1 x P and has the effect that the motor remains at the
small swashing angle (min. torque and highest speed).
Operating pressure within the control range
With the automatic displacement control (high pressure dependent) the adjustment of the displacement
(proportional to the swashing angle) is accomplished automatically in dependence on the operating
pressure. The control start is set by the spring force F3. Once the operating pressure reaches the
adjusted value, pressure is also applied to the control piston area A2 via the pilot control piston.
The pressure increase spring F2 prevents that the pilot piston opens fully. Due to the ”throttle effect” that
exists when the pilot control piston is only slightly opened, the pressure applied to A2 is lower than the
operating pressure. Only when the operating pressure has reached the control end (value see technical
data) the force of the spring is completely compensated and the pilot control piston enables full
operating pressure to be applied to the control piston area A2.
The two motors on each vehicle side are connected through the ports ”G”. Through these ports the
pressure of the travel circuit with the highest pressure is reported to the other motor. The motor with the
lower pressure responds in the same way as the motor with the higher pressure. This type of control
synchronizes the motor regulation for both motors on one side of the machine.
This type of control ensures that both motors on one machine side work with almost identical
displacement / speed. If one of the wheels is unloaded (e.g. when raising the front wheels with the dozer
blade) this control prevents the unloaded wheel from changing to max. speed.
Since the output speed of the motors is much too high to drive the wheels directly, planetary drives are
used to reduced the speed to the final travel speed..
Each wheel drive unit therefore consists of a hydraulic motor with planetary gear.
The motors are directly connected with the planetary drives by splined shafts.
BC 572-772 - D 25 -
Service Training
The housings of the planetary drives also contain the multi-disc brakes. The brake discs run in an oil
bath and are therefore almost wear free. The brakes are released by charge pressure and close
automatically when the charge pressure drops below the brake releasing pressure (when shutting the
engine down, when actuating the parking brake, etc.).
Note:
The brake has been designed as parking and emergency brake. Unnecessary use of the emergency
stop while driving reduces the lifetime of the brake and should therefore be avoided!
BC 572-772 - D 26 -
Service Training
Test and adjustment points, travel motors
3
4 2
5 1
Fig. 16 Travel motor (here front right)

1 Pilot pressure test port M1 0 - 430 bar*
2 High pressure test port G *0-430 bar
(current high
pressure)
3 Setscrew for control start *
4 Setscrew for Qmax G do not turn!
5 Flushing valve
*)see adjustment on next page
BC 572-772 - D 27 -
Service Training
Adjusting the control start of the travel motors
• Run the machine warm (mind. 40°C hydraulic oil temperature).
• Install 600 bar pressure gauges to both pressure test ports on the respective travel motor.
• Block the brake using input code 500 on the CAN-bus input module.
• Choose second speed range and any desired travel direction, slowly increase the diesel engine
speed, watch the pressure gauges.
Nominal value BC 672- 772:

up to 280 bar high pressure on bottom test port (G) current high pressure, on top test port (M1)
approx. 0 bar.
from approx. 280 bar high pressure the pressure at M1 must increase with increasing high
pressure, so that at approx. 380 bar the full high pressure is reached also here.

up to 200 bar high pressure on bottom test port (G) current high pressure, on top test port (M1)
approx. 0 bar.
from approx. 200 bar high pressure the pressure at M1 must increase with increasing high
pressure, so that at approx. 300 bar the full high pressure is reached also here.
• If necessary correct the adjustment on the setscrew. Turning in reduces and turning out increases
the control start.
Note:
1 revolution of the control start adjustment screw results in a 100 bar change!
BC 572-772 - D 28 -
Service Training
Filtration
Function and lifetime of a hydraulic system depend mainly on the cleanliness of the transmitting medium
(hydraulic oil) used in the system.
For this reason it is absolutely necessary to filter the complete oil provision of the machine during
operation. In closed hydraulic circuits the full flow filtration of the charge circuit and of the return flows
from the individual components has been found to be most favourable.
Charge circuit filtration
Both charge circuits are fitted with a 12 µ fine filter. The oil passes through these filters to the individual
consumers and their functions.
The filters are equipped with by-pass valves. These open at a pressure differential (pressure difference
between filter inlet and filter outlet) of 3.5 bar. The value of this pressure differential depends on the
degree of filter contamination and the viscosity of the hydraulic oil.
Pressure differential switches on the filters report an increasing pressure differential into the cabin.
These switches are designed for a pressure differential of 2.5 bar. The message will therefore already
be sent before the by-pass valve opens.
Return flow filter block
As a second measure to keep the oil clean all leaks, flushing quantities and return flows are guided back
to the tank through a central return flow filter block.
The return flow filter block contains two 80 µ filters, two contamination sensors, a pressure switch and
a temperature controlled 3/2-way valve.
All return flows flow through the primary filter with downstream temperature controlled valve
(thermostat). This valve guides the oil flow directly back to the tank until operating temperature is
reached. At an oil temperature of 55 °C the valve starts to switch over and from an oil temperature of 70
°C the complete oil quantity flows through the hydraulic oil cooler.
Should the primary filter be soiled, the oil flow passes through the secondary filter. Oil flow through this
filter is only possible if the dynamic pressure in front of the primary filter exceeds 2 bar. In this case the
oil is no longer cooled. The pressure switch reports a too high dynamic pressure in front of the primary
filter and informs the driver by means of a light emitting diode.
Quite similarly the contamination sensor (permanent magnet) will report any metallic contamination via
a visual display in the cabin.
BC 572-772 - D 29 -
Service Training
Trouble shooting
The following trouble shooting chart contains a small selection of possible faults, which may occur
during operation of the machine. The fault list is by no means complete, however, the fault table is based
on the experience of the central service department, i.e. the list covers almost all faults that have
occurred in the past.
Procedure:
On machines with electronic control (ESX) you should always check the CAN-bus module first to find
out if a fault code is present indicating an electric problem. If a fault code is present perform trouble
shooting using the electrics training manual.
If no fault code is stored there may still be an electric fault or the machine may have been incorrectly
operated. The control will only report a fault when the current/voltage values are outside the nominal
range. If for instance a contact inside a switch is defective, the control will not detect this fault. For this
purpose one can have the incoming and outgoing signals of the control displayed on the CAN-bus
module and compare these with the specification table in the electrics training manual.
The following trouble shooting table contains both electrical as well as mechanical and hydraulic faults.
The number specified in the table indicate the probability of the fault cause and thereby the
recommended trouble shooting sequence, based on our latest field experience.
BC 572-772 - D 30 -
Service Training
Machine drives with travel direction lever in Neutral

Left or right hand side blocked in 1 direction
Machine does not drive (forw. + reverse)
Machine moves in one direction only
TROUBLE SHOOTING
max. travel speed is not reached

TRAVEL SYSTEM
Hydraulic oil overheating

BC 572 - 1172 RB/RS
1 wheel blocked
SYMPTOMS
POSSIBLE REASONS
Emegency stop switch 1
Brake switch open/defective/wiring (fault code)? 1
ESX-control / Elektric system defective/wiring (faultcode)? 2 2 3 2
Travel direction switch defective/wiring (fault code)? 1 1 3
Speed ranger selector Position/defective/wiring (fault code)? 1
Pump control (elektric (fault code?) / hydraulic) 2 1 1 2
Control start / DA-valve cartridge contaminated/misadjusted/def. 3 2 1
High pressure cut off / High pressure relief valves travel pumps
2 2
contaminated/adjustment def.
Charge pump(s) / Charge pressure relief valve(s)
3 3
contaminated/adjustment/def.
Travel pump defective 3 2 1 1 2
Coupling / Distributor gearbox defective 3
Control start travel motor adjustment 2
Flushing valve travel motor 3
Travel motor(s) 1 2
Brake (mechanisch/hydraulisch) 2 3 2
Wheel gearbox defective 2
Hydraulic oil cooler contaminated (internally/externally) 1
Thermostate (hydraulic) contaminated/sticks/defective 3
Diesel engine 1
TROUBLE SHOOTING
BC 572-772 - D 31 -
Service Training
Working hydraulics
The working hydraulics of the refuse compactor BC 572-772 RB/RS covers the hydraulic systems for
steering and dozer blade/bucket controls.
The working hydraulics consists mainly of an axial piston pump, the control valve block for the functions
dozer blade/bucket up/down, steering control and on RS-machines additionally the function of tipping
the bucket, the 2 steering and dozer blade cylinder (RS: additional tipping cylinder) as well as the
electrical components (control potentiometer for steering and dozer blade or bucket control as well as
ESX-control).
A variable displacement axial piston pump in swash plate design supply the system with pressure oil.
The movement of dozer blade or bucket is controlled with a joystick beside the driver’s seat. The control
is extremely light moving and very sensitive.
When actuating the control lever forward while pressing the top push button the dozer blade/bucket can
be held in floating position (piston and piston rod side of the lifting cylinders are connected with the tank).
In this operating mode the dozer blade/bucket can be used to level the landfill site surface when driving
in reverse.
The electric hydraulic control of the working hydraulics works similar to the controls on the previous
machine ranges BC 671/771-RS and is identical with the control on the BC 972 series. The joystick units
are potentiometers, the signals of which are processed by the ESX-control and converted to special
current pulses, which operate the corresponding valves in the valve block.
BC 572-772 -E1-
Service Training
Steering and working pump
The tandem pump for the working hydraulics is a swash plate controlled axial piston pump with variable
displacement. However, the pump delivers oil only to one direction, i.e. the swash plate moves out of
neutral only to one direction. The pump is therefore most suitable for open hydraulic circuits.
to dozer blade control and steering

230 bar
Load signal from LS
steering and
dozer blade X
L S
to hydraulic oil tank from hydraulic oil tank
Fig. 1 Hydraulic pump for working hydraulics
1 Working pump 4 Resetting piston

2 Flow control valve 5 Control piston
3 Pressure control valve
When the engine is not running the swash plate is in max. displacement position, however, when
starting the engine the swash plate will move immediately back towards neutral, until the stand-by
pressure adjusted on valve 2 (Fig. 1) is reached.
BC 572-772 -E2-
Service Training
As long as the steering system or the dozer blade/bucket hydraulics do not demand any oil flow the
pumps maintain a so-called ”Stand-by pressure” (30 +/- 1 bar). Due to the flow control in the working
hydraulics the engine has to supply power only when it is actually needed.
Working principle
When looking at the working hydraulics one must always consider two different operating conditions, for
better understanding:
1. Engine not running
2. Engine running
When the engine is not running the swash plates in the working pumps are in maximum displacement
position. The spring of the smaller control piston in the pumps holds the swash plate in this position.
When starting the engine pressure builds up between the outlet port on the steering and working pump
and inlet port “P” on the valve block. This pressure increase is possible because both 8/3-way valves
in the control valve block are closed in non-actuated position (all consumers in neutral).
The now increasing pressure moves the flow control valve spools on the pumps and opens a connection
between pump flow and the bigger control pistons (reversing piston) for the pump swash plates.
Since the effective area of this piston is much bigger than the area of the counter piston, the increasing
pressure moves the swash plates towards zero (despite the spring force supporting the counter piston).
The setting of the flow control valves maintains a so-called ”stand-by pressure” in the system.
The pressure control valve on the working pump limits the high pressure in the working hydraulics to
230 bar. If the system pressure increases up to the adjustment value because of steering operations or
work with the dozer blade, the spool inside the pressure control valve is displaced by this pressure. High
pressure is thereby guided to the piston area of the resetting piston inside the pump and the swash plate
is reset towards zero.
If the pressure drops below the adjusted value, the spring in the pressure control valve will be able to
close the pressure control valve again, the pump can return to a higher displacement.
BC 572-772 -E3-
Service Training
Test and adjustment points on working pump
1 4
Fig. 2 Working pump with pressure/flow control valve
Pos. Designation Pos. in wiring Pos. in hydraulic Measuring values

diagram diagram
1 Adjustment screw for stand-by 30 +/-1 bar at
pressure Pos. 3
2 High pressure adjustment screw 230 + 10 bar at
Pos. 3
3 High pressure test port M9 0- 230 +10 bar
4 LS-pressure test port M8, X 0-210 +10 bar
BC 572-772 -E4-
Service Training
Checking /adjusting the stand-by pressure:
• Connect a 60 bar pressure gauge to the high pressure test port (Pos. 3)
• Connect a 60 bar pressure gauge to the LS pressure test port (Pos. 4)
Attention!
Do not operate steering or dozer blade, since this would destroy the pressure gauge
• Start the engine and let it run with idle speed.
• Read high pressure as well as load sensing pressure value when not actuated.
Nominal value:
High pressure 30 +/- 2 bar (stand-by pressure) , LS-pressure 0 bar
• If necessary correct the stand-by pressure on the flow control valve (to setscrew, Pos. 1)
Check, adjust the high pressure
• Start the engine and let it run at high idle speed.
• Raise the dozer blade/bucket and hold the control lever against the end stop.
Nominal value:
230 +10 bar on high pressure test port, LS-pressure 210 +10 bar
• If necessary correct the high pressure on the setscrew.
BC 572-772 -E5-
Service Training
Checking the LS-pressure to the working pumps
• Operate the steering / dozer blade slowly from zero position to the end stop, read both pressure
gauges.
Nominal value:
As long as the control lever is not pressed against the stop the LS-value should always be
approx. 30 bar lower than the current high pressure. When holding the control lever against
stop the LS-pressure must increase up to 210 + 10 bar.
• If the LS-signal is not present or too low the electric supply to the control valves must be checked
first. If the electrical system is o.k., the LS-system (valve block, hoses) must be checked.
• If both pressures are too low on the same level, the fault is inside the pump. The pump high pressure
can be corrected on the bottom setscrew. If this is not possible the pressure/flow control valve or the
pump must be defective.
BC 572-772 -E6-
Service Training
Control valve block for steering and dozer blade / bucket
right left
up down
Fig. 3 Working valve block for steering and dozer blade / bucket control
The operation of the control valve block is based on the load pressure independent flow distribution. This
concept enables quick and precise working in case of overlapping movements of several consumers
with different load pressures.
BC 572-772 -E7-
Service Training
The operator controls the speed of steering and dozer blade independently from the load pressure,
proportionally to the deflection of the steering joystick or the dozer blade control lever. In the individual
sections of the control valve block the spools are adapted to the individual requirements of steering or
dozer blade control by the special geometry of their measuring orifices.
Control valve block
The control valve block is hydraulically located in the connection between steering and working pump
to the consumers (cylinders for steering and dozer blade / bucket). The control valve block contains all
working functions.
The pump, tank and LS-lines are internally connected and arranged as central connections in the control
valve block.
In the control valve block all consumers are connected in parallel mode:
The geometries of the fine control grooves in the control pistons are specially adapted to the
characteristic of the connected consumer. The control pistons of the individual axes can therefore not
be interchanged. Furthermore, the pistons must not be turned by 180°.
Besides the piston axes for the control of consumer movements the control valve block contains also
components for necessary system functions:
• Stabilisation of the system
• Securing of primary and secondary pressure
• Limitation of the permissible LS- system pressure
• Avoidance of cavitation caused by external load or deceleration
The optimal adaptation of pump and control valve block ensures fast response with high stability.
BC 572-772 -E8-
Service Training
Description of individual components:
1. LS- Drain valve
In neutral position of all measuring orifices (no function operated) the LS-drain valve (6) relieves the LS-
line to the tank. During operation of steering / dozer blade the flow control valve restricts the flow volume
flowing from the LS-line to the tank, independently from the load pressure.
(1) (2) (5)
Feder Regelkolben
Spring Control Spool T
Q= ... l/min
LS
LS
LS
T T
(4) Regelblende
Meter
(3) Orifice
Fig. 4 LS-drain valve
(1) Spring (2) Control piston (3) Control orifice
The 2-way flow limiting valve in cartridge design consists of housing, control piston and spring. The
control piston maintains the pressure drop through the orifice constant and therefore also the outflowing
the LS-volume, independently from the LS-pressure.
BC 572-772 -E9-
Service Training
2. LS- shuttle
The LS-signal reported by the pressure balance with the highest load pressure is applied to the pump
control via orifice 1. In neutral the LS-pump control is relieved to the tank via orifice 2 and the LS-drain
valve.
(1)
1,2
0,6
LS-Signal im LS-Signal zum
Steuerblock
(2) Pumpenregler
Valve block Pump

0.6 effective 1,2 effective
Fig. 5 LS shuttle valve
The combination of the various orifices on the LS-shuttle with the capacity of the LS-hose between
control valve block and pump (defined oil volume / hose length and cross section) causes a damping of
extreme pressure pulses in the system. Short and extreme pressure peaks in the system do therefore
not lead to an immediate and undesired response of the pump.
BC 572-772 - E 10 -
Service Training
3. LS- pressure limitation
The LS- pressure relief limits the maximum LS-pressure in the system. If the LS-pressure reaches the
value adjusted by the spring the valve seat will open a connection to the tank and maintain the max. LS-
pressure to a constant level.
The valve in cartridge design is screwed into the control valve block and has been set to the specified
value in the factory.
(1)
(4)
(2)
Ko nterm utter
Lock N ut
E in stellun g H ochdruck
H igh P ressure S etting
(5)
F ede r
S p ring
G rundkörp er T
B ase
(6)
T Tan k
D rain
(3)
LS -S ystem druck
V entilsitz
LS P opp et LS -System -P re ssure
LS
LS -S ystem d ruck
LS -S ystem -P ressure
(7)
Fig. 6 LS- pressure limitation
(1) Counter nut (2) Basic body (3) Valve seat (4) High pressure adjustment (5) Spring (6) Tank
(7) LS-system pressure
BC 572-772 - E 11 -
Service Training
4. Primary pressure relief valve
(3) (4) (5)
(2) (6)
(7)
(1) Blende D1 Hauptkegel Blende D2
Orifice D1 Main Poppet Orifice D2
Feder 1 Fläche A2
Area A2 Kontermutter
Spring 1
Verbraucheranschluß Lock Nut
Work Port (8)
Schutzkappe
Protection
(16)
Fläche A1
Area A1
(9)
p T
P T
p T
(15) Volumen C
Stellspindel
Setting Screw
Chamber C Feder 2
Spring 2 (10)
Einstellfeder
Fläche A3 Tank Line Vorsteuerkegel Setting Spring
Area A3 Pilot Poppet
(14) (13) (12) (11)
Fig. 7 Primary/secondary pressure relief valve
(1) Consumer port (2) Orifice D1 (3) Spring 1 (4) Main cone (5) Area A2 (6) Orifice D2
(7) Counter nut (8) Safety cap (9) Adjustment spindle (10) Adjustment spring (11) Pilot cone (12)
Spring 2 (13) Tank port (14) Area A3 (15) Volume C (16) Area A1
The pilot controlled primary pressure relief valve is screwed into the control valve block from the side
and, in its function as a safety valve, limits the maximum pump pressure to the adjusted value (approx.
260 bar). Pressure peaks in the pump line can appear if e.g. the pump does not reduce the flow volume
quick enough or a malfunction occurs in the system. The pressures have been adjusted by the supplier
of the block and are sealed. Primary pressure relief valve (pump side) and secondary pressure relief
valves (cylinder side) are identical in design and function. The system pressure is applied to chamber
C through orifice D1. Since area A2 is bigger than A1 the main cone remains closed. Spring 1 in
chamber C ensures a stable installation position. The valve remains closed as long as the system
pressure p is lower than the value adjusted on the control spindle. If pressure p exceeds the adjusted
value the pilot control cone will open and oil can flow out of chamber C through orifice D2 to the tank.
The pressure in chamber C collapses, because the inflow through the smaller cross section of orifice
D1 is less than the outflow through the open pilot control cone. The higher pressure p acting on area A1
opens the main cone against spring 1 and connects the pump line to the tank. The boost check valve
function is not used on the primary side.
BC 572-772 - E 12 -
Service Training
Secondary / consumer valves
5. Shock valves
The pilot controlled pressure relief/boost check valves in the individual consumer ports A and B are
valves in cartridge design and arranged in the individual sections above the control pistons. The valve
protects the consumer circuit against overloads or damage, e.g. caused by external forces or sudden
deceleration (control piston in neutral position), by relieving pressure peaks into the tank.
In its function as a safety valve it limits the maximum pressure in the consumer and in the connection to
the way-valve to the individually adjusted value. Upon delivery of the valve block the pressure has been
set and the valve is sealed.
(3) (4) (5)
(2) (6)
(7)
(1)
(8)
(16)
(9)
(15)
(10)
(14) (13) (12) (11)
Fig. 8 Shock valve
(1) Consumer port (2) Orifice D1 (3) Spring (4) Main cone (5) Area A2 (6) Orifice D2 (7) Counter
nut (8) Safety cap (9) Adjustment spindle (10) Adjustment spring (11) Pilot control cone (12) Spring
2 (13) Tank connection
(14) Area A3 (15) Volume C (16) Area A1
Function
The corresponding load pressure of the consumer port is applied to chamber C through orifice D1. The
spring in chamber C only ensures a stable installation position. The valve remains closed as long as the
system pressure p is lower than the value adjusted on the control spindle. If pressure in consumer port
A or B exceeds the adjusted value the pilot control cone will open and oil can flow out of chamber C
through orifice D2 to the tank. The pressure in chamber C collapses, because the inflow through the
smaller cross section of orifice D1 is less than the outflow through the open pilot control cone. The higher
pressure p acting on area A1 opens the main cone and connects the pump line to the tank.
BC 572-772 - E 13 -
Service Training
6. Pre-load valve
The valve block has two internal tank return channels. The first channel connects the shock valve for
steering to the right and the outlet of a floating position valve directly with the tank. The second tank line
is pre-loaded with an 15 bar valve. Here all consumer outlets are connected. This prevents cavitation
damage to the cylinders which could occur e.g. by sudden lowering of the dozer blade. Furthermore, for
design purposes the shock valve for steering to the left and for lifting the dozer blade and the other
floating position valve are also connected to this preloaded channel.
7. Floating position valves
When switching the solenoids Y102 the floating position valves connect both sides of the lifting cylinder
with the tank return line.
BC 572-772 - E 14 -
Service Training
Function of the control valve block
(Principle description, the components may differ from the BOMAG version in details. In particular, for
the reason of clarity the pressure balances are shown as a 3/3-way proportional valve instead of the 2
individual valves shown in the original hydraulic diagram. However, the function is identical.)
Neutral position
(3) (14) (4) (13)
(2)
A B
N o L S -S ig n a l
LS
(3 ) (1 4 ) (4 ) (1 3 )
(1) A B
(2 )
(1 ) p
p p
c c
T p T
T P T
p'
PSt a PSt b
p p
St St
a b
(7 ) (8 ) (1 2 ) (9 ) (5 )
(1 0 ) (1 1 ) T (6 )
(5)
(10) (11) (6) T (7) (8) (12) (9)
(4 )
(3 )
(3 )
p’ (5 )
(5 )
(6 )
(2 )
pc
(2 )
(1) Stroke limitation (2) Secondary pressure/boost check valve (3) Load retaining valve (4) LUDV- pressure balance
(6) Control piston (7) Feed measuring orifice p → A (8) Feed measuring orifice p → B
(9) Drain orifice B → T (10) Drain orifice A → T (11) Passage p → A (12) Passage p → B (13 ) Control piston (14)
pressure balance (15) Pressure spring pressure balance
BC 572-772 - E 15 -
Service Training
In neutral position of the control piston (no control current on the proportional solenoids at terminals a
or b) the connection between pump and p’- channel (behind measuring orifice) is blocked by the spool.
Load retaining valve and pressure balance are closed. In this position the pressure in the p’- channel
and behind the load retaining valves is relieved to tank return line level through the piston clearance.
The consumer ports are blocked by the overlapping of the control piston in the housing. The consumer
is thereby locked and fixed between two oil columns.
The pressure balance of the individual functions (steering / dozer blade) are arranged downstream to
the measuring orifice of the control valve spool. They consist of a control piston (13) and a pressure
spring (15) which defines a stable initial position.
Individual operation or consumer with highest load
LS-System-Signal
A
LS-Signal to Pump Control B
A B
LS
pc T
T P
p'
T P T
p
St PaSt a p PStbb
St
Verbindung zur LS- Leitung geöffnet Druckwaage komplett geöffnet

connection to LS- Signal is open pressure compensator completely open
p’
pc
BC 572-772 - E 16 -
Service Training
The control piston (6) is proportionally displaced against the spring force by the force of pilot pressure
released by the pilot solenoid. In the illustration the solenoid at connection „a“ moves the piston against
the spring in the control cover at side „b“ to the right. The supply orifice (7) of the control piston opens
the connection between pump port p and channel p’. The pressure in this chamber opens the pressure
balance (14) and is applied all the way to the load retaining valves (3).
The consumer pressure pC at port A keeps the left hand load retaining valve (3) closed via the passages
in control piston (11). With p’ exceeding pC the check valve will open. The connection between pump
and consumer is opened and the movement is initiated. The oil displaced in the consumer flow from B
via the discharge orifice (9) back to the tank. As long as the pressure in the consumer port is lower than
the pressure setting the secondary pressure relief valves (2) remain closed. The main cone of the
combined pressure relief and boost check valve in the supply line (side A) opens in case of cavitation
in the consumer port, caused e.g. by external negative effects, and enable the feeding of oil from the
pretensioned tank channel in the block.
In case of individual movements or if the load pressure of the consumer pC is the highest in the system,
the LS-pressure is generated by the p’-channel via the bore in the pressure balance and applied to the
pump control and to the section pressure balances with lower load pressure.
The feeding of the LS-signal from the p’- channel before the load retaining valves ensures blockage of
the consumer port until the required working pressure is reached. This avoids short term dropping of the
consumer caused by the consumption of oil from the consumer line for the LS-line.
The pressure balance is completely open and the p’- channel is connected with the consumer port pC
without a pressure drop.
Superposition of movements
System saturated
In saturated operation of the system the quantity demanded through the measuring orifices is smaller
than or identical with the pump flow.
Σ Q Consumer < Maximum Q Pump (within the power control range)
The ∆pmeasuring orifice corresponds approx. with the ∆pLS-control adjusted on the flow control of the pump.
The difference between both values results from the losses in the supply line between pump and
measuring orifice.
BC 572-772 - E 17 -
Service Training
Superposition with a consumer having a higher load pressure
LS Signal von lasthöherem Verbraucher

LS-Signal from higher pressure actuator
A
A B
B
LS
p'
T pc T
p
p'
T P T
p
St
aPSt a PSt b
LS- Kanal ist abgesperrt Druckwaage in Regelposition
LS- Signal is closed pressure compensator active
p’
pc
A typical example is the lifting of the dozer blade while operating the steering at the same time. The
higher load pressure in the dozer blade circuit reduces the orifice cross section of the pressure balance
in the steering section. In this control position the control edge of the pressure balance generates a
pressure drop between channels p’ and pC on the consumer port. The ∆p over the measuring orifice (7)
is identical and the consumer speed is therefore independent from the difference of the load pressures.
Subsaturation / priority function
In subsaturation of the system the requested oil quantity through the sum of the open measuring orifice
cross sections exceeds the maximum flow rate of the pump. The flow control is no longer able to build
up the necessary system pressure by actuating the variable displacement pump to a higher
BC 572-772 - E 18 -
Service Training
displacement. The pump pressure drops because the pump is already delivering the maximum pump
flow adjusted in accordance with the characteristic curve.
During subsaturation the pump flow is only determined by the power regulator.
Σ Q Consumer > Maximum Q Pump
During subsaturation of the systemthe pressure balances of both consumers are fully open and the LS-
pressure corresponds with pressure p’ after the measuring orifice. However, the system / pump
pressure drops with increasing degree of subsaturation, thereby causing also a drop in ∆pmeasuring orifice
and section quantity.
The pressure springs of the pressure balances for steering and dozer blade are of different design
(steering 1-2.5 bar, dozer blade 58 bar). This has the effect, that in case of subsaturation the steering
pressure balance will stay open, while the dozer blade pressure balance is already closed. This gives
priority to the steering function.
pc = LS-System = p'
High
Lastdruck niedrig Lastdruck hoch
Low Pressure postion High Pressure Position
LS = pc (1)
High
pc = LS-System = p'
High
(2)
pc pc pc pc
High High
Low Low
p' p'
p p' = LS = pc p
High
p' p'
p=p
Fig. 9 Graphics: Pressure balance function at various load pressures
(1) Spring chamber (2) Control orifice
If the speed of a consumer is reduced during a superposition of movements in the subsaturated range,
i.e. the measuring orifice is closed, the degree of subsaturation will change. The ∆pmeasuring orifice of the
still actuated section increases together with a proportional increase of the speed of movements.
BC 572-772 - E 19 -
Service Training
Test and adjustment points, control valve block
8
1 2
5a P
4 2a
3a
5
14
3
4a 9
1a
10 11 12
13
6 7
6
9
7
5
T
Fig. 10 Control valve block, here RB-version
BC 572-772 - E 20 -
Service Training
Pos. Designation Pos. in wiring Pos. in hydraulic Measuring values

diagram diagram
1 Proportional solenoid, steering to Y92 0- 1000 mA
the right
1a Proportional solenoid, steering to Y93 0- 1000 mA
the left
2 Switching solenoid, float position Y102 0 / 24V
2a 2. Switching solenoid, float Y102 0 / 24V
position
3 Proportional solenoid, dozer blade Y109 0- 1000 mA
down
3a Proportional solenoid, dozer blade Y108 0- 1000 mA
up
(on opposite side)
4 Test port, pilot pressure steering Ma2 0 -27 bar
left
4a Proportional solenoid, pilot Mb2 0 -27 bar
pressure steering right (on
opposite side)
5 Test port, pilot pressure dozer Ma1 0 -27 bar
blade up
5a Test port, pilot pressure dozer Mb1 0 -27 bar
blade down
(on opposite side)
6 Test port, tank pre-loading valve Mt1 0 -15 bar
7 Test port, working pressure Mp 0-230 +10 bar
8 LS-pressure relief valve (3) in Service 0-210 + 10 bar
Training
9 Tank pre-loading valve (6) in Service 15 bar (let dozer
Training blade drop from
top position in float
position)
10 Test port, steering left M18 0-230 +10 bar
11 Test port, steering right M19 0-230 +10 bar
12 Test port, dozer blade down M31 0-230 +10 bar
13 Test port, dozer blade up M32 0-230 +10 bar
14 Mechanical-stops
Load-Sensing
If no power is required from the working hydraulics (steering and dozer blade control), the load signal
(load sensing line ”LS”) for all consumers is dumped into the tank, the load signal is in this case ”0” bar.
If one of the consumers requires hydraulic oil, the actuation of steering or dozer blade hydraulics will
generate a load signal.
BC 572-772 - E 21 -
Service Training
Example steering:
In neutral position the steering valve is ”closed”, i.e. there is no connection between valve inlet port ”P”
and one of the outlet ports ”A2” or ”B2” to the steering cylinders. The load signal is directly connected
with the tank return line.
If the steering joystick is operated, the valve inlet port ”P” is connected with one of the outlet ports ”A2”
or ”B2”, and with the load signal line ”LS”.
The pressure generated by the load resistance is reported to the back of the flow control valve on the
working pump through the load signal line ”LS”. The spool of the flow control valve moves and interrupts
the oil flow to the reversing piston for the swash plate.
The spring loaded counter piston actuates the swash plate and the pump delivers oil to the steering.
If the joystick movement is finished after the steering operation, the 8/3-way valve in the valve block will
immediately return to neutral position. The connection between valve inlet port ”P” and valve outlet ports
”A2” or ”B2” and to the load signal line ”LS” is interrupted. The LS-drain valve inside the valve block (see
below) connects the load signal line “LS” with the return flow to the tank, the pump returns immediately
towards zero and the pressure drops down to the stand-by pressure value.
Steering control
The steering functions are controlled by means of the ”steering joystick” in the left hand arm rest of the
driver’s seat. The steering speed is proportional to the deflection of the steering joystick.
Due to the electronic triggering via the ESX-control the solenoid valves are triggered by impulses. With
each impuls a minimal pilot oil quantity is sent to or drained from the pilot spool of the steering valve
(bigger steering angle). This changes the opening cross sections of the 8/3-way valve in both positions
“Left” and “Right” very sensitively, proportional to the deflection of the steering joysticks. This enables
very sensitive steering of the machine.
Dozer blade/bucket control
The dozer blade or bucket movements (up, down, /tipping) and float position) are controlled by means
of a ”joystick” on the right beside the driver’s seat.
With this joystick the ESX control is electric-proportionally controlled via a potentiometer.
The lowering speed is proportional to the deflection of the joystick.
When pressing the joystick forward and actuating the push button at the same time, the 2/2-way float
position valve in the valve block will change to “float position”, i.e. both piston and piston rod side of the
lifting cylinder are connected with the tank. This position is used to level the landfill site surface when
driving in reverse.
BC 572-772 - E 22 -
Service Training
When pulling the joystick back the valve is switched to position “Lift”. Oil flows from the working pump
through the valve block to the piston rod side of the lifting cylinder, the dozer blade is lifted.
The lifting speed is proportional to the deflection of the joystick.
BC 572-772 - E 23 -
Service Training
Trouble shooting
The following trouble shooting chart contains a small selection of possible faults, which may occur
during operation of the machine. The fault list is by no means complete, however, the fault table is based
on the experience of the central service department, i.e. the list covers almost all faults that have
occurred in the past.
Procedure:
On machines with electronic control (ESX) you should always check the CAN-bus module first to find
out if a fault code is present indicating an electric problem. If a fault code is present perform trouble
shooting using the electrics training manual.
If no fault code is stored there may still be an electric fault or the machine may have been incorrectly
operated. The control will only report a fault when the current/voltage values are outside the nominal
range. If for instance a contact inside a switch is defective, the control will not detect this fault. For this
purpose one can have the incoming and outgoing signals of the control displayed on the CAN-bus
module and compare these with the specification table in the electrics training manual.
The following trouble shooting table contains both electrical as well as mechanical and hydraulic faults.
The number specified in the table indicate the probability of the fault cause and thereby the
recommended trouble shooting sequence, based on our latest field experience.
BC 572-772 - E 24 -
Service Training
Steering w/o function (dozer blade function OK)

Dozer blade control w/o function (steering OK)
Blade/bucket function only to one direction
single working function too slow/fast/jerky

all working functions too slow / fast / jerky
Steering and dozer blade w/o function
Steering function only to one side
TROUBLE SHOOTING
WORKING HYDRAULICS
BC 572- 1172 RB/RS
SYMPTOMS
POSSIBLE REASONS
Steering joystick defective/wiring (fault code?) 1 3 1 2
Blade-/bucket control lever defective/wiring (fault code ?) 1 3 1 2
ESX-control defective/wiring (fault code?) 3 3 1 2 2 1* 2
Valve control block defective/spool sticks/wiring (Fault code?) 2 2 3 1 1 1 1
Steering cylinder defective 3 3 3
Blade/bucket cylinder defective 3 3 3
Pressure/flow control valve adjustment/contaminated/defective 1 2
Working pump(s) defective 2 3
*ESX in Override-Mode
TROUBLE SHOOTING
BC 572-772 - E 25 -
Service Training
Electric system
General
For trouble shooting in the electric system you need the wiring diagram for the machine and the manual
SERVICE TRAINING ELECTRICS (ESX).
This chapter does not contain any circuit diagrams, because experience shows that there are a lot of
different diagrams available for one machine type, depending on the serial number of the machine. For
the following descriptions it is therefore recommended to have the correct circuit diagrams for the
machine at hand; these can be found at the end of this training manual.
The essential machine functions, such as
• running of diesel engine,

• travel system of the machine,
• as well as the functions of the working hydraulics (steering, dozer blade)
are controlled or monitored by electronic control units.
For this purpose the electric system is equipped with the following control boxes:
• the Deutz EMR (electronic engine control)

• the ESX for all hydraulic functions
Both controls are located at the right hand rear side of the cabin under the circulation air filters (see Fig
5 in chapter Deutz EMR).
In addition the machine is fitted with the following modules:
• two monitoring boards (A15) to display malfunctions by means of light emitting diodes (in cockpit),
• one circuit board (A22) for the cold-start system of the KHD-engine inside the electric installation box
(not BC 572),
• a fan monitoring board (A 53) to monitor the fresh air fan speed (fan at cabin ceiling)
BC 572 - BC 1172 -F1-

Service Training
Table of potentials
Potential Description
30 Battery plus, secured by F00 (250 A) main fuse

30/54 S complies with potential ’30’, supply for ESX-control pin 54
30/56-60 S complies with potential ’30’, supply for ESX-control pin 56-60S
K 30 complies with potential ’30’, supply for cabin
31 Vehicle ground, battery minus, via battery disconnect switch S30
15/54 is energized when the ignition is switched on, via terminal 15/54 on ignition
switch S00 and potential 30
K11/87 complies with potential ”15" via K11
- K11 control current via 15/54
- K11 working current via 30
K32/30 complies with potential ’K 30’, supply for cabin, via X1:2 and X 1:1
K32/87 complies with potential ’11/87’ for cabin, via relay K 32 (ignition switched on)
How to proceed in case of an electrical failure
Do not get confused by the large number of electric cables, current can only flow in a closed circuit.
Perform trouble shooting systematically. Become acquainted with the function of the electric circuit first.
Use the correct wiring diagram, in case of faults related to the ESX-control (fault code is displayed)
follow the SERVICE TRAINING ELECTRICS (ESX) with the tables of fault codes and input codces and/
or one of the following descriptions.
In the wiring diagrams all relays are drawn in dead state and all switches are in „off“-position.
BC 572 - BC 1172 -F2-

Service Training
Power supply (sheet 002)
Battery
With the engine shut down the voltage supply for the vehicle electrics is accomplished by two
rechargeable, low maintenance 12 V / 200 Ah lead batteries.
Both batteries are connected in series, thereby supplying the vehicle electrics with 24 Volt.
The minus pole of the battery G01 is connected with vehicle ground (potential 31) through the battery
disconnect switch S30.
The plus pole of the second battery G01 is connected to potential 30 through fuse F00.
Note:
Potentials 30, 31 and B+ are always directly connected with the battery. The current can only be
interrupted by disconnecting the battery, if the battery is discharged, fuse F00 has tripped or potential
31 is disconnected by means of the battery disconnect switch.
Socket and cigarette lighter
The socket XS is directly supplied with 24 Volt, directly from potential 30 via fuse F05.
The cigarette lighter is also supplied with 24 Volt from potential 30 via fuse F89. The lighting E21 works
only with the ignition switched on.
Generator
When the engine is running a 28 V 80 A generator (G02) supplies the vehicle electrics via terminals B+
(to potential 30) and B- (to potential 31) with 24 V direct current.
The RPM-meter receives its engine speed pulse from terminal W.
Terminal D+ delivers a (+)-signal when the engine is running or a (-)-signal when the engine (generator)
when the engine is at standstill.
Emergency stop
If the emergency stop is not pressed K22 will close and the engine control (sheet 004) is supplied with
current so that the engine can be started.
BC 572 - BC 1172 -F3-

Service Training
Starting, pre-heating (sheet 003)
Starter
A 24 V / 6.6 kw starter is used to start the engine.
The starter M01 is permanently supplied with current by potentials 30 and 31 (battery). Potential 50 is
used to trigger the starter solenoid switch. In order to control the starting process, e.g. starting only in
travel lever position „0“ potential 50 is controlled through relay (K05).
Ignition switch (S00) in position "0" (ignition off)
The ignition switch (S00) is permanently supplied with current from potential 30 via fuse F13. The
contacts 50a and 15/54 are open or the corresponding potentials are dead.
Ignition switch (S00) in position "1" (ignition on) with the engine at rest
The following potentials are supplied with current through the contacts 15/54 on ignition switch S00
(3:10):
• Potential 15/54 directly

• Potential K11 / potential K32 the coils of K11 (machine) and K32 (cabin) are energized,
the contacts of K11 close and provide a connection to the
battery current (potential 30).
Ignition switch (S00) in position "2" (starting)
In this condition current flows from terminal 50a on the ignition switch (S00) through connector X8 and
X1:8 to the contact of relay K05 (3:2).
If the travel lever is in ”0"-position the contact K05 is closed and current continues to flow through
terminal X1:7, connector X17-1:25 to the starter solenoid switch.
The impulse for the preheating control terminal K (50) is still switched through 50a.
BC 572 - BC 1172 -F4-

Service Training
Cold start system BC 672-1172
Deutz engines of type 1015 are equipped with a flame pre-heating system.
With coolant temperatures below 25 °C the preheating time will start when switching the ignition on.
During the preheating process the control light A15/1 lights up. The preheating period depends on the
charge condition of the battery. The temperature is sensed by an external sensor B54 (see also chapt.
diesel engine, Fig. 7) on terminal M (T) of the control unit (A22).
Ready for starting
After the expiration of the preheating time the driver is informed about the readiness for starting by the
flashing of control light (A15/1). If the engine is not started during the readiness period (approx. 20 to 30
seconds), the glow plugs R02 will be switched off.
Preheating and afterheating
When starting after preheating solenoid valve Y02 releases the fuel which then ignites on the glow plugs
(R02). The flame coming out of the protection tube heats the intake air flowing past. Once the engine
starts the temperature dependent afterheating time begins. Under normal conditions afterheating
continues until a coolant temperature of 25 °C is reached. This may take up to 8 minutes.
When switching the starter off the safety shut-down time starts. If no signal is submitted from the
generator (D+ signal) during this time, the preheating system is switched off.
Starting failure and monitoring
In the following cases the preheating system will be switched off automatically
• when starting during the preheating time

• when shutting the engine down
• in case of starting failures
• when stopping heating during afterheating
Before starting preheating the glow plug outlets are checked. If these are interrupted the control light will
flash and the system switches off.
If the ignition is switched on when the engine is warm (coolant temperature >> 25 °C), the readiness for
starting is indicated by flashing of control light (A15/1).
BC 572 - BC 1172 -F5-

Service Training
Shutting the engine down
The ignition switch (S00) is in position ”0". The connection between potential 50 and potential 15/54 is
interrupted.
The coils of relays (K11) and (K32) are no longer energized. The contacts of these relays open.
Potential of K11 is de-energized and the supply for the engine control unit is interrupted (sheet 002).
The engine stops.
Engine speed control Deutz EMR (sheet 004)
The electronic engine speed control has been specially described in the chapter diesel engine, chapt. C.
BC 572 - BC 1172 -F6-

Service Training
Gauges (sheet 005)
Connectors X7 and X8
Both connectors X7 and X8 are located on the right hand side of the cabin (open outside door) in travel
direction, on the right in front of the heat exchanger.
X7:1
X7:2
X7:5
X7:5 X7:3
X7:6
X7:9
X7:4 X7:4
X7:8
to the cockpit
to the electrics box X7:7
Fig. 1 Plug assignment EUROIT connector (gauges X7)
X7:1 not used/blind

X7:2 Connection plus terminal operating hour meter (P00) to X1:298
X7:3 Connection signal terminal fuel level gauge (P01) to X1:296
X7:4 Connection signal terminal coolant temperature gauge (P14) to X1:300
X7:5 Connection signal terminal hydraulic oil temperature gauge (P02) to X1:303
X7:6 Connection ground for P12, P01, P02, P03, P14, E01, E02, E03 and E22 to X1:299
X7:7 Connection plus-terminal P12, P01, P02, P03, and P14 to X1:295
X7:8 Connection plus-terminal E01 (illumination fuel level gauge), E02 (illum. coolant temperature),
E03 (illum. RPM-meter) and E22 (illum. hydraulic oil temperature) to X1:294
X7:9 Connection signal terminal RPM-meter to X1:301
BC 572 - BC 1172 -F7-

Service Training
Connector X8
X 8:1
X 8:10
X 8:8
to the electrics box

X 8:7 to ignition switch
Fig. 2 Plug assignment EUROIT connector (ignition switch) X8
X8:1 Connection terminal 15/54 ignition switch (S00) to X1:293

X8:7 Connection terminal 50a ignition switch (S00) to X 1:8
X8:8 Connection push button for warning horn (S03:23) to X1:297
X8:10 Connection terminal 30 ignition switch (S00) to X1:23A
All others not used / blind
BC 572 - BC 1172 -F8-

Service Training
The cabin is fitted with the following gauges:
• Engine speed P03

• Operating hour meter P00
• Coolant temperature P14
• Hydraulic oil temperature P02
• Fuel gauge (fuel tank filling level) P01
• and a Volt meter P12
Except the operating hour meter/rpm-meter all gauges are supplied with ignition current (K 11) via
X1:29E, F24, X1:29A, X1:295 and plug X7:7. Each gauge has its own illumination, which is also
switched by the ignition current and X1:294 and X7:8. To ensure proper function, these gauges are
obviously also connected to vehicle ground.
Rpm-meter and operating hour meter are only supplied with 24 V by K61 (sheet 2) via X 1:298 and plug
X7:2 when the engine is running.
Engine rpm-meter (signal)
Terminal W on the generator sends a rotation pulse. The faster the engine/generator speed, the higher
the frequency. The rpm-meter detects this frequency and converts it into a rotary speed value.
Attention:
Due to the slippage on generator belt drive and the tolerance of the gauge of approx. +/- 100 rpm,
the displayed rotary speed is too inaccurate for adjustment work on engine/hydraulics!
These adjustments must be made using a conventional rpm-meter or the engine speed must be read
on the CAN-bus LED display after entering code 090 (see also electrics training ESX).
EMR fault light
see chapter C, diesel engine, electronic engine speed regulation EMR
BC 572 - BC 1172 -F9-

Service Training
Displays, fault messages, monitoring module A15 (sheet 006)
The most important machine functions are monitored by the monitoring modules A15. The inputs and
outputs are directly wired inside the electric junction box, i.e. there are no additional plugs on the
m,odules themselves.
The voltage supply for the 2 modules is taken from terminals X 1:101 or X1:104, ground is provided via
X 1:103 or X1:106.
Triggering of the lamp test on the modules is accomplished via relay K133 (sheet 008) and terminals X
1:102 or X1:105. Relay K133 only enables the lamp test if no gear is engaged and the override mode is
inactive (see sheet 008).
The monitoring modules have the following duties:
1. to inform the driver with control lights (LED) if:
• LED 1 the pre-heating system is in operation,
• LED 4 the cabin dehumidifier system is switched on,
• LED 10 the parking brake is applied,
• LED 16 the travel lever is in ”0”-position,
• LED 17 speed range 1 is selected,
• LED 18 speed range 2 is selected,
• LED 11 or the central lubrication system is in operation or a has a fault (more details
see chapter G)
2. To trigger warning lights (LED) if:
• LED 0/3a the ESX-control has detected a fault
• LED 12 one or several of the 4 charge oil filters are soiled and
the flow resistance is too high
• LED 13 the filter in the transfer box is soiled and the flow resistance is too high
• LED 20 the hydraulic oil level has dropped to a certain level, (1st warning)
• LED 5 one or both air filters on the diesel engine is/are soiled,
• LED 9 the contamination sensor in the hydraulic system indicates dirt in the system.
• LED 2 the generator is defective and the batteries are no longer charged,
BC 572 - BC 1172 - F 10 -
Service Training
• LED 4 a fault related to the ESX-control has occurred
(Details see SERVICE TRAINING ELECTRICS (ESX)),
• LED 8 the fresh air fan in the cabin does no longer work,
• LED 15 the return flow filter is dirty,
• LED 3 the engine oil pressure is too low (engine shut down via EMR after 20 sec.)
• LED 19 the hydraulic oil level has dropped to a minimum (engine shut down
via ESX after 20 sec.)
• LED 18 the coolant level is too low (engine shut down via ESX after 20 sec.)
• LED 6 the coolant temperature is too high (engine shut down via ESX after 2 min.)
• LED 11 or the hydraulic oil temperature is too high. (Engine shut down by ESX after 2 min.)
The warnings mentioned under 2 are simultaneously sent to the ESX. The ESX-control then emits
the signals for warning buzzer or engine shut down and also the fault code in dependence on the
type of warning (see SERVICE TRAING ELECTRICS (ESX). However, in the case of engine oil
pressure and coolant temperature the engine shut down is initiated directly by the engine control.
BC 572 - BC 1172 - F 11 -
Service Training
Travel pumps, travel motors, start release (sheet 007)
Travel direction control
• Travel direction selector switch in “0”-position
If the travel direction switch S105 is in middle position the ESX does not receive a direction
signal and the solenoid valves Y16 for travel direction forward and Y17 for travel direction
reverse are dead.
The override outputs from S105 to K77 for emergency operation are also dead.
The coil of relay K05 is not energized in this switch position and therefore enables starting of
the engine.
The contact of relay K48 remains also closed. The control light „travel lever in zero position“
A15/16 is also supplied with voltage and lights.
• Select the travel direction
If the travel direction switch is switched to position forward or reverse, the coils of relays K05
and K48 are supplied with current via X1:262 as long as the emergency stop is not actuated.
The contact of K05 (sheet 003) opens. This disables starting of the diesel engine. The control
light “travel lever 0-position” goes out.
With travel direction forward selected current flows from the ESX-terminal X0:23 via fuse FM
6, R32 and R33 (2 kΩ) back to the direction input X0:32. In ’reverse’ the current now flows
through R34 (1kΩ) ινστεαδ οφ Ρ 33 (2 κΩ) On the basis of the voltages resulting from different
resistance values the ESX detects the preselected direction.
When selecting travel direction reverse the warning buzzer (H14) (6:15) is additionally
triggered.
In case of an ESX-failure K90 and K77 (sheet 008) drop off, so that the contacts of K77 will
close. By this the travel direction solenoids Y16 and Y17 on the travel pumps are energized
directly by the travel direction selector switch
BC 572 - BC 1172 - F 12 -
Service Training
Travel speed ranges, brake, warning buzzer, override (sheet 008)
The parking brakes are spring loaded multi-disc brakes in the final drives of the wheels. The brakes are
hydraulically released by charge pressure. When the engine is shut down or the emergency stop switch
or brake switch is actuated, the brakes will close automatically.
Brake switch not actuated
With the hand brake not operated the hand brake switch S04 is closed. If the ESX does not detect a
failure of an important hydraulic function and the emergency stop switch has not been actuated, the ESX
will send 24V to the brake solenoid valve Y04. The valve switches and the charge pressure, which is
present when the engine is running, releases the brakes.
In case of an ESX-failure the override relay K90 closes and therefore also K77. In this case the brake
valve is energized through K77 when S04 is closed.
Brake control
When the brake switch is closed the output „Brake“ is no longer supplied with voltage after a delay time,
which is generated by the ESX, and the supply to the brake solenoid valve Y04 interrupted. The valve
switches over and closes the multi-disc brakes.
This time delay makes sure that the hydrostatic drive performs the braking work and not the multi-disc
brakes inside the final drives.
If the ESX detects a failure of a safety relevant hydraulic function or if the emergency stop is depressed,
the brakes will close without delay for safety reasons.
Due to the pressure drop in the brake line pressure switch (B05) (see sheet 006) closes and triggers the
control light A 15/10. The lamp lights up and informs the operator that the brake is closed.
Releasing the brake
Switch S04 and emergency stop S01 must both be closed, so that the input ’Brake’ is supplied with
current. If the ESX-control has triggered a stop the travel lever needs to be returned to neutral and
subsequently switched to the desired direction in order to move the machine. Once these three
conditions are fulfilled the brake solenoid valve Y04 is immediately supplied with current, i.e. the brake
will open. The ESX also supplies the travel direction switch S02 with voltage with a time delay of one
second and the travel direction solenoids Y16 and Y17 are triggered again. The travel pump is actuated
again and the machine will move.
The response delay makes sure that the brakes are released before the machine starts to move.
Emergency stop function
BC 572 - BC 1172 - F 13 -
Service Training
When operating the emergency stop switch the travel pumps will return to “Neutral” and the brakes will
close immediately.
• Emergency stop switch in normal position
Current flows through the closed emergency stop switch S01 and via X 1:258 to input X0:59
(supply) of the ESX-control and via brake switch S04 and X 1:263 to the input brake (X0:40).
This enables the brakes to open.
• Emergency stop switch actuated
When the emergency stop switch S01 is actuated, the voltage supply to the ESX (X0:54) is
interrupted on the one hand. This opens the override relay K90, the coil of relay K77 is no
longer energized and the contact of K77 will close.
S01 also interrupts the supply to the brake switch between X1:261 and X1:262. No current can
therefore flow through the closed contact of K77 to the brake valve. The brake closes
immediately.
Travel speed range selector
• Selecting the travel speed range
In dependence on the travel speed range selected with the travel speed range selector switch
S02 current will flow from output X0:23 of the ESX via resistance R20 (1st speed), R20+R21
(2nd speed), or R20 + R21 + R22 (3rd speed) in the travel speed range selector switch back
to the input X0:7 of the ESX: On the basis of the resulting voltage the ESX detects the speed
range and sends corresponding signals to the proportional valves on the travel motors (sheet
007).
Override
In case of a failure of the ESX-control relay K90 will drop off. This energizes the relays K77 and K77/1,
which keep up the emergency operation properties of the machine:
• Opening the brakes

• Travel pump control via travel direction switch (see sheet 007)
• Steering (Caution! only one fixed steering speed, determined by R36 and R38,
see sheet 009)
• Dozer blade (Caution! only a fixed lifting/lowering speed, determined by R40 and R42, see sheet
009)
BC 572 - BC 1172 - F 14 -
Service Training
Steering and dozer blade control (sheet 009)
The functions of the working hydraulics are also controlled by the ESX-control. All proportional valves
are integrated in one valve block.
The analogue (potentiometers) and digital (direction switches) input signals from steering joystick and
dozer blade control lever are processed by the ESX-control to so-called PWM (Pulse Width Modulated)
output signals, which are then transmitted to the proportional valves in the control valve block.
In case of an ESX failure the valves are directly triggered by the direction contacts of the control levers
through K77 and the dropping resistors R36 to R42. (emergency operating functions). In this case only
one fixed movement speed is determined by the dropping resistors.
Further information can be found in the electrics training ESX.
BC 572 - BC 1172 - F 15 -
Service Training
Warning devices, lubrication system, seat adjustment and seat heating (sheet 010)
Central lubrication system
The function of the central lubrication system is described separately. See chapter G.
Plug assignment X11 (seat)
3 2 1
6 5 4
Fig. 3 Plug assignment interface seat X11 (view: cable end of the seat mounted plug section)
X11:1 Connection between X1:151 and plus terminal seat compressor M10 (red)
X11:2 Connection between X1:152 and plus terminal seat heating R06 (black)
X11:3 Connection between X1:164 and ground terminals on seat heating and seat compressor
(2-strand black)
X11:4 not used on seat side
BC 572 - BC 1172 - F 16 -
Service Training
Heating and ventilation (sheet 011)
Fan monitoring module A53
This module protects the fresh air fan in the cabin roof against damage and the machine against
sequential damage caused by overload / dirt.
The module is located at the top of the cabin next to the fan.
The fan is supplied with working current by the monitoring module. The input from fan switch S44 serves
only as speed control input.
If the fan speed is lower than 1300 rpm over a period of more than 20 seconds or if the fan is stopped,
the module will open the output to the motor. The fan stops and the module transmitts voltage through
output 87a to the fault indicator light for the fan in the monitoring board.
BC 572 - BC 1172 - F 17 -
Service Training
Safety ventilation, air conditioning (sheet 012)
Function and electrics of the air conditioning system are described separately. See chapter H.
Cabin and attachments, (sheet 013)
The power supply for the cabin runs through main fuse F00. Radio and interior light are functionable
without the ignition switched on. All other cabin functions are connected to the ignition controlled relay
K32.
BC 572 - BC 1172 - F 18 -
Service Training
Lubrication system
The refuse compactors are equipped with an automatically working central lubrication system.
System design
Fig. 1 Design of the lubrication system BC 572-772 RB
1 Ignition switch 5 Main distributor

2 Fuse F16 6 Main distributor, rear frame
3 Push button with control light 7 Piston detector, monitors
4 Lubrication pump with integrated and terminates working time
Steuerung 8 Sub-distributor, front frame
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Service Training
2 4
5
8
7
Fig. 2 Layout of automatic lubrication system BC 772 RS
1 Ignition switch 5 Main distributor

2 Fuse F16 6 Main distributor, rear frame
3 Push button with control light 7 Piston detector, monitors
4 Lubrication pump with integrated and terminates working cycle
control 8 Sub-distributor, front frame
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Service Training
Technical description
When switching the ignition on the lubrication system is supplied with voltage through fuse F16. At the
same time the function of drive motor and control light is tested.
During the function control the motor is switched on for 0.1 seconds (short movement of the agitator
wing) and the lamp lights for 2 seconds. In case of a fault the lamp will flash. If the lamp does not light,
the lamp is defective.
The system is equipped with an electronic control and with a function monitoring system for the lubricant
distributors.
The electronic control is integrated in the pump housing and controls the lubrication cycle automatically.
A lubrication cycle consists of a pumping and pause time.
Duty time:
The duty time covers a period of approx. 45 seconds. It depends on the lubricant and the operating
temperature. It is monitored by a piston detector in the sub-distributor (rear frame). The piston detector
finishes its work after all pistons of the sub-distributor have displaced their grease quantity. The duty
time is indicated by a control light in the cabin.
Pause time:
Once the lubrication interval is finished the pause time of 1 hour will start. After expiration of this time a
new lubrication cycle will start.
Remark:
When switching the ignition off the expired times (duty and pause times) as well as the momentary
operating conditions (faults) are saved to an electronic memory.
After switching back on the control will start exactly at the point where it stopped when the ignition was
switched off.
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Service Training
Test run:
In order to check the function of the system you can perform a test run. For this purpose the push button
is pressed for approx. 2 seconds after the ignition has been switched on. This triggers an automatic
lubrication cycle.
Lubrication process:
During the duty cycle the lubrication pump delivers grease to the main distributor. This distributor
distributes the grease to the sub-distributors in front and rear frame. From these sub-distributors the
lubrication grease is displaced to the individual lubrication points.
Connected lubrication points
The sub-distributor in the rear frame supplies:
• the rocker bearings (4 pieces) on both steering cylinders
• the top and bottom bearings in the articulated joints
The sub-distributor in the front frame supplies:
• the cross-type roller bearing of the oscillating joint
• both dozer blade bearing blocks
• the top rocker bearing of the dozer blade cylinder
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Service Training
Function monitoring:
Main distributor and sub-distributors are connected by a main lubricant line. This results in positive
linkage of the pump with the downstream progressive system.
If a piston in a distributor does not move or is not able to displace any lubricant through its outlet ports,
this distributor will block itself.
If one distributor is blocked, the linking will also block the main distributor. The entire downstream
progressive system will stop.
The fundamental interior design of the progressive distributor ensures self-monitoring of the operating
sequence inside the distributor.
The interconnection enables a monitoring of the function of the entire system.
With the use of a piston detector malfunctions are immediately detected and indicated by a flashing
frequency of the control light.
The entire system can be visually monitored on the pressure relief valve of the pump. If lubricant
emerges from the pressure relief valve during a duty cycle, the system is blocked.
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Service Training
Indication of faults
Fig. 3 Indication of faults
A Drive motor defective

B Fault lubrication circuit 1
C Fault lubrication circuit 2 (not applicable)
D Fault lubrication circuit 1 + 2 (not applicable)
E Message „Empty“: Container empty
F Reset fault (permanent light)
A = Drive motor defective
If the motor does not start when switching the travel switch or the machine contact on, or the supply line
to the motor is defective, the control light will flash after 2 seconds as follows:
A = 1 second “ON” - 1 second “OFF”
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Service Training
B = Malfunctions
such as
• blocked lubrication point(s)
• blocked distributors
• main line to distributor with piston detector interrupted
• air in system
The specified faults have the effect that the pistons inside the monitored distributor do not move. The
control light can indicate this fault by using the following flashing frequencies:
Lubrication circuit faulty
B = 0.5 seconds “ON” - 1 second “OFF”
E = Message „Empty“
Thge control light shows the following flashing frequency
Container empty
E = 0.5 seconds “ON” -0.5 seconds “OFF”
Note:
The „empty“ signal changes to a flashing signal with the above mentioned frequency only after 6 motor
revolutions.
In case of a malfunction the piston detector (initiator) is not able to detect a piston movement and
therefore cannot switch the pump off.
With the help of the parallel running monitoring time the control switches the pump off at the end of the
monitoring time (5 minutes).
A fault message will be displayed!
The control light flashes.
The pump does no longer start automatically.
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Service Training
F = Resetting a fault
Short term actuation of the push button (< 1 second) resets the fault message, i.e. the flashing of the
control light changes to permanent light.
Note:
A rest fault remains stored, even after switching the travel switch or the machine contact off. When
switching on again the control light will flash, in compliance with the existing fault.
Rectify the fault and initiate an additional lubrication sequence
In case of a fault check the lubrication pump and the connected system for faults.
Rectify the cause of the fault.
Switch the pump on again by triggering an additional lubrication sequence. Press the push button
slightly longer (> 2 seconds). If the fault has been corrected the control light will go out at the end of the
lubrication sequence.
IMPORTANT:
If a malfunction had occurred, the pump will not restart automatically after rectification of the
fault. It needs to be switched on.
BC 572-772 RB/RS -G8-

Service Training
Description of components:
Central lubrication pump
The pump is a compact multi line pump consisting of:
• Container with agitator wing,
• housing with motor,
• control unit,
• pump element,
• pressure relief valve and
• filling nipple.
The pump works in lubrication cycles (pause or readiness cycles and duty cycles)
Fig. 4 Lubrication pump
1 Container
2 Pump element
3 Pressure relief valve
4 Filling nipple
5 Control circuit board
BC 572-772 RB/RS -G9-

Service Training
Fig. 5 Pump element
1 Piston
2 Resetting spring
3 Check valve
Working mode of the pump element
The electric motor drives the eccentric 1 (following illustration).
During the duty cycle the piston (2) draws in lubricant from the container and delivers it through the
distributors to the connected lubrication points in front and rear frames.
Suction phase
Fig. 6 The pump element draws in grease
1 Eccentric
2 Piston
3 Spring
4 Check valve
BC 572-772 RB/RS - G 10 -
Service Training
Delivery phase
Fig. 7 The pump element delivers
1 Eccentric
2 Piston
3 Spring
4 Check valve
BC 572-772 RB/RS - G 11 -
Service Training
The check valve
´The check valve serves the function of the pump element. It prevents a backflow of grease to the
housing ot to the container.
Fig. 8 Hydraulic diagram of pump
1 Container with agitator wing

2 Pump
3 Check valve, spring loaded
4 Pressure relief valve
P Pressure line
The pressure relief valve
The pressure relief valve limits the pressure increase in the system to the adjusted value.
The valve opens at a pressure of 350 bar.
If lubricant emerges from the pressure relief valve, this indicates a fault in the system.
BC 572-772 RB/RS - G 12 -
Service Training
Progressive distributor
Fig. 9 Progressive distributor
1 Inlet fitting
2 Delivery bore from piston
3 Fitting, assembled
4 Plug, piston
5 Check valve, complete
6 Clamping ring (brass)
7 Valve body
8 Cutting ring
9 Spigot nut
10 Connecting channel
11 Copper seal ring
12 Plug
BC 572-772 RB/RS - G 13 -
Service Training
Properties of a progressive distributor
The expression “Progressive” hints to a speciality that occurs during the lubricant supply inside the
distributor, such as
• successive movements of the individual pistons in the distributor caused by the fed and pressurized
lubricant.
• the pistons move in a specific sequence and in repetitive cycles.
• each piston must have performed its movement completely before the next piston can move, no
matter whether the lubricant supply is continuous or intermittent.
• the pistons work in dependence on each other.
No connected lubrication point is left out.
Progressive distributors of type SSV are piston distributors.
• They distribut the supplied lubricant positively (progressive) to the connected lubrication points.
• Per outlet and piston stroke a quantity of 0.2 cm 3 of lubricant is pumped.
• By closing individual outlets the double or a multiple lubricant quantity can be delivered.
• These distributors offer the possibility to combine several lubrication points to one central lubrication
point.
Description of function
Flow of lubricant through the distributor
The following five illustrations show how the individual outlets receive and pass on their lubricant
volume.
Note:
For reasons of simplicity the illustrations show the delivery processes for outlets 2, 7, 5, 3 and 1. All other
sequences comply with this logic delivery sequence.
BC 572-772 RB/RS - G 14 -
Service Training
Phase 1
Fig. 10 Phase 1
The lubricant enters into the lubricant distributor from the top (vertical arrow) and flows to the right hand
side of piston A.
The lubricant pressure moves piston A (horizontal arrow) to the left and delivers the trapped lubricant in
front of the left hand side of piston A to outlet 2.
Phase 2
Fig. 11 Phase 2
Once piston A reaches its left hand end position, it opens the connecting channel to the right hand side
of channel B.
The lubricant flowing in from the top (vertical arrow) moves piston B (horizontal arrow) also to the left
and displaces the trapped lubricant in front of the left hand side of piston B to outlet 7.
BC 572-772 RB/RS - G 15 -
Service Training
Phase 3
Fig. 12 Phase 3
Once piston B reaches its left hand end position, it opens the connecting channel to the right hand side
of channel C.
The lubricant flowing in from the top (vertical arrow) moves piston C (horizontal arrow) also to the left
and displaces the trapped lubricant in front of the left hand side of piston C to outlet 5.
Phase 4
Fig. 13 Phase 4
The connecting channel to the right hand side of piston D is now open (bottom horizontal arrow).
Lubricant flowing in from the top (vertical arrow) presses piston D to the left, thereby forcing the lubricant
trapped in front of the left hand side of piston D out through connection 3.
BC 572-772 RB/RS - G 16 -
Service Training
Phase 5
Fig. 14 Phase 5
In phase 4 piston D opened a connecting channel to the left hand side of piston A.
The lubricant flowing in (vertical arrow) moves piston A to the right (top horizontal arrow) and delivers
the trapped lubricant to outlet 1.
During the continuing delivery sequence the pistons B - D move from left to right, one after the other.
A complete cycle is thereby completed and a new cycle can start.
When interrupting the lubricant supply, the piston will stop. In this case no lubricant will be delivered to
the lubrication point.
If the distributor is supplied again with lubricant, the cycle will start again exactly from the point at which
it was interrupted.
BC 572-772 RB/RS - G 17 -
Service Training
Maintenance and tests
Maintenance
Maintenance of the central lubrication system is mainly limited to the topping up of lubricant in due time.
However, you should check in regular intervals whether grease is actually pushed out from the individual
lubrication points.
Moreover, the main lines and the lubrication hoses must be checked for damage and should be
immediately replaced if necessary.
Note:
Observe strict cleanliness when working on the central lubrication system! Dirt in the system will cause
malfunction.
Use gasoline or petroleum to clean the system. Tri, Per or similar solvents must not be used.
Filling the pump
The 2 litre container on the lubrication pump must be filled with a hand operated filling pump up to the
“Max”-mark.
Important:
Grease and oil must be free of impurities and should not change its consistency over the course
of time.
Note:
After complete emptying the pump may need up to 10 minutes to gain the correct pumping power.
BC 572-772 RB/RS - G 18 -
Service Training
Fig. 15 Filling pump
1 Cartridge
2 Filling pump, complete
3 Seal
4 Arrangement of the sealing collar for cartridge operation
• Remove both covers from the cartridge (1).
Important:
Before attaching the cartridge make sure that the sealing collar (4) is fitted correctly. The sealing
collar must be folded back.
Note:
Before assembling the filling pump make sure that the sealing ring (3) has been inserted.
• Assemble the filling pump and connect the pump
• Press grease into the pump to be filled by operating the rod. Repeat the process, until the grease has
reached the “Max”-filling level on the pump.
• After filling the pump the ports on the lubrication and grease pump must be closed with plugs.
BC 572-772 RB/RS - G 19 -
Service Training
Checking the system
In order to check the system it is necessary to trigger one or several additional lubrication cycles.
Note:
With each additional lubrication cycle grease is delivered to the connected lubrication points.
• Check main lines and lines to lubrication points for leaks.
• Check whether grease emerges from all lubrication points.
Check the safety valve
Fig. 16 Check the safety valve
1 Hose, min. 1 m long 3 Pressure gauge

2 T-unit 4Relief valve
• Connect the npressure gauge (0 - 600 bar; 0 - 8708 psi) to the pressure relief valve.
• Trigger an additional lubrication cycle.
At a pressure of 350 bar (5080 psi) the pressure relief valve should open.
Important:
Do not connect the pressure gauge directly to the pump element. Extremely high pressures,
exceeding the measuring range specified above, will build up. The engine stops. It may be
blocked up to 30 minutes, without any permanent damage.
BC 572-772 RB/RS - G 20 -
Service Training
Trouble shooting
Failure of central lubrication system
If grease emerges from the relief valve there must be a fault in the central lubrication system.
In this case the grease pump must be checked first.
• Disconnect the grease hose.
• Connect a 600 bar pressure gauge.
• Close the lubrication hose with a plug.
• Switch the pump off and actuate the push button severel times.
Nominal value:
Pressure increase up to approx. 350 bar, grease emerging from the relief valve
Fig. 17
BC 572-772 RB/RS - G 21 -
Service Training
If the pressure value is not reached check the pressure relief valve.
Replace the valve immediately if damaged.
If the valve works correctly, replace the pump.
Fig. 18
BC 572-772 RB/RS - G 22 -
Service Training
If the pressure is reached during the first test step check the main distributor.
• Reconnect the grease hose.
• Connect a manual grease pump to the grease nipple and pressurize the system to a pressure of 200
bar.
Fig. 19
BC 572-772 RB/RS - G 23 -
Service Training
• Loosen the top or bottom lubrication hose (one after the other).
Note:
The hose from which grease emerges under pressure indicates in which line the blockage can be found.
• Reconnect the hoses.
Fig. 20
BC 572-772 RB/RS - G 24 -
Service Training
If no grease runs out replace the main distributor.
If grease emerges from the bottom hose check the sub-distributor in the front frame.
• Pressurize the system with the grease gun up to pressure of approx. 200 bar and loosen the
lubrication lines one after the other. The line from which grease emerges after loosening indicates
which lubrication point is blocked.
If no grease emerges, replace the sub-distributor.
If grease emerges repair the corresponding bearing.
Fig. 21
BC 572-772 RB/RS - G 25 -
Service Training
If grease emerges from the top hose check the sub-distributor in the rear frame.
• Pressurize the system with the grease gun up to pressure of approx. 200 bar and loosen the
lubrication lines one after the other. The line from which grease emerges after loosening indicates
which lubrication point is blocked.
If no grease emerges, replace the sub-distributor.
If grease emerges repair the corresponding bearing.
Fig. 22
BC 572-772 RB/RS - G 26 -
Service Training
Climatronic
Physical principles
For a better understanding of the working principle of an air conditioning system one should first
become acquainted with the physical principles of such equipment. One of these basic principles is the
fact that any type of matter may be present in one of three different states:
• solid
• liquid
• gaseous
Fig. 1 States of aggregation
Furthermore it is important to know that liquids absorb heat when changing from the liquid to the
gaseous state and emit heat when changing from the gaseous to the liquid state.
Heat always flows from the warmer to the colder substance, i.e. the temperature of a colder medium
will always increase when feeding in a warmer medium.
BC 572 / 672 / 772 / 972 / 1172 -H1-

Service Training
The boiling point
The boiling point is the temperature at which a fluid changes over to the gaseous state. This point
changes with the pressure acting on the medium.
Fig. 2 The boiling point
Reducing the pressure lowers the boiling point, whereas a pressure increase also raises the boiling
point.
A demonstration with water leads to the following results:
• negative pressure - 0.6 bar

boiling point = 71 °C
• atmospheric pressure
• overpressure + 0,4 bar

A pressure cooker uses this physical principle. The overpressure inside the pressure cooker transfers
the transition from liquid to gaseous state (boiling point) to a temperature above 100 °C. The cooking
temperature is thereby raised and the cooking process is shortened.
In order to assure an optimal exchange of heat and to be able to absorb and dissipate heat very quickly,
liquid refrigerants must have a low boiling point.
For this reason our refuse compactors BC 572-1172 use the refrigerant R 134a (tetrafluoroethane,
CH2F-CF3). This refrigerant has a boiling point of -26 °C at atmospheric pressure (0 bar technical
pressure).
In this documentation for the air conditioning system all pressure values refer to the technical pressure.
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The refrigerant circuit
Fig. 3 Refrigerant circuit
1 Compressor
1a Electro-magnetic clutch
2 Condenser
3 Fluid container
3a Drier
3b Inspection glass
3c Pressure switch B75 (Switch low pressure OFF 1.5 +/-0,5 bar, ON max 3.4 bar,
Switch high pressure OFF 25 +/-1,5 bar, ON 18 +/-1.5 bar)
4 Expansion valve
5 Evaporator
6 Thermostat sensor to B117
7 Thermostat switch B 117 (OFF: +1.0 +/-1°C, ON: 5.5 +/- 1°C)
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Temperature pressure
35
°C bar
-45 -0,61
30 -40 -0,49
-35 -0,34
25
-30 -0,16
-25 0,06
-20 0,32
20 Liquid -15 0,63
-10 1
bar
15 -5 1,43
0 1,92
5 2,49
10
10 3,13
15 3,87
5 Vapour 20 4,7
25 5,63
0 30 6,67
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 35 7,83
40 9,12
-5
45 10,54
°C 50 12,11
55 13,83
Fig. 4 Temperature – pressure curve R134a
The basic circuit of the air conditioning system consists of compressing, liquefying, relieving and
evaporating.
The gaseous refrigerant is compressed by the compressor and thereby heated up at the same time.
By lowering the temperature in the condenser the gaseous refrigerant changes to the fluid state.
The fluid container with built-in drier receives the liquid refrigerant.
The expansion valve reduces the pressure in the system again.
In the evaporator the fluid refrigerant changes back to the gaseous state under the admission of heat.
The vapour pressure curve for R 134 shows that e.g. with constant pressure vapour changes to fluid
when lowering the temperature (condenser).
or that e.g. in case of a pressure reduction the refrigerant changes from fluid to gaseous state
(evaporator).
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Description of the refrigerant circuit on BOMAG refuse compactors
The refrigerant circuit consists of a suction and a high pressure section. This differentiation refers to the
refrigerant pressures in the respective section of the system. The separating points between suction
and high pressure sections are refrigerant compressor and expansion valve.
The refrigerant compressor draws the gaseous refrigerant from the evaporator, compresses it (whereby
it heats up to 60 – 100 °C) and presses it into the condenser.
Inside the two condensers the compressed refrigerant is liquefied by the dissipation of heat to the
atmosphere. The changeover from the gaseous to the liquid state occurs when reaching the pressure
dependent dew point.
The refrigerant, which is now completely liquefied, flows out of the condensers into the liquid container
with built-in drier.
The drier insert absorbs moisture and contamination. Water causes corrosion in the refrigerant circuit
and disintegrates the refrigeration oil. This can cause severe damage.
From the liquid container the refrigerant flows through a hose to the expansion valve.
The expansion valve restricts the circuit and is responsible for the high pressure between compressor
and expansion valve. The valve always injects a certain quantity of liquid refrigerant into the evaporator.
This valve is therefore also known as an injection valve.
In the evaporator the liquid refrigerant is relieved and changes to the gaseous state. The evaporation
heat required for this process is extracted from the air passing along the evaporator fins.
This air is drawn in by the double axial fan E37 of the heating blower and pressed through evaporator
and air ducts back into the driver's cab. This lowers the air temperature inside the cab.
The evaporator is equipped with a plugged in temperature sensor. The temperature signal is
transmitted to the thermostat switch B117. In case of icing up the thermostat opens and interrupts the
electric supply to magnetic clutch Y15 of the compressor.
The pressures in suction and high pressure sides depend on the actual ambient temperature.
Note: Temperature increase means higher pressure.
The refrigerant, which is now completely gaseous again, is drawn in by the refrigerant compressor and
compressed again. The refrigerant circuit is thereby closed.
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Description of components
Compressor
Fig. 5 Refrigerant compressor
The refrigerant compressor is a 7-cylinder compressor in wobble plate design.
The gaseous refrigerant is drawn into the compressor through the cylinder heads at the end of the
compressor and pressed out to the condenser in compressed condition.
The oil sump of the compressor is filled with refrigeration oil up to the filler and level inspection bore.
An internal gear pump mounted to the end of the drive shaft pumps this oil to the bearing locations in
the compressor for lubrication.
The service valves are installed directly on the compressor. These valves are used to e.g. evacuate
and fill the system.
Two manual shut-off valves are also installed at this point. These valves can be used e.g. in case of a
compressor failure. After closing these valves the compressor can be replaced. After the repair these
valves are opened again and the system is ready for operation, without having to refill it.
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3
2
Fig. 6 Compressor installation BC 972 (bottom view)
Pos. Designation Pos. in wiring diagram Pos. in hydraulic Measuring values

diagram
1 Filling connection, pressure side approx. 6-7 bar at
20°C
2 Filling connection, suction side approx. 0,6-0,8
bar at 20°C
3 Plug connection X14 0 / 24V
4 Magnetic clutch Y 15 24 Volt / 1.75 A
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Electro-magnetic clutch (Y15)
The electro-magnetic clutch is mounted to the front of the refrigerant compressor and is the drive
connection between V-belt pulley and compressor crankshaft.
The clutch consists of a magnetic coil (Fig 7, Pos. 1), V-belt pulley with bearings (Pos. 2) and spring
plate (Pos. 4).
The magnetic coil is tightly connected with the compressor. The spring plate is fixed and the V-belt
pulley rotatably mounted on the drive shaft.
Fig. 7 Electro-magnetic clutch, principle: A-open B-closed
When current flows through the magnetic coil the spring plate is pulled against the V-belt pulley thereby
establishing the power train to the refrigerant compressor. If the electric supply to the magnetic clutch
is interrupted, the spring plate comes off the V-belt pulley and the power train is interrupted.
Note:
On refuse compactors BC 572 / 672 / 772 / 972 /1172 RB / RS the clutch works with 24 Volt!
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Condensers
Fig. 8 Condensers
The 2 condensers are mounted on a foldable frame in front of the combustion air intake opening on top
of the ROPS.
Inside the condenser the compressed refrigerant condenses, i.e. the cooling process changes the
refrigerant from gaseous to liquid state.
The condenser consists of tube coils and fins which are tightly connected with the tubes, thereby
providing a large heat exchange area and ensuring an excellent thermal transfer.
The heat exchange inside the condensers is accomplished by air cooling, whereby the most favourable
air temperature is the one of the outside air. The air intake for the diesel engine flows through the
condensers and from there through the ROPS to the combustion air filter. This ensures a high air flow
volume through the condensers when the machine is in operation.
Function:
Hot gaseous refrigerant with a temperature of 60 – 100 °C from the compressor is fed into the
condensers. Pipes and fins quickly take up this heat.
The outside air is now drawn through the condensers, it takes up the heat and thereby cools down the
refrigerant.
During this cooling process the refrigerant condenses at a certain temperature and pressure, and it
thereby changes to the liquid state. The liquid refrigerant flows out through the condenser outlet.
Maintenance:
The condenser must be regularly checked for dirt deposits. A soiled condenser has only a poor
condensing power and causes unnecessarily high operating pressures.
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Cleaning should be performed by blowing or washing the condenser out. Fins deformed by external
forces can be straightened again with a special radiator comb.
Liquid container with drier
to expansion valve
from the
condensers
Pressure switch
Inspection glass
Fig. 9 Liquid container with drier
The liquid container receives the liquid refrigerant and compensates the volume expansion of the
refrigerant at various temperatures.
Fig. 10 Liquid container with drier (principle)
1 pressure switch
2 drier outlet
3 inspection glass
4 liquid container
5 drier insert
The level of the liquid refrigerant can be checked in the inspection glass on the side.
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When starting the compressor and during operation of the system with high ambient temperatures the
ball must float approx. in the middle or in the bottom half of the inspection glass. (see Fig.11). When
running the system at low ambient temperatures the ball generally lies at the bottom of the inspection
glass.
Float ball
Indicator ball
blue: dry
pink: moist
Fig. 11 : Inspection glass when compressor is starting
The drier insert is integrated in the liquid container. The drier element consists of silicagel mixed with
synthetic resin and shaped to a cone, which is open at the top. This drier withdraws moisture and dirt
from the refrigerant.
In addition to the float ball a small indicator ball is visible at the bottom of the inspection glass. If this
ball appears pink or if traces of rust or scale are visible in the inspection glass, the liquid container must
be replaced. In this case the absorbing capacity of the drier is exhausted. The liquid container must also
be replaced after any repairs in the refrigerant circuit (opening the system).
A new liquid container should never be left lying around open, as otherwise humidity will enter and
reduce the lifetime of the drier!
Due to the design principle of the liquid container the drier can only work correctly if it is mounted in
vertical position. The system will therefore not work at all or only with reduced cooling power if the
condenser mounting frame on the ROPS is folded down for transport.
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Pressure switch (B75)
Fig. 12 Pressure switch

diagram
1 Pressure switch B75 Switch low
pressure OFF 1.5
+/-0,5 bar,
ON max 3.4
bar,Switch high
pressure OFF 25
+/-1,5 bar,
ON 18 +/-1.5 bar)
The BOMAG-refrigerant circuit is fitted with a combined low pressure/high pressure switch. This switch
is screw fit into the liquid container/drier (see Fig. 9).
In case of a too low refrigerant pressure (< 1,5 +/-0,5 bar) on the high pressure side opens the switch
and disengages the compressor clutch. A pressure drop down to this level is caused by a too low
refrigerant filling level. When refilling the system the compressor will only start again when a pressure
of 3,4 bar is reached.
If the refrigerant pressure is too high (> 25 +/- 1,5 bar) the pressure switch will also open and shut down
the system. This protects the refrigerant compressor.
A too high temperature in the high pressure side can be caused by a soiled condenser. If the
temperature increases the pressure will do so as well (see temperature-pressure curve, Fig.4).
Note:
Four cables come out of the pressure switch. Only two of these are connected!
(black/yellow: input from X1:146; black: output to X1:147)
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Block expansion valve
The block-type expansion valve is installed in the piping to the evaporator and is the separating point
between the high pressure and the suction side. It regulates the amount of liquid refrigerant injected
into the evaporator in dependence on suction pressure and temperature.
Room temperature sensor
Heating valve
Expansion valve
Blow out
temperature
sensor
Fig. 13 Heating box with expansion valve
A temperature sensor in the expansion valve senses the refrigerant temperature at the evaporator
outlet. When the compressor starts to work the pressure in the evaporator drops and the valve is able
to open.
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Fig. 14 Expansion valve
The following pressures influence the function of the expansion valve:
• PFÜ = Pressure of the temperature sensor
• PSA = Suction pressure at the evaporator outlet
• PFe = Spring pressure
The pressure of the temperature sensor and the suction pressure after the evaporator work in opposed
directions onto the diaphragm in the head of the valve. A pin transfers the control movement of the
diaphragm to the ball that closes the opening of the valve, thereby regulating the injection quantity.
Control process:
The sum of suction pressure PSA and spring pressure PFe acts against the sensor pressure PFÜ. Under
normal conditions the system is balanced.
PFÜ = PSA + PFe
Since the spring force represents a fixed adjusted value, the valve will open with dropping suction
pressure and a higher amount of refrigerant is injected into the evaporator. The temperature sensor
detects the resulting evaporation coldness and throttles the valve again. This regulation of the
expansion valve guarantees an overheating of the refrigerant by 2,8 °C. This ensures that only the
amount of refrigerant is injected that can evaporate and therefore be drawn in by the compressor in
gaseous state.
Refrigerant overheating (control value) is the temperature difference between the theoretical
evaporation temperature (boiling point) under the respective pressure and the temperature measured
at the outlet of the evaporator.
Example:
An evaporator pressure of 1 bar corresponds with a evaporation temperature of -10°C (see temperature
– pressure curve). If the temperature at the evaporator outlet is higher than - 7 °C, the medium in the
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temperature sensor will expand and enlarge the valve opening. If the temperature is below -7°C, the
medium inside the sensor will contract and the spring will throttle the compression.
Evaporator
The evaporator is mounted on the right hand side of the cabin in the heater housing.
Thermostat
Icing protection
Evaporator
Fan
Diode V36
Blow out temperature sensor
Fig. 15 Heating box with evaporator
In the evaporator the liquid refrigerant injected by the expansion valve is transformed to gaseous state
(evaporated) by the pressure reduction (low pressure). The temperature of the refrigerant thereby drops
to the boiling or evaporating temperature determined by the existing pressure (see temperature –
pressure curve).
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The air drawn in by the fan is cooled down by the evaporator fins and guided into the cabin.
While the air is cooled down by the evaporator moisture condenses on the evaporator fins. This
condensation water collects in a pan and is discharged to the outside through a hose.
Thermostat icing protection (B 117)
A temperature sensor is plugged into the evaporator. A thin, closed metal tube is inserted between the
fins at the coldest point of the evaporator (at this point all refrigerant has already been vapourized). The
medium inside the sensor transmits volume changes caused by temperature differences via a pressure
cell to the electric switch B117 (on top of the heating box, see Fig. 13). If the measured temperature is
lower than 1°C, the thermostat switch will open and interrupt the current flow from the Climatronic
control to the magnetic clutch of the compressor: This prevents icing of the evaporator. Only when the
measured temperature reaches 5°C and more the thermostat will close and the Climatronic control can
energize the compressor.
Sensor must be
inserted into
evaporator as deep
as possible (approx. 8 cm)
connected switch contacts
Ground contacts,
not connected
Fig. 16 Thermostat for icing protection B117

diagram
1 Thermostat for icing protection B 117 OFF: +1,0 +/-1°C
ON: 5,5 +/- 1°C),
24 Volt / 0,42 A
Fan with rotational speed module
The double radial blower in front of the heating box (see Fig.15) draws in circulation air from inside the
cabin through the circulation air filter.
The drawn in air is cooled down by the evaporator fins and blown back into the cabin through air ducts
and nozzles.
The rotational speed module (blower module) A53 is mounted to the blower housing. This module has
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the function of converting the PWM-current signals from the Climatronic control to appropriate voltage
signals for the blower motor. The blower voltage in turn complies with the blower speed in the display.
Protection diode V 36 on blower motor (see Fig. 15)

Connection:
• red (diode) on green (bottom connection on engine (+)),
• brown (diode) on black (top connection on engine (-)),
Climatronic control with control panel and components
The Climatronic control is integrated in the housing of the control unit.
X 26
X27
Front side, operation Back with connecting terminals
Fig. 17 , Climatronic control
In automatic operation the control regulates the cabin temperature.

This is accomplished with the help of both analogue input signals:
• Room temperature, measured with sensor B29 under the circulation air filters
• Blow out temperature, measured with sensor B118 in heating box
The two input signals are fault monitored, i.e. in case of cable breakage, short circuit or disconnected
sensors the display will indicate a fault and the Climatronic is not ready for operation.
The digital (on/off) output signals for

• magnetic clutch on compressor (Y15) and
• solenoid valve for heating (Y138)
as well as the analogue PWM-signal

• to the rotational speed module of the blower
are generated from this input signals.
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Fig. 18 Electric circuit diagram
Power supply:
When the ignition is switched on the Climatronic control is supplied with vehicle voltage via terminal
X26:1 and can be switched on with push button (1).
However, as long as the engine is not running no signal is applied to terminal X26:4 on the control (relay
K62 does not receive a D+-signal). After 10 minutes without the engine running the Climatronic will limit
the blower speed to 30%, to avoid unnecessary discharging of the battery.
If the engine is running, K62 receives a D+-signal from the generator and input X26:4 on the control is
energized. Now all operating modes can be switched on.
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Temperature sensors
The Climatronic control is supplied with temperature signals from two sensors:
• Blow out temperature sensor B 118, on outlet of heating box, see Fig. 13 and 15
• Room temperature sensor B 29, under circulation air filters, see Fig. 13
Both sensors are technically identical components, which are mainly differentiated by different colours:
Room temperature: blue ribbon, blow out temperature: yellow ribbon. These sensors are NTC-
elements, i.e. the electric resistance drops with increasing temperature.

diagram
Blow out temperature sensor B 117 55kΩ at -10°C
32kΩ at 0°C
19kΩ at +10°C
12kΩ at +20°C
10kΩ at +25°C
Room temperature sensor B29 55kΩ at -10°C
32kΩ at 0°C
19kΩ at +10°C
12kΩ at +20°C
10kΩ at +25°C
Solenoid valve, heating
Flow direction
Function schematic
Fig. 19 Solenoid valve, heating
The heating valve is a black/white valve and is opened by the Climatronic control with 24V (vehicle
voltage). When switching the voltage supply off, the valve as a pilot controlled valve closes with the
applied water pressure. For this reason it is of utmost importance to comply with the specified flow
direction (see arrow on housing).
Any desired intermediate positions are realized by temporal cycling. The length of the total interval is
always approx. 10 seconds. The time proportion ’open’ is thereby always between 30 - 100%.
This means e.g. for 40% opening time:
24V applied for 4 seconds (valve open) – followed by 0V for 6 seconds (valve closed), then 24V again
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for 4 seconds, etc.
Control logics in various function types
For detailed operation of the Climatronic refer to the operating instruction of the machine.
However, at this point we would like to draw your attention to special and not necessarily self explaining
operating steps and to interesting technical facts concerning the functions of the Climatronic.
• Automatic operation: (LED below the hand
(7) off, indication of temperature setpoint in
display). In this position the Climatronic
control regulates the blower speed in
dependence on the temperature difference
between nominal and actual room
temperature. Furthermore, heating valve and
compressor clutch (only with air conditioning
in operation, see below.) are automatically
switched on or off, as required , in order to
achieve the desired room temperature. If the
diesel engine is still cold and a heating effect is desired, the control detects Fig. 20
by the blow out temperature on the heating box; the control then limits the blower speed, until the
engine has heated up, so that no unnecessary cold air is blown into the cab.
- Air conditioning: In order to achieve a cooling effect the compressor output of the control must
be manually released with push button (3), also in automatic operation. (LED under the crystal (5)
lights up!). The output for compressor is in this case not permanently energized (except REHEAT
operation), but only when the control energizes output (X26:8) because of a difference between
nominal and actual temperature. In order to start the compressor thermostat B117 and pressure
switch B75 must still be closed.
•Heating, manual operation: Automatic

operation of the heating valve can be
switched off with push button (12) (manual
heating operation, the display shows ’H’ and
LED below hand lights up). The automatic H
blower speed regulation is disabled at the
same time. In manual operation the heating
valve is set to an opening interval shown in
the bar display (13), this interval can be
changed with buttons +/- (2,4). The number
of indicated bars represents the opening time
in percent Fig. 21
(e.g. 5 bars = 50%: approx. 5 seconds valve energized/open, approx. 5 seconds valve dead/closed
etc). With subsequent actuation of the blower button (10) ’H’ will disappear from the display, the
nominal temperature is displayed, the LED below the hand still lights up (as with the manual blower
speed adjustment, see below), however, manual heater operation remains active Manual heater
operation can only be switched back to automatic heater operation by pressing button (12) again.
With manual heater operation the compressor control remains active, i.e. when running the air
conditioning in summer, the system will try to reach the specified nominal temperature.
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• Manual blower speed adjustment: The
automatic blower speed regulation can be
disabled with button (10) (LED below hand
(7) lights), temperature indication remains in
display). However, the temperature
regulation remains active as long as air
conditioning and heating automatics are
switched on. In this operating mode the +/-
buttons are used for manual adjustment of
the blower speed.
Fig. 22
• REHEAT-function (dehumidifier function):
When pressing button (11), the blower is set
to a fixed maximum speed and the
compressor output is permanently energized
(however, in case of a risk that the rH
evaporator icing up the compressor is
switched off by the thermostat). The display
shows ’rH’ . However, the heating control
function is still active to be able to
maintain the previously adjusted nominal
temperature, if required. The REHEAT-
function primarily has the function to dehumidify the cabin (steamed up windows). Fig. 23
• Circulation air operation: With button (9) you can theoretically switch between circulation and
fresh air operation, however, the button is without any effect – except the LED-indication – the
machines are electrically prepared for this function, but the air ducts are not.
Fault messages
Fault room temperature sensor:

’F0’ flashes in the display. The Climatronic
cannot work without the actual temperature
value and is therefore out of function, if this fault F0
message is displayed. Only after rectifying this
fault (cable breakage, short circuit, sensor not
connected) the Climatronic is ready for
operation.
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Fault blow out temperature sensor:
’F1’ flashes in the display. The Climatronic
cannot work without the actual blow out
temperature value and is therefore out of
function, if this fault message is displayed. Only F1
after rectifying this fault (cable breakage, short
circuit, sensor not connected) the Climatronic is
ready for operation.
General notes on repair and maintenance work
• All O-rings as well as pipe and hose fittings must be oiled with PAG-oil before installation.
• Use new O-rings with each installation.
• Always use two spanners when connecting pipes or hoses, in order to avoid damage to pipe ends.
• Tighten screw fittings only in compliance with the specified tightening torques.
• Since compressor oils are highly hygroscopic store such oils only in closed vessels.
• Remove protective caps from components only just before installation.
• Carefully examine connections on pipes, fittings or components; replace damaged parts.
• Always install the drier as the last component into the refrigerant circuit, after tightening all
connections.
• Never leave the refrigerant circuit unnecessarily open to the atmosphere.
• Never try to repair bent or burst parts.
• When replacing an evaporator or condenser to up the exact quantity of PAG-oil that has been lost
when replacing the components.
• Excessive PAG-oil affects the refrigeration power and a too low oil level has a negative effect on the
lifetime of the compressor.
• When opening the system, the drier must always be replaced before refilling the system.
• Compressor valves (shut-off valves) must only be opened when the leak tightness of the system is
assured.
• Use only appropriate tools to work in the refrigerant circuit, in order to avoid damage to
connections.
Emptying the air conditioning
For repairs on the air conditioning the system must be completely emptied.
For this purpose the filling and testing unit must be prepared for operation as described by the
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manufacturer.
Note: Strictly comply with all safety regulations.
• Connect the hoses of the filling and testing unit to the service valves on the compressor. The blue
hose should always be connected to the suction side and the red hose to the pressure side.
• Open the ventilation socket and the low pressure shut-off valve on the filling unit and let the
refrigerant slowly flow out of the suction side.
Note: Refrigerant must only be discharged very slowly, as otherwise high quantities of refrigeration oil
will also be removed. The refrigeration oil must be exactly measured and replenished.
Evacuating the air conditioning
Before refilling the air conditioning must first be evacuated.
Connect the hoses of the filling and testing unit to the service valves on the compressor. Connect the
blue hoses to the suction side and the red hose to the pressure side.
Note: All valves must be closed.
• Switch on the vacuum pump on the filling and testing unit and open the evacuation valves.
• Perform the evacuation process until the pointer on the Torr-meter comes to a halt.
• Match the dragged pointer of the Torr-meter with the pointer.
• Open the ventilation socket on the filling and testing unit and relieve any existing pressure.
• Close the ventilation socket again and slowly open the valves on the compressor.
• Evacuate the air conditioning system until the value has reached the position of the adjusted slave-
pointer.
• Close the valves on the filling and testing unit and switch off the vacuum pump.
Note: The longer the evacuation process, the drier the

system.
Filling the air conditioning system
The filling cylinder on the filling and testing unit is most suitable to fill in an exactly measured quantity
of refrigerant.
Increasing the refrigerant temperature in a closed cylinder will also increase the pressure and the
specific volume of the refrigerant.
Attention: If the valve for the Torr-meter is subjected to a pressure of more than 1.2 bar when
filling the system with the filling and testing unit, the valve will be destroyed and can no longer
be used.
• Connect a hose to the valve at the bottom of the filling cylinder and to the valve on the refrigerant
bottle. Now turn the refrigerant bottle upside down (with the valve downwards).
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• Open the valves on filling cylinder and refrigerant bottle. Open the valve on top of the filling cylinder
for a moment to allow air and gas to escape from the filling cylinder.
Note: Heating the refrigerant bottle up in a hot water bath of max. 40°C accelerates the filling process
considerably.
• Fill the filling cylinder up to the desired quantity, then close the valve at the bottom of the filling
cylinder.
• Turn the plastic cylinder until the reading on its upper pressure scale corresponds with the pressure
reading on the filling cylinder pressure gauge.
Attention: Strictly use the scale for R134a!
• Check on the filling cylinder scale whether the correct amount has been filled in. If necessary open
the valve again and fill up as required.
• Unscrew the hose from the refrigerant bottle and switch on the electric heater in the filling cylinder.
Note: This increases the pressure inside the filling cylinder. For the liquid filling of refrigerant a
pressure of 7 bar is absolutely necessary. The higher the pressure, the quicker all of the refrigerant will
flow into the air conditioning system.
• Connect the hoses of the filling and testing unit with the refrigerant compressor.
• The valves for Torr-meter and low pressure side on the filling and testing unit must be closed.
• Open the valves to empty the filling cylinder and the high pressure side on the filling and testing
unit.
• Watch the refrigerant level in the inspection glass of the filling cylinder, until the specified refrigerant
quantity has been filled into the system. Open the valve for the low pressure side on the filling and
testing unit.
• Switch the air conditioning on and set it to full cooling power.
Note: Once the raised pressure in the pressure gauge matches the pressure in the suction pressure
gauge both valves for high and suction pressure on the filling and testing unit must be closed. Another
opening of the low pressure valve transfers the rest of the refrigerant out of the hose into the system.
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Technical data
Filling capacities
Refrigerant R 134 a 1850 g

Compressor oil (filling of system) PAG oil 100 ml
Compressor oil (in compressor) PAG oil 310 ml
We recommend to use only Nippondenso compressor oil,
BOMAG P/N 009 781 04 (500 ml)
Pressure values
at an ambient temperature of approx. 20 °C on the service connections
Suction pressure ∼ 0,6 -0,8 bar

High pressure ∼ 6 -7 bar
Pressure switch for switching pressures
Low pressure OFF 1,5 +/-0,5 bar

ON max. 3,4 bar
High pressure OFF 18 +/- 1,5 bar
ON 25,0 +/- 1,5 bar
Thermostat switching temperatures
Switching point OFF +1,0 +/-1,0°C

Switching point ON +5,5 +/-1,0°C
Temperature sensor resistance values
97 kΩ at -20°C
55 kΩ at -10°C
32 kΩ at 0°C
19 kΩ at +10°C
12 kΩ at +25°C
BC 572 / 672 / 772 / 972 / 1172 -H25-

Service Training
Electrics
(ESX)
BC 572, BC772, BC972
Version 4.00
Status: 10.09.2002 Page 1 of 59

Author: T.Löw / TE
File name: p:\schulung\bc972\english\schulung elektrik bc972_v4.00_gb.doc
Service Training BC 572/772/972
Table of contents
1 Confirmation of changes................................................................................................................... 3
2 selected fault reactions of the ESX control ....................................................................................... 4
3 Known faults ..................................................................................................................................... 5
4 Functions of the ESX control ............................................................................................................ 6
4.1 Description of the display module.............................................................................................. 6
4.2 Input of code numbers............................................................................................................... 6
4.3 Driving against the closed brake ............................................................................................... 7
4.4 Simulate running engine............................................................................................................ 7
4.5 Enabling floating position........................................................................................................... 8
4.6 Showing stored faults ................................................................................................................ 9
4.7 Deletes all stored faults ............................................................................................................. 9
4.8 Adjusting the machine type ..................................................................................................... 10
4.9 Parameter adjustment 2nd speed range (only BC972) ........................................................... 11
4.10 Parameter adjustment steering ( joystick / arm rest ).............................................................. 11
4.11 Parameter setting for travel pedal monitoring ......................................................................... 12
5 Block diagram normal operation BC972......................................................................................... 13
6 Block diagram normal operation BC 572/772................................................................................. 14
7 Block diagram override operation BC972 ....................................................................................... 15
8 Block diagram override operation BC 572/772 ............................................................................... 16
9 Description of the signals on the ESX-control ................................................................................ 17
10 Description of signals on the DIOS module (only with optional bucket)...................................... 22
11 Fault codes of the ESX control.................................................................................................... 22
11.1 Overview.................................................................................................................................. 22
11.2 Description of fault reactions ................................................................................................... 23
11.3 Detailed description of fault codes and their possible causes ................................................ 24
12 Input codes for ESX control ........................................................................................................ 47
12.1 Travel system .......................................................................................................................... 47
12.2 Steering ................................................................................................................................... 48
12.3 Working hydraulics .................................................................................................................. 50
12.4 Test functions .......................................................................................................................... 51
12.5 Diesel engine ........................................................................................................................... 52
12.6 System information.................................................................................................................. 53
12.7 Hydraulics ................................................................................................................................ 53
12.8 Parameter change ................................................................................................................... 54
12.9 Fault log ................................................................................................................................... 54
12.10 Setting the machine type ..................................................................................................... 55
13 Terminology in connection with ESX........................................................................................... 56
Status:10.09.2002 Page 2 of 59
Author: T.Löw / TE
1 Confirmation of changes
No. Date Description of changes resp.

1 25.04.01 Creation of version 1.00 Löw
2 29.06.01 Creation of version 2.00: Löw
• Pin assignment for dozer blade joystick changed
• Fault "Hydr.Level1" eliminated
• Fault and display codes changed
3 02.07.01 Pin 10 (open bucket) and Pin 17 (pressure differential switch) Löw
exchanged.
4 22.08.01 Inclusion of column "known faults" Löw

• Parameter input "variable speed specification" eliminated
• Code input "enter machine type" added
• Block diagrams BC772 added
• Fault description "travel speed range valve" added
• Input codes "travel speed range valve" added
• Cross references to wiring diagram deleted.
6 27.08.01 Voltage limits for bucket joystick changed. Löw

• actuated to left: high voltage,
• actuated to right: low voltage
• PIN 17 open bucket, PIN 34 close bucket
7 13.09.01 Input code for "enable float position“ added Löw
8 01.10.01 Further point added under "known faults" Löw
9 09.10.02 Fault 475 "Fault in initialisation of DIOS-module“ added Löw
10 25.02.02 Fault and input codes for monitoring of travel pedal (530..534), Löw
"Parameter setting for travel pedal monitoring" added, list of known
faults extended.
11 18.03.02 Description of input code 452 adapted: Löw
max. closing = 1000
max. opening = -1000
Input code for machine type BC572 added
Default setting for 2nd gear changed to "FAST"
Author: T.Löw / TE
2 selected fault reactions of the ESX control
Reaktion Symbol in fault Warning Warning Engine stop

message display
Signal Code output Code output Code output
without buzzer with buzzer with buzzer
520 - -
Engine oil pressure
(from EMR)
after 2s
522 - -
Coolant temperature
(from EMR)
after 30s
524 - 525
Coolant level
(B55)
after 2s after 20s
526 - -
Engine air filter
right or left
(B03 or B116) after 2min
570 - -
Contamination sensor
(B19)
after 10s
572 - -
Pressure differential switch
1
filter charge pump 1..4
(B121, B122, B21, B22) after 10s
or
filter intermediate gear
(B42)
574 - 575
Hydraulic oil
excessive temperature
(B20) after 10s after 2min
578 - 579
Filling level hydraulic oil
(B24)
after 2s after 20s
- 580 -
Return flow filter
(B25)
after 10s
- - -
Brake pressure
(B05)
1
BC572/772: only 2 pressure differential switches
Author: T.Löw / TE
3 Known faults
Despite the fault monitoring of inputs and outputs on the ESX control, the ESX control is not able to
detect all faults. The following list contains a selection of known fault reactions of the control, which
mostly have a different cause to the one described in this documentation.
Behaviour of machine Possible cause
The ESX control detects several faults of engine Fault indicators without voltage supply (F24
and hydraulic system monitoring at the same time tripped). The ESX inputs are drawn to ground
524, 526, 570,...).
(524, 570,... However, the control lights in the through the LEDs of the fault indicators. For the
two fault indicators do not light. The lamp test of control this is the same as when a sensor (e.g. oil
the fault indicators is also out of function. pressure) delivers a ground signal.
. Check the voltage supply for the fault

indicators.
The control detects line breakage on all 4 wheel Missing / poor ground connection on ESX housing.
100, 105, 110, 115)
drive motors (100, 115 (only on BC972).
. Check ground connection, renew if necessary.
Steering is very jerky, but no fault is detected.
All control lights in both fault indicators are Terminal 15 signal for control and override relay
permanently on. The engine can be started, but missing:
the machine will not move. The fault display of the
central electrics does not show a fault code. . Check fuse F25
Fault code 514 (input engine speed: Voltage applied input MD+ (pin 36) of the ESX-
although the engine is running no pulses are control, even though the engine is not running.
received from the speed sensor) is already This may happen if the connection between
displayed with the engine stopped. generator and central electrics is interrupted,
because under this condition the potential at the
MD+ input is raised to +24V through the resistor
R10 or the coil of K61. In this case the control
assumes that the engine is running and expects
pulses from the speed sensor.
Machine is in override condition and indicates fault Up to software version 2.01 this fault was
934.
934 indicated in addition to fault code 514 (see above).
This means that the machine switched over to
override condition when a fault at the input from
the speed sensor occurred. This was caused by a
software fault, which has been rectified with
version 3.00.
Author: T.Löw / TE
4 Functions of the ESX control
4.1 Description of the display module

The display module consists of a 3-digit display and two keys, F1 and F2.
It is used for the output of fault codes and display values as well as for the input of code numbers.
Faults and warnings are displayed by flashing. If several faults are detected, the displayed fault codes
will change in a 3 second cycle.
Display values are permanently displayed, whereby values from 0 0 0 ...9 9 9 9 are possible. Higher
values lead to the display „-- - - “, negative values are indicated by the „minus dot“ lighting up (see
illustration).
The following description describes the input of code numbers.
Point is lighting up if
number code is negative!
4.2 Input of code numbers

For the diagnostics of control inputs and outputs various code numbers can be entered via the display
module of the control. The input of a code number is performed as follows:
1. Press both keys (F1 and F2) on the instrument cluster for 2 seconds.
. The value 0 0 0 will be displayed, whereby the 1st digit is flashing.
2. The value of the flashing digit can be increased by pressing the left hand key (F1). When the figure
9 is displayed and the left hand key (F1) is pressed again, the display will return to the value 0 .
3. When pressing the right hand key (F2) the flashing digit will move one digit to the right. When the
3rd digit is flashing, the right hand key (F2) is pressed once again to confirm the input. The desired
function is then executed or the desired value is displayed respectively.
In order to terminate a display function you must either enter code number 0 0 0 or switch the ignition
off.
Stand: 10.09.2002 Blockschaltbild

Autor: T. Löw / TE
4.3 Driving against the closed brake

After entering code number 5 0 0 the brake will not be released. When opening the rotary switch
"Parking Brake" and actuating the travel lever, the travel pumps will be actuated in accordance with the
selected travel direction. At the same time a warning (fault code 5 0 0 ) appears on the display and the
warning buzzer is triggered, in order to keep the operator informed about the condition.
In order to terminate this function and release the brake you must either enter code number 5 0 I or
switch the ignition off.
Note: This function can only be activated / deactivated when the travel lever is in
neutral position.
4.4 Simulate running engine

The input of code number 5 0 2 simulates operation of the diesel engine, i.e. certain functions are
enabled which are normally only possible when the engine is running (power supply to brake valve,
wheel motors, steering valves etc.). For safety reasons the floating position cannot be enabled. For this
purpose an additional input code is required (see "Enabling floating position")
For safety reasons relay K22 (engine shut down) is energized when activating this function. This
results in the engine control unit (EMR) being switched off. The displays "Fault EMR", "Oil Pressure"
and "Excessive Temperature" will therefore light permanently.
NOTE! After the input of this function the starter can still be operated! However, the
engine will not start!
When actuating the travel lever a warning (fault code 5 0 2 ) appears on the display and the warning
buzzer is triggered, in order to keep the operator informed about the condition.
To terminate this function the ignition must be switched off.
NOTE! If the starter is to be actuated without starting the engine (e.g. during
commissioning of the hydraulic system), this can be accomplished by pressing
the EMERGENCY STOP button. In this condition the engine control unit EMR is
not supplied with voltage.

Autor: T. Löw / TE
4.5 Enabling floating position

This function is only available from software version 3.00!
NOTE: Since the dozer blade / bucket may drop down by its own weight when
activating the float position, the activation is only possible in normal operation
with the engine running.
By entering code 5 0 4 the float position can also be activated for testing without the engine running.
However, the input of this code is only possible after the input "Enable without engine running" (double
interlock).
ATTENTION: After the input of this code the dozer blade can be lowered, but not raised any
more (no hydraulic pressure without the engine running)! You must therefore
make sure that there are no persons in the vicinity of dozer blade or bucket!
• Enter code number 5 0 2 . This code number activates the function "Enabling without engine
running“.
• Enter code number 5 0 4 . This code number activates the function "Enabling float position“.
The display module shows the flashing code 5 0 4 .
When float position is now activated (move joystick forward and press button), the two float position
valves will be energized and the warning buzzer will sound.
In order to cancel this function you must either enter code number 5 0 5 or switch the ignition off.

Autor: T. Löw / TE
4.6 Showing stored faults

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

• Enter code number 7 0 I . This code number disables the function „Show stored faults“.
Note: Apart from the stored faults the current faults are also displayed.
4.7 Deletes all stored faults

Execute the function „Delete all stored faults“:
• The engine must not be running!
• Enter code number 7 1 0 .
• Switch the ignition off and on again.
All stored function are now deleted.
Note: The stored faults can only be deleted when the engine is not running.

Autor: T. Löw / TE
4.8 Adjusting the machine type

Since the same control is used for all refuse compactors with electronically controlled engine (EPA II),
it is necessary to adjust the machine type after installing a new control.
This is necessary during first time commissioning as well as in case of a spare parts installation. This
type adjustment is necessary, because these machines e.g. are fitted with different wheel drive motors
or are designed with different numbers of speed ranges, or are equipped with dozer blade or bucket.
For simple checking the currently adjusted machine type is displayed for approx. 3 seconds on the
display module of the central electrics when switching the ignition on. It can also be checked by
entering code 720.
The following machine types can be adjusted:
Machine type Machine type code

BC972 with dozer blade 760
BC772 with dozer blade 761
BC972 with bucket 762
BC772 with bucket 763
BC572 with dozer blade (*) 764
BC572 with dozer blade (*) 765
(*) the machine types for BC572 are only supported from software version 4.00.
Note: Parameter adjustments can only be performed when the engine is not running.
• Enter code number 7 2 5 . This code number activates the function "Adjusting machine type“.
The display module now permanently shows the code 7 2 5 .
• select and enter the machine from the table above.
The display module now permanently shows the entered code. (e.g. 7 6 1 )
• Enter code number 7 2 6 . This code number confirms the entered machine type.
After confirming the machine type the control switches off, the display module shows the flashing code
726.
• Switch the ignition off and on again.
The display module shows the value 8 8 8 for approx. 10 seconds. The new parameters are loaded in
accordance with the adjusted machine type. Do not switch the ignition off during this time!
After this the newly adjusted machine type will be displayed for approx. 3 seconds.
Attention: A machine must not be operated with a wrong type adjustment, because in such
a case the correct function of the control cannot be assured!
New controls are delivered with a default machine type setting 7 6 0 .

Autor: T. Löw / TE
4.9 Parameter adjustment 2nd speed range (only BC972)

This function enables to choose from three different final speeds for the second travel range.
This parameter adjustment is only possible on machines of type BC972
nd
• Enter code number 6 6 0 . This code number activates the function "Parameter input 2 gear“.
At this point the input of following codes is possible:
• Code number 6 6 1 . Speed in speed range 2 SLOW (approx. 4 km/h)

• Code number 6 6 2 . Speed in speed range 2 MEDIUM (approx. 5 km/h)
• Code number 6 6 3 . Speed in speed range 2 FAST (approx. 6 km/h)
Upon delivery of the machine the final speed is preset to 6 km/h.
4.10 Parameter adjustment steering ( joystick / arm rest )

This function enables to activate and deactivate the function of steering wheel and steering joystick.
This is necessary when installing or removing the steering wheel or the steering joystick.
• Enter code number 6 4 0 . This code number activates the function "Parameter input steering“.
• Code number 6 4 1 . Steering joystick ON

• Code number 6 4 2 . Steering joystick OFF
• Code number 6 4 3 . Steering wheel ON
• Code number 6 4 4 . Steering wheel OFF
• Code number 6 4 5 . Arm rest contact ON
• Code number 6 4 6 . Arm rest contact OFF
ATTENTION During input make sure that at least one of the functions (steering wheel or
joystick) is active. If both are deactivated the control is no longer able to steer
the machine. This is indicated by the fault code 29090.
90 The control will then switch
to override condition. In this case enter one of the two code numbers (for
joystick or for steering wheel) and switch the ignition off and on again.

Autor: T. Löw / TE
4.11 Parameter setting for travel pedal monitoring

This function enables an adjustment of the reaction to a cable breakage at the travel pedal. In case of
a cable breakage the diesel engine is operated with a fixed speed of 1500 rpm so that the machine can
still be moved.
When the fault monitoring system is active the engine will be shut down at the first occurrence of the
fault, if the travel lever is out of neutral at this moment. This ensures that the machine will not start to
move on its own.
• Enter code number 6 9 0 . This code number activates the function "Parameter input travel pedal
monitoring“.
• Code number 6 9 1 . Monitoring ON Engine is shut down (see above)

• Code number 6 9 2 . Monitoring OFF Engine is not shut down (see above)
Upon delivery of the machine the monitoring system is activated.

Autor: T. Löw / TE
Servicetraining BC 572/772/972 Description of signals on the ESX-control
5 Block diagram normal operation BC972
engine control unit drive controls w orking hydraulics steering emergency stop switch
drive pedal floating pos.
1 2 3 N
lift 24 V
analog STOP
EMR close open
target r.p.m. lower
oilpress. overtemp. gear travel direction brake joystick joystick wheel armrest
digital
failure lamp
CENTRY
analog/digital
analog/digital
analog/digital
EMR
analog
analog
digital
digital
digital
digital
diesel engine
pulses
Drehzahl
r.p.m.
CAN Bus
ESX
hydraulics
digital
pressure switches,
oil level, etc. 888
F1 F2
DIOS module failure display

digital (open/close)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..600mA)
PWM (0..600mA)
PWM (0..600mA)
PWM (0..600mA)
digital (forward)
digital (reverse)
digital (on/off)
left right lift lower floating pos. open close
brake travel pumps wheel motors steering working hydraulics shovel
Status: 10.09.2002 Description of signals on the DIOS-module Page 13 of 59

Author: T. Löw / TE
6 Block diagram normal operation BC 572/772
engine control unit drive controls w orking hydrau lics steering emergency shut off
1 2 N
lift 24 V
analog ST OP
EMR close open
target r.p.m. lower
digital
failure lamp
CENTRY
analog/digital
analog/digital
analog/digital
EMR
analog
analog
digital
digital
digital
digital
diesel engine
pulses
Drehzahl
r.p.m.
CAN Bus
ESX
hydraulics
digital
pressure switches,
oil level, etc. 888
F1 F2
DIOS module failure display

digital (backward)
digizal (slow/fast)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..1000mA)
PWM (0..1000mA)
digital (forward)
digital (on/off)
brake travel pumps travel speed steering working hydraulics shovel

7 Block diagram override operation BC972
engine control drive controls w orking hydraulics steering emergency stop switch
1 2 3 N 24 V
lift
analog ST OP
EMR close open
target r.p.m. lower
digital
failure lamp
CENTRY
EMR
digital
digital
digital
digital
digital
diesel engine
override relays
Drehzahl
r.p.m.
hydraulics
pressure switches,
oil level, etc. 888
F1 F2
resistors DIOS module failure display

const. (ca.500mA)
const. (ca.500mA)
const. (ca.500mA)
const. (ca.500mA)
digital (forward)
digital (reverse)
brake travel pumps wheel motors steering working hydraulics shovel

(1st gear)

8 Block diagram override operation BC 572/772
engine control drive controls w orking hydrau lics steering emergency stop switch
1 2 N 24 V
lift
analog STOP
EMR close open
target r.p.m. lower
digital
failure lamp
CENTRY
EMR
digital
digital
digital
digital
digital
diesel engine
override relays
Drehzahl
r.p.m.
hydraulics
pressure switches,
oil level, etc. 888
F1 F2
resistors DIOS module failure display

const. (ca.500mA)
const. (ca.500mA)
const. (ca.500mA)
const. (ca.500mA)
digital (forward)
digital (reverse)
brake travel pumps travel speed steering working hydraulics shovel

(1st gear)

9 Description of the signals on the ESX-control

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

X0:1 AGND = Analogue ground: Ground potential for sensors (steering approx. 0 V measured against ground (terminal 31)
joystick, speed range switch etc.)
X0:2 Output Override (emergency operation) Control in operation, emergency operation not active. 24 V
Digital output (max. 2.5 A) Control not in operation, emergency operation active. approx.0 V
X0:3 Output indicator light 2nd gear Indicator light ON . 24 V
Digital output (max. 2.5 A) Indicator light OFF . approx.2 V
X0:4 Interface RS 232 RxD, not used for normal operation. Measurement not possible!
X0:5 Interface RS 232 TxD, not used for normal operation. Measurement not possible!
X0:6 Input travel pedal position Travel pedal not operated: . approx. 0.5 V
Analogue input / voltage input 0..5 V Travel pedal operated . voltage > 0.5 V
X0:7 Input selector switch Speed ranges Position speed range selector switch (measured against AGND)
BC972: 1. gear . 1,80..2,40 V
BC972: (Step switch, 3 steps) 2. gear . 3,70..4,70 V
BC772: (Step switch, 2 steps) 3. gear . 5,60..7,00 V
BC772: 1. gear . approx. 0 V
Analogue input / voltage input 0..8.5 V 2. gear . 7,65..9,35 V
X0:8 Input Steering joystick Position steering joystick (measured against AGND)
Analogue input / voltage input 0..8.5 V maximum left . 6,70..8,60 V
Neutral position . 3,60..4,60 V
maximum right . 0,50..1,00 V
X0:9 Input steering wheel (optional) Position steering wheel (measured against AGND)
Analogue input / voltage input 0..8.5 V maximum left . 5,70..7,10 V
maximum right . 1,70..2,20 V


X0:10 Input Pressure differential switch filter charge pump 1..4, or 2 all filters ok . approx.5 V
and filter transfer box at least 1 filter soiled . 0V
Digital input active low
X0:11 Input pressure differential switch engine air filter all air filters ok . approx.5 V
Digital input active low at least 1 filter soiled . 0V
X0:12 Input push button float position Push button actuated . 24 V
Digital input active high Push button not actuated . approx.2 V
X0:13 Input hydraulic oil return flow filter Return flow filter ok . approx.5 V
Digital input active low Return flow filter soiled . 0V
X0:14 Input steering wheel left (optional) Steering wheel actuated to the left . 24 V
Digital input active high Steering wheel not actuated . approx.2 V
X0:15 Input steering wheel right (optional) Steering wheel actuated to the right . 24 V
Digital input active high Steering wheel not actuated . approx.2 V
X0:16 Input Diesel engine speed Transducer delivers square-wave pulses
Digital input active high 667 pulses / revolution
X0:17 Input joystick bucket close (optional) Joystick actuated to the left . 24 V
Digital input active high Joystick not actuated . approx.2 V
X0:18 Input excessive coolant temperature (from EMR) Temperature ok . approx.5 V
Digital input active low Temperature too high . 0V
X0:19 Input coolant filling level Filling level ok . approx.5 V
Digital input active low Filling level too low . 0V
X0:20 Output dozer blade up Dozer blade is moved . 0,3..1 A
PWM digital output (max. 4 A) Dozer blade is not moved . 0A
X0:21 Output travel pumps forward Travel pumps triggered . 24 V
PWM digital output (max. 4 A) Travel pumps not triggered . 0V
X0:22 Output travel pumps reverse Travel pumps triggered . 24 V
PWM digital output (max. 4 A) Travel pumps not triggered . 0V
X0:23 Output voltage supply for sensors Nominal voltage = 8,5 V
This output supplies steering joystick, travel speed range switch, etc. Permissible range: approx. 7,65..9,35 V
Without this voltage the control cannot work correctly and will switch to This voltage must be measured against AGND.
override condition (emergency operation).
X0:24 Output engine shut down Engine shut down inactive . 0V
Digital output (max. 2.5 A) Engine shut down active . 24 V


X0:25 Output indicator light 1st gear Indicator light OFF .approx.2 V
Digital output (max. 2.5 A) Indicator light ON . 24 V
X0:26 Interface CAN-Bus Wire -, is used to trigger the fault display module. Measurement not possible!
On bucket option also to trigger the DIOS module.
X0:27 Interface CAN-Bus Wire +, is used to trigger the fault display module. Measurement not possible!
On bucket option also to trigger the DIOS module.
X0:28 Input potential terminal 15 Control switched on . 24 V

Digital input active high Control switched off .approx.2 V
This signal must be present, so that the control can work.
X0:29 Input potentiometer speed range 2nd gear (optional) Position potentiometer (measured against AGND)
Analogue input / voltage input 0..8.5 V right hand stop . 0,50..1,00 V (max. speed)
left hand stop . 6,80..8,70 V (min. speed)
X0:30 Input joystick dozer blade up/down Position joystick (measured against AGND)
Analogue input / voltage input 0..8.5 V maximum up . 6,70..8,60 V
maximum down . 0,50..1,00 V
X0:31 Input joystick bucket open/close (optional) Position joystick (measured against AGND)
Analogue input / voltage input 0..8.5 V maximum close . 6,70..8,60 V
maximum open . 0,50..1,00 V
X0:32 Input selector switch travel direction Position selector switch (measured against AGND)
Analogue input / voltage input 0..8.5 V forward . 4,10..5,20 V
neutral . 5,70..7,20 V
reverse . 3,20..4,10 V
X0:33 not used
X0:34 Input joystick bucket open (optional) Joystick actuated to the right . 24 V
Digital input active high Joystick not actuated .approx.2 V
X0:35 Input joystick dozer blade up Joystick pulled back . 24 V


X0:36 Input D+ generator Engine running / engine is started . 24 V
Digital input active high Engine not running . 0V
X0:37 Input position arm rest (optional) Arm rest bottom position . 24 V
Digital input active high Arm rest up .approx.2 V
X0:38 Input steering joystick left Joystick actuated to the left . 24 V
X0:39 Input steering joystick right Joystick actuated to the right . 24 V
X0:40 Input switch brake Open brake . 24 V
Digital input active high Close brake .approx.2 V
X0:41 Input joystick dozer blade down Joystick pushed forward . 24 V
X0:42 Output dozer blade down Dozer blade is moved . 0,3..1 A
PWM digital output (max. 4 A) Dozer blade is not moved . 0A
X0:43 Output wheel motor rear right permissible current range: approx. 0.. 0,6 A
PWM digital output (max. 4 A)
X0:44 Output warning buzzer Warning buzzer ON . 24 V
PWM digital output (max. 4 A) Warning buzzer OFF .approx.2 V
X0:45 Input hydraulic oil level float Oil level ok .approx.5 V
Digital input active low Oil level too low . 0V
X0:46 Output wheel motor front left permissible current range: approx. 0..0,6 A
X0:47 Output wheel motor front right permissible current range: approx. 0..0,6 A
X0:48 Output wheel motor rear left permissible current range: approx. 0..0,6 A
X0:49 Output steering left Steering active . 0,3..1 A
PWM digital output (max. 4 A) Steering not active . 0A
X0:50 Input excessive hydraulic oil temperature Temperature ok .approx.5 V
Digital input active low Temperature too high . 0V
X0:51 Input contamination sensor Filter ok .approx.5 V
Digital input active low Filter soiled . 0V
X0:52 Input oil pressure (from EMR) Oil pressure ok .approx.5 V
Digital input active low Oil pressure too low . 0V


X0:53 not used -
X0:54 Voltage supply for electronics Emergency stop not actuated . 24 V

Emergency stop actuated . 0V
X0:55 Ground connection electronics 0 V measured against ground
X0:56 Voltage supply for outputs approx. 24 V measured against ground
X0:61 Output brake Open brake . 24 V

Digital output (max. 4 A) Close brake . 0V
X0:62 Output travel speed ranges (only BC772) Travel speed range: 2nd gear . 24 V
Digital output (max. 4 A) Travel speed range: 1st gear . 0V
X0:63 Output float position Float position active . 24 V
Digital output (max. 4 A) Float position not active . 0V
X0:64 Output steering right Steering active . 0,3..1 A
PWM digital output (max. 4 A) Steering not active . 0A
X0:65 Mouse port Baby Boards approx. 0 V

Service Training Fault codes of the ESX-control
10 Description of signals on the DIOS module (only with optional

bucket)
DIOS terminal Signal description Nominal values (voltage /

X0/1:1 Interface CAN-Bus Wire +, is used to communicate with the ESX- Measurement not possible!
control.
X0/1:2 Interface CAN-Bus Wire -, is used to communicate with the ESX- Measurement not possible!
control.
X0/1:3 Voltage supply for electronics Ignition ON:
Ignition OFF:
X0/1:4 Ground connection (Coding node address) 0 V measured against grou
X0/1:5 Output close valve Close bucket active

PWM digital output (max. 1 A) Bucket not active
X0/1:6 Output open valve Open bucket active
PWM digital output (max. 1 A) Bucket not active
X0/1:7 not used
X0/1:8 not used
X0/1:9 Voltage supply for outputs Ignition ON:

Ignition OFF:
X0/01:10:00 Voltage supply for outputs Ignition ON:
Ignition OFF:
X0/01:11:00 Ground connection 0 V measured against grou
X0/01:12:00 not used
X0/1:16 not used
11 Fault codes of the ESX control
11.1 Overview
Fault code Fault description

00I - 199 Fault in travel system
200 - 299 Fault in steering system
300 - 499 Fault in working hydraulics
500 - 509 Warning messages input codes
510 - 549 Fault diesel engine
560 - 562 Fault sensor voltage supply / override relays
570 - 599 Fault hydraulic system
800 - 899 Fault message „severe software fault"
900 - 919 Fault message „Communication via CAN-Bus disturbed"
920 - 999 Fault message „severe internal fault in control“
Status: 10.09.2002 Description of the fault codes of the ESX-control

Service Training BC 572/772/972 Description of the fault codes of the ESX-control
11.2 Description of fault reactions
Fault reaction Description of fault reaction

1 Warning.
Fault code is displayed.
2
Audible signal in 5 second intervals.
Signal light in monitoring board lights in 5 second intervals.
2 Function affected, the faulty function is replaced by an emergency function.
3 Partial function faulty, the partial function cannot be overridden by an emergency function.
After the occurrance of the fault the machine is stopped, after returning the travel lever to neutral the machine can move
again.
The machine can still be driven to a limited extent, but must be repaired by the service department as soon as possible.
4 Partial function faulty, the partial function cannot be overridden by an emergency function.
The machine is no longer able to drive, e.g. because parts of the travel system are defective
. the diesel engine is shut down.
5 Fatal fault. The function of the control can no longer be guaranteed.
Control is switched off.
The fault code is displayed, the signal light in the monitoring board is permanently on.
No audible signal!
2 audible signal not with all faults (see page 3: "selected fault reactions of the ESX-control")
Status: 10.09.2002 Description of the fault codes of the ESX-control Page 23 of 59

11.3 Detailed description of fault codes and their possible causes
Fault Fault description Possible cause Termina Input Fault

code l on code for reaction
ESX diagnose
00I Output brake . Wire breakage in current path X0:61 001 5
No current flow out of this output . Current path connected to +24 V
002 Output brake . Short circuit to ground in the current path X0:61 001 5
The current flow from this output is too high . . Coil from brake valve burned out
output was switched off!
003 Output brake . Current path connected to +24 V X0:61 001 5
Although the output is switched off, voltage is
present
004 Output brake . Excessive current flow in current path, probably because of a X0:61 - 5
The output switch was switched off because of a defective coil or a short circuit to ground
too high temperature. As soon as the switch has
cooled down the output will be switched on again.


ESX diagnose
021 Input travel direction switch . Wire breakage in current path X0:32 021 5
The voltage applied to the input is below the . Current path has short circuit to ground
specified range (see signal description). . No voltage supply to switch
. Fuse FM 6 has tripped or wire breakage in voltage supply current
path
. Switch defective
022 Input travel direction switch . Current path connected to +24 V / +8,5 V X0:32 021 5
The voltage applied to the input is above the . Switch not connected to ground
specified range (see signal description). . Switch defective
025 Input travel direction switch . Poor contact of plug-in connection (intermittent contact) in current X0:32 021 5
The voltage applied to the input is excessively path or in supply lines
fluctuating. . Switch defective
040 Input travel range switch (only BC972) . Wire breakage in current path X0:7 040 2
specified range (see signal description). . No voltage supply to switch
path
. Switch defective
041 Input travel range switch (only BC972) . Current path connected to +24 V / +8,5 V X0:7 040 2
The voltage applied to the input is above the . Switch not connected to ground
specified range (see signal description). . Switch defective
042 Input travel range switch (only BC972) . Poor contact of plug-in connection (intermittent contact) in current X0:7 040 2
The voltage applied to the input is excessively path or in supply lines
fluctuating. . Switch defective


ESX diagnose
045 Input travel speed potentiometer (optional) . Wire breakage in current path X0:29 045 2
specified range (see signal description). . No voltage supply to potentiometer
path
. Potentiometer defective
046 Input travel speed potentiometer (optional) . Current path connected to +24 V / +8,5 V X0:29 045 2
The voltage applied to the input is above the . Potentiometer not connected to ground
specified range (see signal description). . Potentiometer defective
050 Output travel pumps forward . Current path connected to ground X0:21 050 2
The voltage on this output is too low
051 Output travel pumps forward . Current path connected to +24 V X0:21 050 2
The voltage on this output is too high
052 Output travel pumps forward . Line breakage in current path X0:21 052 2
No current flow out of this output
060 Output travel pumps reverse . Current path connected to ground X0:22 060 2
061 Output travel pumps reverse . Current path connected to +24 V X0:22 060 2
062 Output travel pumps reverse . Line breakage in current path X0:22 062 2


ESX diagnose
070 Output valve speed ranges (only BC772) . Current path connected to ground X0:62 070 2
071 Output valve speed ranges (only BC772) . Current path connected to +24 V X0:62 070 2
072 Output valve speed ranges (only BC772) . Line breakage in current path X0:62 070 2
073 Output valve speed ranges (only BC772) . Excessive current flow in current path, probably because of a X0:62 - 2


ESX diagnose
100 Output proportional solenoid (only BC972) . Current path has short circuit to ground X0:46 100 2
Wheel motor front left . Current path has unpermitted connection to another current path 120
The specified current value is not reached . Current path is interrupted
. Interturn fault in proportional solenoid (measure resistance)
Wheel motor front right . Current path has unpermitted connection to another current path 120
Wheel motor rear left . Current path has unpermitted connection to another current path 120
Wheel motor rear right . Current path has unpermitted connection to another current path 120


ESX diagnose
230 Input steering joystick . One of the two switches is defective (permanently closed) X0:38, 230 2
Switch left / switch right . Connection between both switches or inputs (probably a chafed X0:39
Plausibility problem on the switches; the signals through cable)
right and left were detected at the same time.
231 Input potentiometer steering joystick . Steering joystick switch right defective (does not close) X0:8, 230 2
Input steering joystick switch right . Wire breakage in current path for steering joystick switch right X0:39 231
The signal from the steering joystick switch right
was not detected, although the potentiometer is
actuated to the right
232 Input potentiometer steering joystick . Steering joystick switch left defective (does not close) X0:8, 230 2
Input steering joystick switch left . Wire breakage in current path for steering joystick switch left X0:38 231
The signal from the steering joystick switch left
actuated to the left
233 Input potentiometer steering joystick . Current path connected to +24 V / +8,5 V X0:8 231 2
234 Input potentiometer steering joystick . Wire breakage in current path X0:8 231 2
path


ESX diagnose
240 Input steering wheel (optional) . One of the two switches is defective (permanently closed) X0:14, 240 2
Switch left / switch right . Connection between both switches or inputs (probably a chafed X0:15
right and left were detected at the same time.
241 Input steering wheel potentiometer (optional) . Steering wheel switch right defective (does not close) X0:9, 240 2
Input steering wheel switch right . Wire breakage in current path steering wheel switch right X0:15 241
The signal from the steering wheel switch right
actuated to the right
242 Input steering wheel potentiometer (optional) . Steering wheel switch left defective (does not close) X0:9, 240 2
Input steering wheel switch left . Wire breakage in current path for steering wheel switch left X0:14 241
The signal from the steering wheel switch left was
not detected, although the potentiometer is
actuated to the left
243 Input steering wheel potentiometer (optional) . Current path connected to +24 V / +8,5 V X0:9 241 2
244 Input steering wheel potentiometer (optional) . Wire breakage in current path X0:9 241 2
path


ESX diagnose
271 Output proportional solenoid . Current path has short circuit to voltage supply X0:64 271 2
Steering right . Current path has unpermitted connection to another current path 272
Output current too low. . Current path is interrupted
272 Output proportional solenoid . Current path has short circuit to ground X0:64 271 2
Output current too high.
273 Output proportional solenoid . Current path is interrupted X0:64 271 2
Fault when calibrating the valve / ground
Steering left . Current path has unpermitted connection to another current path 277
Steering left . Current path has unpermitted connection to another current path 277
Steering left . Current path has short circuit to ground 277
Fault when calibrating the valve . Current path has unpermitted connection to another current path
/ ground
290 Incorrect parameter setting for steering . Steering wheel AND steering joystick were both deactivated. - - 5
see description "parameter setting steering" (page 11)


ESX diagnose
400 Input dozer blade joystick . One of the two switches is defective (permanently closed) X0:35, 400 2
Switch up / switch down . Connection between both switches or inputs (probably a chafed X0:41
up and down were detected at the same time.
401 Input potentiometer for dozer blade joystick . Dozer blade joystick switch up defective (does not close) X0:30, 400 2
Input dozer blade joystick switch up . Wire breakage in current path dozer blade joystick switch up X0:35 401
The signal from the dozer blade joystick switch up
actuated to direction up
402 Input potentiometer for dozer blade joystick . Dozer blade joystick switch down defective (does not close) X0:30, 400 2
Input dozer blade joystick switch down . Wire breakage in current path dozer blade joystick switch down X0:41 401
The signal from the dozer blade joystick switch
down was not detected, although the
potentiometer is actuated to direction down
403 Input potentiometer for dozer blade joystick . Current path connected to +24 V / +8,5 V X0:30 401 2
404 Input potentiometer for dozer blade joystick . Wire breakage in current path X0:30 401 2
path


ESX diagnose
Dozer blade up . Current path has unpermitted connection to another current path 412
Dozer blade down . Current path has unpermitted connection to another current path 422


ESX diagnose
430 Output float position valve . Wire breakage in current path X0:63 430 2
No current flow out of this output . Current path connected to +24 V
431 Output float position valve . Short circuit to ground in the current path X0:63 430 2
The current flow from this output is too high . . Coil from brake valve burned out
output was switched off!
432 Output float position valve . Current path connected to +24 V X0:63 430 2
present
433 Output float position valve . Excessive current flow in current path, probably because of a X0:63 - 2


ESX diagnose
450 Input bucket joystick (optional) . One of the two switches is defective (permanently closed) X0:17, 450 2
Switch open / switch close . Connection between both switches or inputs (probably a chafed X0:34
open and close were detected at the same time.
451 Input potentiometer bucket joystick (optional) . Bucket joystick switch open defective (does not close) X0:31, 450 2
Input bucket joystick switch open . Wire breakage in current path bucket joystick switch open X0:34 451
The signal from the bucket joystick switch open
actuated to direction open
452 Input potentiometer bucket joystick (optional) . Bucket joystick switch close defective (does not close) X0:31, 450 2
Input bucket joystick switch close . Wire breakage in current path bucket joystick switch close X0:17 451
The signal from the bucket joystick switch close
actuated to direction close
453 Input potentiometer bucket joystick (optional) . Current path connected to +24 V / +8,5 V X0:31 451 2
454 Input potentiometer bucket joystick (optional) . Wire breakage in current path X0:31 451 2
path


ESX diagnose
461 Output proportional solenoid . Current path has short circuit to voltage supply DIOS 461 2
Open bucket (optional) . Current path has unpermitted connection to another current path X0/1:6 462
462 Output proportional solenoid . Current path has short circuit to ground DIOS 461 2
463 Output proportional solenoid . Current path is interrupted DIOS 461 2
471 Output proportional solenoid . Current path has short circuit to voltage supply DIOS 471 2
Close bucket (optional) . Current path has unpermitted connection to another current path X0/1:5 472
472 Output proportional solenoid . Current path has short circuit to ground DIOS 471 2
473 Output proportional solenoid . Current path is interrupted DIOS 471 2
475 DIOS-module bucket . Wire breakage in CAN-bus lines - 2

Fault when initialising the module . Short circuit between CAN-bus lines
. One or both bus CAN-bus line(s) has (have) connection to 24V or
ground
. DIOS-module without voltage supply
. DIOS-module defective


ESX diagnose
500 Warning „Drive against brake“ With the input of code 5 0 0 the function „Driving against brake“ was - - 1
activated. This messages is intended to remind you of this
condition. The function „Driving against brake“ can be disabled by
switching the ignition off and entering code 5 0 I .
502 Warning “Enable without the engine running” With the input of code 5 0 2 the function „Enable without engine - - 4
running” was activated. This messages is intended to remind you of
this condition. The function „Enable without engine running“ can be
disabled by switching the ignition off.
504 Warning „Enable float position“ With the input of code 5 0 4 the function „Enable float position” was - - 1
activated. This messages is intended to remind you of this
condition. The function „Enable float position“ can be disabled by
switching the ignition off and entering code 5 0 5 .


ESX diagnose
510 Output engine shut down . Current path connected to +24 V X0:24 510 2
present
511 Output engine shut down . Short circuit to ground in the current path X0:24 510 2
Although the output is switched on, no voltage is
present
512 Output engine shut down . Wire breakage in current path X0:24 510 2
Although the output is switched off, a voltage of
approx. 0.8 V is present.
513 Engine stalled or switched off by the engine . Engine overloaded - - 2
control unit (EMR)
514 Engine speed input: . Wire breakage in current path X0:16 514 1
Although the engine is running, no pulses from . Current path has short circuit to ground 515
the rotation sensor . Wire breakage in current path for voltage supply 516
. Engine speed sensor B92 defective / incorrectly assembled
. see also under : „knows faults" on page 5
517 Input D+ generator . Wire breakage in current path X0:36 517 1
Although the engine is running there is no voltage . Current path has short circuit to ground
present at input D+ . V-belt broken
. Connections on generator faulty
. Generator defective


ESX diagnose
520 Engine oil pressure input: . The engine control unit has measured a too low oil pressure. The X0:52 520 1
Engine control unit (EMR) delivers signal „no engine may be shut down.
engine oil pressure“
Should this message be displayed even though the engine is not
running, the following faults should be examined:
. Current path has short circuit to ground
. No voltage supply to EMR
521 Engine oil pressure input: . see fault code 5 2 0 X0:52 520 4
Fault 5 2 0 present longer than 10 seconds
. Engine is shut down
522 Input coolant temperature . This message shows that the coolant temperature is too high. X0:18 522 1
Engine control unit (EMR) delivers signal The diesel engine control unit may reduce the engine power in
„excessive coolant temperature“ order to avoid a further temperature increase or may even shut
the engine down.
Should this message be displayed even though the coolant

temperature is in a non-critical range (e.g. machine is cold), you
should check the following faults:
. No voltage supply to EMR
523 Input coolant temperature . see fault code 5 2 2 X0:18 522 4


ESX diagnose
524 Input coolant level float . This message shows that the coolant level is too low. X0:19 524 1
Should this message be displayed even though the coolant level

is not critical, the following faults should be examined:
. Float defective
525 Input coolant level float . see fault code 5 2 4 X0:19 524 4
526 Input pressure differential switch air filter diesel . This message indicates that at least one of the two air filters is X0:11 526 1
engine dirty. (time delay 2 minutes)
Should this message be displayed even though both filters are

clean, the following faults should be examined:
. Pressure switch defective


ESX diagnose
530 Input potentiometer travel pedal . Wire breakage in current path X0:06 530 1
. No voltage supply for engine control ( EMR )
531 Input potentiometer travel pedal . Current path connected to +24 V / +5 V X0:06 530 1
532 Input potentiometer travel pedal see fault 5 3 0 / 5 3 1 X0:06 530 4

A travel pedal fault has occurred and the engine
runs with a speed of more than 1000 rpm, i.e. the
engine works in emergency mode with fixed
speed. In addition, the travel lever was NOT in
neutral when the fault occurred.

533 Input potentiometer travel pedal see fault 5 3 0 / 5 3 1 X0:06 530 1
A travel pedal fault has occurred and the engine
runs with a speed of more than 1000 rpm, i.e. the
engine works in emergency mode with fixed
speed.


ESX diagnose
560 Output sensor voltage supply . Current path connected to +24 V X0:23 560 5
The voltage applied to the output is higher than
10V.
561 Output sensor voltage supply . Current path connected to ground X0:23 560 5
The voltage applied to the output is lower than
5V.
562 Output Override (emergency operation) . Fuse F67 has tripped or wire breakage in current path for voltage X0:2 562 5
Avoltage of 24V should be present at the output, supply to control (56 - 60)
however, the measured voltage is lower than 5V. . Current path has short circuit to ground


ESX diagnose
570 Input hydraulic oil contamination sensor . This message shows that the hydraulic oil is contaminated. (Time X0:11 570 1
delay 10 seconds)
Should this message be displayed even though this is not true,

the following faults should be examined:
. Sensor defective
571 Input hydraulic oil contamination sensor see fault code 5 7 0 X0:11 570 4
572 Input pressure differential switch hydraulic filter . At least one of the pressure differential switches shows a X0:10 572 1
charge pumps and intermediate gears pressure differential.
Should this message be displayed even though no differential

pressure has been measured, the following faults should be
examined:
. one of the pressure switches are defective


ESX diagnose
573 Input pressure differential switch hydraulic filter see fault code 5 7 2 X1:13 572 4
charge pumps and intermediate gears
574 Input excessive hydraulic oil temperature . This message is a warning, giving the operator enough time to X0:50 574 1
move the machine out of the danger area before the engine is
automatically shut down after 120 seconds.
Should this message be displayed even though the hydraulic oil

temperature is ok (e.g. machine is cold), you should check the
following faults:
. one of the 5 pressure switches is defective
575 Input excessive hydraulic oil temperature see fault code 5 7 4 X0:50 574 4
578 Input hydraulic oil filling level . This message shows that the hydraulic oil level is too low. X0:45 578 1
. This message is a warning, giving the operator enough time to
move the machine out of the danger area before the engine is
automatically shut down after 20 seconds.
Should this message be displayed even though the hydraulic oil

level is ok, the following faults should be examined:
. Float defective


ESX diagnose
579 Input hydraulic oil filling level see fault code 5 7 9 X0:45 578 4
580 Input return flow filter pressure differential switch . The return flow filter is dirty X0:13 580 1
Should this message be displayed even though no differential

pressure has been measured, the following faults should be
examined:
. one of the 5 pressure switches is defective
581 The warning 5 8 0 was present for longer than . This message indicates that a pressure differential was detected X0:13 580 4
120 seconds, the engine was then automatically at the filter which lasted longer than 120 seconds (see message
shut down. 5 8 0 ) and the engine was therefore automatically shut down.


ESX diagnose
800 Fault message „severe software fault in control“ - - - 5
- The machine can only be moved in emergency
899 mode. The control has automatically switched off.
This fault cannot be rectified on the machine. The
control must be immediately replaced.
900 Fault message „Communication via CAN-Bus . Wire breakage in CAN-bus lines X0:26 - 2
- 9 1 9 disturbed" . Short circuit between CAN-bus lines X0:27-
The CAN-bus controlled modules (DIOS-module . One or both bus CAN-bus line(s) has (have) connection to 24V or
for dozer blade control) do not respond to the ground
main control (ESX). The respective functions of . DIOS-module without voltage supply
the machine (e.g. bucket control) are not . DIOS-module defective
available.
920 Fault message „severe internal fault in control“ - - - 5

- The machine can only be moved in emergency
999 mode. The control has automatically switched off.
This fault cannot be rectified on the machine. The
control must be immediately replaced.
Ct0 Display module has no connection to ESX- . Wire breakage in CAN-bus lines X0:26 - -
control. . Short circuit between CAN-bus lines X0:27
. One or both bus CAN-bus line(s) has (have) connection to 24V or
ground

Service Training BC 572/772/972 Description of input codes for control
12 Input codes for ESX control
12.1 Travel system
Input code Description of display function Display values

000 All display functions disabled. -
00I Brake Display value / 10 = voltage in V
Show voltage on brake output.
003 Brake 000 . Switch position "brake OPEN"
Shows condition of brake switch 00I . Switch position "brake CLOSED"
020 Selector switch travel direction 100 . actuated to forward
Shows the travel direction. 000 . zero position
00I . actuated to backward
021 Selector switch travel direction Display value / 100 = voltage in V

Shows the potentiometer voltage.
040 Selector switch travel speed range Display value / 100 = voltage in V
Shows the voltage on the input.
041 Selector switch travel speed range 0 0 I . 1st gear
Shows the travel speed range. 0 0 2 . 2nd gear
0 0 3 . 3rd gear (only BC972)
045 Potentiometer travel speed 2nd gear (optional) Display value / 100 = voltage in V
046 Potentiometer travel speed 2nd gear (optional) Value range: 0..1000
Shows the standardized position of the potentiometer 0 = left hand stop (min. speed)
1000 = right hand stop (max. speed)
Note: Due to the abilities of the display module only values from
0 0 0 . . . 9 9 9 . (See also description of display module)
050 Travel pump Display value / 10 = voltage in V
Show voltage on output “travel pump forward”
060 Travel pump Display value / 10 = voltage in V
Show voltage on output “travel pump reverse”
Status: 10.09.2002 General terms Page 47 of 59

Author: T.Löw / TE

070 Speed range selector valve (only BC772) Display value / 10 = voltage in V
Shows the voltage on the output.
3
100 Wheel motor front left (only BC972) Display value = current in mA
Shows actual current value of proportional solenoid.
1
105 Wheel motor right (only BC972) Display value = current in mA
1
110 Wheel motor rear left (only BC972) Display value = current in mA
1
115 Wheel motor rear right (only BC972) Display value = current in mA
120 Wheel motors (only BC972) Display value = current in mA
Shows the current values.
12.2 Steering

230 Steering joystick I 0 0 . Switch left actuated
Shows the condition of the switches. 0 0 0 . no switch actuated; zero position
0 0 I . Switch right actuated
I 0 I . Switches left and right actuated . fault
231 Steering joystick Display value / 100 = voltage in V
232 Steering joystick Value range: 1000...-1000
Shows the standardized position 1000 = max. movement left
0 = zero position
-1000 = max. movement right
0 0 0 . . - 9 9 9 can be displayed. (See also description of display
module)
3
due to measuring inaccuracies the display values fluctuate slightly, e.g. actual current value 1st gear: 0..15 mA

Author: T.Löw / TE

240 Steering wheel (optional) I 0 0 . Switch left actuated
0 0 I . Switch right actuated
I 0 I . Switches left and right actuated . fault
241 Steering wheel (optional) Display value / 100 = voltage in V
242 Steering wheel (optional) Value range: 1000...-1000
Shows the standardized position 1000 = max. movement left
0 = zero position
-1000 = max. movement right
module)
250 Arm rest (optional) 0 0 0 . Arm rest top position (joystick steering inactive)
Shows position determined by position switch 0 0 1 . Arm rest bottom position
271 Steering valve left Display value = current in mA
Shows specified current value of proportional solenoid left.
272 Steering valve left Display value = current in mA
Shows actual current value of proportional solenoid left.
276 Steering valve right Display value = current in mA
Shows specified current value of proportional solenoid right.
277 Steering valve right Display value = current in mA
Shows actual current value of proportional solenoid right.

Author: T.Löw / TE
12.3 Working hydraulics

400 Dozer blade joystick I 0 0 . Switch up actuated
0 0 I . Switch down actuated
I 0 I . Switches up and down actuated . fault
401 Dozer blade joystick Display value / 100 = voltage in V
402 Dozer blade joystick Value range: 1000...-1000
Shows the standardized position 1000 = max. movement up
0 = zero position
-1000 = max. movement down
module)
411 Valve up Display value = current in mA
Shows specified current value of proportional solenoid for lifting.
412 Valve up Display value = current in mA
Shows actual current value of proportional solenoid for lifting.
421 Valve down Display value = current in mA
Shows specified current value of proportional solenoid for lowering.
422 Valve down Display value = current in mA
Shows actual current value of proportional solenoid for lowering.
425 Push button float position 0 0 0 . not actuated
Shows condition of push button 0 0 1 . actuated
426 Status float position 0 0 0 . not active
0 0 1 . active
430 Valve float position Display value / 10 = voltage in V
Shows the voltage on the output “float position”.

Author: T.Löw / TE

450 Bucket joystick I 0 0 . Closing switch actuated
0 0 I . Opening switch actuated
I 0 I . Switches open and close actuated . fault
451 Bucket joystick Display value / 100 = voltage in V
452 Bucket joystick Value range: 1000...-1000
Shows the standardized position 1000 = max. movement close
0 = zero position
-1000 = max. movement open
module)
461 Valve open Display value = current in mA
Shows specified current value of proportional solenoid open.
462 Valve open Display value *100 = current in mA
Shows actual current value of proportional solenoid open.
471 Valve close Display value = current in mA
Shows specified current value of proportional solenoid close.
472 Valve close Display value *100 = current in mA
Shows actual current value of proportional solenoid close.
12.4 Test functions

500 Switch on function „Against brake“ see adjustment instructions (page 7)!
50I Switch off function „Against brake“ see adjustment instructions (page 7)!
502 Function “Enable without engine running” see adjustment instructions (page 7)!
504 Switch on function „Enable float position" see adjustment instructions (page 8)!
505 Switch off function „Enable float position" see adjustment instructions (page 8)!

Author: T.Löw / TE
12.5 Diesel engine

510 Engine shut down Display value / 10 = voltage in V
Shows the voltage on the output engine shut down.
511 Status diesel engine 0 0 0 . Engine OFF
Shows the status of the diesel engine. Status is derived from MD+, oil 0 0 I . Engine ON
pressure and engine speed. Running of engine is sensed if at least 2
signals are present.
514 Engine speed sensor Display value x I0 = engine speed in rpm
Shows the engine speed.
515 Engine speed sensor Display value = frequency in Hz
Shows the frequency at engine speed input.
516 Engine speed sensor Number of pulses; display jumps from 9 9 9 back to 0 0 0
Shows number of pulses on engine speed input.
517 D+ generator 0 0 0 . MD+ not present (input connected to ground)
Shows status of input MD+. 0 0 I . MD+ present (input connected to +24 V)
520 Engine oil pressure 0 0 0 . No engine oil pressure present
Shows status of input engine oil pressure. 0 0 I . Engine oil pressure OK
522 Coolant temperature 0 0 0 . Coolant temperature too high
Shows status of input coolant temperature. 0 0 I . Coolant temperature OK
524 Coolant filling level 0 0 0 . Filling level too low
Shows status of input coolant level. 0 0 I . Filling level OK
526 Air filter soiled 0 0 0 . at least 1 filter soiled
Shows status of input air filter pressure differential switch. 0 0 I . both filters OK
530 Travel pedal potentiometer Display value / 100 = voltage in V
531 Travel pedal potentiometer Value range: 0..1000
Shows the standardized potentiometer voltage. Display value / 10 = voltage in % of the reference voltage of the
EMR control unit (5 V)
532 Travel pedal potentiometer 0 0 I . ok
Shows the status. 0 0 2 . Fault

Author: T.Löw / TE
12.6 System information

555 Software Version 3-digit version number
Shows the software version number.
560 Supply voltage 8.5V Display value / 100 = voltage in V
Shows the voltage value
56I Supply voltage 24 V Display value / 10 = voltage in V
Shows the voltage value
562 Override Display value / 10 = voltage in V
Shows the voltage on the output “override”.
12.7 Hydraulics

570 Hydraulic contamination sensor 0 0 0 . Hydraulic oil contaminated
Shows status of input contamination sensor. 0 0 I . Hydraulic oil OK
572 Hydraulic oil filter 0 0 0 . at least 1 filter soiled
Shows the condition of input hydraulic oil filter for charge pumps and 0 0 I . all hydraulic oil filter OK
intermediate gear.
574 Hydraulic oil temperature 000 . Temperature too high
Shows status of input oil temperature. 00I . Temperature OK
578 Hydraulic oil filling level 000 . Filling level too low
Shows status of input hydraulic oil level float. 00I . Filling level OK
580 Hydraulic return flow filter 000 . Hydraulic oil filter soiled
Shows status of input hydraulic return flow filter. 00I . Hydraulic oil filter OK

Author: T.Löw / TE
12.8 Parameter change

640 Activates function "parameter input steering" Display value 6 4 0
641 Activation of option "steering joystick" see adjustment instructions (page 11)!
642 Deactivation of option "steering joystick" see adjustment instructions (page 11)!
643 Activation of option "steering wheel" see adjustment instructions (page 11)!
644 Deactivation of option "steering wheel" see adjustment instructions (page 11)!
645 Activation of the arm rest initiator see adjustment instructions (page 11)!
646 Deactivation of the arm rest initiator see adjustment instructions (page 11)!
660 Activates „parameter input 2nd speed range” (only BC972) Display value 6 6 0
661 Activation "slow speed" for 2nd speed range (only BC972). see adjustment instructions (page 11)!
662 Activation "medium speed" for 2nd speed range (only BC972). see adjustment instructions (page 11)!
663 Activation "high speed" for 2nd speed range (only BC972). see adjustment instructions (page 11)!
12.9 Fault log

700 Switches on function „Show stored faults“ see adjustment instructions (page 9)!
701 Switches off function „Show stored faults“ see adjustment instructions (page 9)!
710 Deletes all stored faults see adjustment instructions (page 9)!

Author: T.Löw / TE
12.10Setting the machine type

725 Switches on function „Set machine type“ see adjustment instructions (page 10)!
726 Confirms entered machine type see adjustment instructions (page 10)!
760 Preselect machine type BC 972 dozer blade version see adjustment instructions (page 10)!
762 Preselect machine type BC 972 bucket version see adjustment instructions (page 10)!

Author: T.Löw / TE
13 Terminology in connection with ESX

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

• loosened, slipped off
• broken off,
• corroded,
• socket / plug faulty

Author: T.Löw / TE
Short circuit to ground

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

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

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

Operating path: closed open
(closed loop control circuit) (control chain)
Measurement and Value to be adjusted is Values to be controlled
comparison of value to measured and compared. are not measured and
be adjusted: compared.
Reaction to faults Counteracts to all faults Does not respond to

(generally): targeting the system to be unknown faults
controlled.
Technical expense: Low expense: High expense if many
Measurement of the value to faults have to be
be controlled, comparison of considered, low expense
nominal and actual value, if not faults occur.
power amplification
Performance in For unstable systems closed In unstable systems
unstable systems loop controls must be used. controls cannot be used.

Author: T.Löw / TE
Current and voltage measurement
Ohm’s law:
U =R∗I
U = Voltage
R = Resistance U
I = Current
I=
R
U
R=
I
Plausibility check
The control (ESX) runs a plausibility check on all inputs. This means the control checks
permanently whether certain state combinations are permitted; e.g. travel lever position
forward and reverse will cause an fault message, because this condition is normally not
possible.
Override / emergency operation

In the event of a major fault the control will switch off and the override function will take over.
This has the effect that the machine can still be moved and steered with reduced speed.
Steering and dozer blade movements are only possible with a constant speed.
(see also: page 14, "")
GND - AGND
Besides the „normal“ battery ground (terminal 31) in the vehicle there is an additional
analogue ground, which is only to be used for sensors. (see description of the signals on the
ESX-control)
PWM – digital output

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

Author: T.Löw / TE
Inhaltsverzeichnis: BC 671...972 RB/RS EPA II
table of contents: BC 671...972 RB/RS EPA II
Blatt Nr.: Zeichnungsnummer
Funktionsgruppe function unit
sheet no.: drawing − no.
001 570 700 24 Stromlaufplan Circuit Diagram
002 570 700 24 Versorgung, Zigarettenanzünder supply, cigarette lighter
003 570 700 24 Starten, Glühen starting unit, pre glow control
004 570 700 24 Drehzahlregelung Deutz EMR rpm control Deutz EMR
005 570 700 24 Instrumente indicators
006 570 700 24 Anzeigen, Störmeldungen monitoring, failure indication
007 570 700 24 Fahrpumpen, Radmotoren, Startfreigabe driving pumps, weehl motors, starting release
008 570 700 24 Fahrstufen, Bremse, Warnsummer, Override speed ranges, brakes, warning buzzers, override
009 570 700 24 Lenkung und Arbeitshydraulik steering and working hydraulic system
010 570 700 24 Hupe, Schmieranlage, Sitzverstellung und −heizung horn, lubrication systhem, seat hight adjustment / heating
011 570 700 24 Heizung und Belüftung heating and ventilation
012 570 700 24 Schutzbelüftung, Klimaanlage protected ventilation systhem, air conditioning
013 570 700 24 Kabine und Anbauteile cabin and attachment−parts
101 570 700 24 Bauteilliste component listing
201 570 700 24 Schaltkasten e−box
28.01.2002
Werner Stromlaufplan 001 001 570 700 24
28.01.2002 circuit diagram
Seis 001
Zuleitung Steuerung Pin 54 30/54S 8:2
2,5qmm
Zuleitung Steuerung Pin 56−60 30/56−60S

8:2
4qmm
Kabine K30
2x6qmm 13:2
geschaltetes "15/54"
30 3:1
6qmm
Batteriespannung
6qmm X1:6
Zündschloß "15/54" 15/54
3:2
6qmm
X1:23E X1:391/1 X1:21E X1:25E
Einspeisepunkt für Versorgung
Sicherungespotential 30! 30 30
1 K61 6E 5E
F89 F05 K11
V01 2:8 30A 30A
2 6A 5A 3:8
87
87 87a
X1:391/2 X1:21A
X1:25A
2x4qmm
1,5qmm
2x6qmm
2,5qmm
4qmm
6qmm
6qmm
X1:31E
X1:33E
Einspeisepunkte für Versorgung
Sicherungespotential K11:87!
0,075A
X1:241 X1:242
0,11A 1 86 RPM/BSZ F24 5:1 K11:87 5:1

5:7
057 665 63
R10
1 220_O
K61 X1:298
F00 250A
2 2,5qmm X1:32E X1:33E
Bei Steckdosenbetrieb je nach Stecker bis 16A möglich!

2 85 X1:243
1x25qmm F122 F31
10A 20A
Anlassehauptleitung: 2x70qmm D+
B+ 3:6 3:10
Ladeleitung 2x 10qmm oder 1x25qmm X1:32A X1:33A
Reserve
X1:81 1 for Reserve
X1:259
E21
8:13
+
8:4
X1:202
G01 2
11 21 31 41 51 61
− S01
max. 10A
0,075A
Batterie X17.1:21
5A
battery 12 22 32 42 52 62
B+ D+
+ 86 E20 1 2 Not−Aus Schalter
28V/80A + X1:260 emergancy shut off
G03 G02 K62 XS
− 24V
−
85 30
B− W
K22 8:7
S30 3 X17.1:22 X2:N X2:J 87a 87 max 7A
W EMR
Trennschalter 5:8 4:2
breake switch
4
X1:70 X1:256
31 31 3:1
2:10 12:9
Zigarettenanzünder Steckdose
cigarette lighter socket
28.01.2002
1 1 570 700 24
Werner Versorgung, Zigarettenanzünder
28.01.2002
Seis supply, cigarette lighter 002
2:15 30 30 12:1
6qmm 6qmm
X1:23E X1:24E
F13
30A
X1:23A
Lieferumfang EUROIT
delivery equipment EUROIT 6qmm
012 30
S00
01
Zündstartschalter
ignition switch
50a 15/54
Sicherung 80A innerhalb des Steuergerätes

4qmm 1,5qmm
X1:293 X1:302
fuse 80A inside of control unit

15/54
2:11
Glühen
6:2
X1:9 X1:84
X1:8
2:9 D+ D+ 6:1
30 A K H G 30
K05
7:2 D+ 50 L 15
87 87a A22
X1:7 Vorglühsteuerung
2,5qmm
glow plug contr.

B+ 31 T MV
2:5
Anlasserhauptleitung 2x70qmm D L M J N P O R
Check
X1:71
X17.1:25
je 2x2,5qmm
X1:371
X1:203
X17.1:18
X1:208 X1:10 X1:11
0,2A
0,2A
X17.1:14
86 86
X17.2:1
X17.2:2
30 50 2 K11 K32 1 2 1
M01
M V47 B54 V41 Y02
6qmm
6qmm
85 85 1 1
− 1 2 1 2
R02 R02
X1:256 X1:70 X1:256 X17.1:1 2 2
16A
16A
X1:308 X1:209
2:20 31 31 4:1
0,75A
2:17 13:6 keine Potentialdifferenz! Glühkerzen
glow plug
Starter Geber Starthilfe
starter starting assistance
Mag.vent. Flammglühanlage
Anzugswicklung KHD = 73A
Haltewicklung KHD = 12A
solenoid valve glow plug syst.
17.09.2001
1 1 570 700 24
Werner Starten, Glühen
17.09.2001
Seis starting unit, pre glow control 003
EMR Pedal
2:19 max 7A 6:7
F25
8:12
elektronisches Fußpdal
elektronic foot pedal
S119 X1:237 X1:238 X1:236
Leerlauf aktiv
sw rt ws or gn bl
+24V
X12:C
X12:A
X12:B
X10:C
X10:B
X10:A
X1:235
X1:232
X1:233
X1:234
X1:231
nicht belegt
0,5V−4,5V
not connected
AGND
+5V
max. Kabellänge von Batterie zum Steuergerät (Versorgungsleitung) max. 7m Querschnitt 1,5qmm
X3:16
X3:17
X3:19
X3:18
X3:21
X3:5
X3:6
X3:7
X3:9
X3:20
X3:8
max. Kabellänge vom Steuergerät zur Anzeige (Meldeleuchten) max. 5m Querschnitt = 1qmm
X3:14
X3:25
X3:23
X3:22
X3:24
max. Kabellänge vom Steuergerät zum Stellwerk am Motor (LU Deutz!) max. 5,5m
max. Kabellänge vom Steuergerät zum Diagnosestecker 10m (Querschnitt 1qm)
A48 EMR
X3:10
X3:11
X3:12
X3:13
X3:15
X5:20
X5:21
X5:22
X5:12
X5:13
X5:14
X5:15
X5:17
X5:18
X5:19
X5:10
X5:11
X5:23
X5:24
X5:25
X5:16
X3:1
X3:2
X3:3
X3:4
X5:9
X5:8
X5:1
X5:2
X5:3
X5:4
X5:5
X5:6
X5:7
RF MESS
RF REF
CAN high
CAN low
AGND
AGND
AGND
AGND
AGND
Signal
Signal
Signal
Signal
Signal
+5V
+5V
STG−
STG+
RF−
X6:12
X6:13
X6:10
X6:11
X6:16
X6:15
X6:17
X6:19
X6:21
X6:18
X6:14
X6:9
X6:20
X6:23
X6:25
X6:8
X6:22
X6:24
X6:1
X6:3
X6:5
X6:6
X6:7
X6:2
X6:4
X1:299
1 2 1 2 3 1 2 7 2 6 1 1 2 3
X1:65
X1:64
Y137
X4:G
X4:H
Fehler EMR
X4:K
X4:B
X4:A
X4:L
X3:4 5:18 B113 B88 B114 5 B115

X1:204
X1:205
Temperatur
X3:3
Motoröldruck
6:2
Diagnosestecker EMR X3:15
6:2
diagnosis EMR
3:20 31 31 5:1
EMR Kühlmitteltempratur Motordrehzahlsensor 1 Ladeluftdruck

EMR coolant temperature sender engine rpm 1 charging air pressure
EMR Motoröldruck EMR Stellglied

EMR engine oil pressure EMR commander
28.01.2002
1 1 570 700 24
Werner Drehzahlregelung Deutz EMR
28.01.2002
Seis rpm control Deutz EMR 004
2:20 K11:87 K11:87 8:1
X1:29E
F24
15A
X1:29A
2:13 F24 F24 6:1
RPM/BSZ
2:11
X20:1
X1:294 X1:295 X1:298
Lieferumfang
delivery equipment
5 1 4 3 5 1 X1:243
1
H70
P00 + + 2
E02 P14 + E22 P02 + E03 P03 + E01 P01 + E46 P12 +
1 1 1 1 1 1
A44 Elektronik
H04
_t _t n Q electronic
2 2 2 2 2 2
− G − G − G − − G − − S S
module 1
module 2
module 3
Modul 1
Modul 2
Modul 3
2
3 2 4 1 5 3 4
X20:3
X20:5
X20:6
X20:2
X20:4
X1:300 X1:303 X1:301 X1:296 X1:244
X1:291 X1:148 X1:292 X1:228 nicht belegt nicht belegt
not used not used
X1:269
X1:270
X17.1:10
X17.1:11
X1:168
X1:167
B124
1 2
B53 1 1
R04 R03
2 2
X1:299 W X1:229 X1:256 X3:4
2:8 4:7
31 31
4:20 6:1
Kühlmitteltemperatur Motordrehzahl Tankanzeige Geber Wasserabscheider
collant temperature trancducer, motor speed level gauge sender water separator
Hydrauliköltemperatur Betriebsstundenzähler Voltmeter Fehlerlampe EMR

hydraulic oil temperature engine hour meter volt meter failure indicator EMR
21.08.2001
1 1 570 700 24
Werner Instrumente
21.08.2001
Seis indicators 005
F24 F24
5:20 8:13
D+ D+ Abschmieren
3:12 6:7 10:2
Glühen ESX 1.GANG
3:14 8:16 30 30 8:11
Entfeuchten K133 K48 2.GANG 8:11
Lüfter 8:12 7:3
11:13
87 87a 87 87a
X1:125
X1:126
X1:124
X1:101 X1:104
X1:89 X1:84 X1:90 X1:91 X1:92 X1:123
br/sw
ws/vi
ws/bl
br/rt
ws/vi
br/or
sw
br
vi
rt
rt
br
vi
or X1:102 X1:105 or
1 2 0/3a 4 8 A15 A15 16 11 17 18 9
6 3 7 5 20 19 14 15 12 13 10
sw
bl
bl
gr
ws/gn
ws/gn
ws/gr
ws/br
ws/br
ws/gr
br/or
ws/rt
X1:115
X1:108 X1:116
X1:109 X1:117
X1:119
X1:118
X1:121
X1:120
X1:122
X1:106
X1:87 X1:88 X1:85 X1:86 Fehler
X1:392/2 V02 2 1 X1:392/1 X1:397/1 1 2 V07 X1:397/2
X0:18 X0:45
X1:110
Steuerung
Fehler
X1:394/2 V04 2 1 X1:394/1 X0:52 X0:50 X1:398/1 1 2 V08 X1:398/2
X1:111
Fehler
X1:393/2 V03 2 1 X1:393/1 X1:399/1 1 2 V09 X1:399/2
20s
X0:19 X0:13
X1:112
Fehler
X1:395/2 V05 2 1 X1:395/1 X1:400/1 1 2 V10 X1:400/2
X0:11 X0:10
X1:113
X1:114
Gaspedal
Pedal X1:401/1 1 2 V11 X1:401/2
4:19 X0:6 Fehler
D+
X1:403/1 1 2 V13 X1:403/2
ESX
X1:82 X1:83 X0:36 X0:51
D+ 13:11
Kühlmitteltemperatur
6:6 D+
collant temperature
engine oil pressure
Kühlmittelfüllstand
2min
20s
Verschmutzungssensor
Luftfilter rechts
air cleaner rh.
air cleaner lh.
contamination sensor
Luftfilter links
Motoröldruck
coolant tank
hydraulic oil temp.

hydraulic oil min.
Hydrauliköltemp.
Hydrauliköl min.
return flow filter
brake pressure
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
pressure. diff.
pressure. diff.
pressure. diff.
Rücklauffilter
pressure diff.
pressure diff.
Bremsdruck
X3:3
4:7
X3:15
4:7
X1:103
3 3 3 1 3 3 2 2 2 2 2 1 +
B55 B03 B116 B24 B20 B25 B121 B122 B22 B21 B42 B05
B19
Q P P Q P P
4 4 4 2 4 4 1 1 1 1 1 2 −
X1:181
X1:182
X1:182
X1:191
X1:191
X1:181
X1:187
X1:183
X1:185
X1:186
X1:183
X1:184
X1:184
5:20 31 31 7:1
Speisepumpe Speisepumpe Zwischengetr.
Speisepumpe Speisepumpe
nur BC 972 RB
only acc. to BC 972 RB
Modul 1: Motorfunktionen Modul 2: Maschinenfunktionen

module 1: engine functions module 2: maschine functions
15.10.2001
1 1 570 700 24
Werner Anzeigen, Störmeldungen
15.10.2001
Seis monitoring, failure indication 006
X1:338 X1:262 S04:12 8:12
X1:335 2 1
X1:46/2 X1:64/1
X9:4 X9:1 FM6
R32 1 X1:42/1
1k
2
1 1 1 1
R33 R34 R35 FM2
2k
2 1k
2 3k3
2 2
Fahrtrichtungsschalter nicht belegt X1:42/2

switch, travel direction 33 13 24 44 not used
V0R
S31
X1:336
34 14 23 43
X9:5 X9:6 X9:3 X9:2
X1:339
Richtung
X1:340 X1:337
AGND
8,5V
Ain
X1:412/1 X1:413/1
X0:1
X0:32
X0:23
X0:29
13 9
1 1
V23 V25 K77 K77 ESX Steuerung
8:17 8:17 X0:22
X0:21
X0:46
X0:47
X0:48
X0:43
2 2 14 10
X1:412/2 X1:413/2
Rückwärts
Vorwärts
vorne Links
hinten Links
vorne rechts
hinten rechts
nicht bei
X1:221 X1:223 X1:135 X1:157
BC 671−771
not used for
BC 671−771
200 ... 600mA
200 ... 600mA
200 ... 600mA
200 ... 600mA

X1:149 X1:153 X1:131 X1:133 X1:155
86 86 H14
K05 K48 + 1 1 1 1 1 1 1 1
V34 Y17 V35 Y17 V32 Y16 V33 Y16 Y132 Y133 Y134 Y135
−
85 85 2 2 2 2 2 2 2 2
1,08A
1,08A
1,08A
1,08A
X1:70 X1:70 X1:188
X1:222 X1:224 X1:136 X1:158
X1:154 X1:132 X1:134 X1:156 31 8:1
6:20 31
Tandem−Pumpe Tandem−Pumpe Tandem−Pumpe Tandem−Pumpe
3:6 6:14 rechts 2 rechts 4 links 1 links 3 Prop. Ventil Rad vorne li. Prop. Ventil Rad hinten re.
prop. valve weehl front lh. prop. valve weehl rear rh.
stromlos = qmax stromlos = qmax
Prop. Ventil Rad vorne re.
Ventile Fahrpumpe rückwärts Ventile Fahrpumpe vorwärts prop. valve weehl front rh.
solenoid valves, travel direction backw. solenoid valves, travel direction forw.
stromlos = qmax
Warnsummer Rückwärtsfahrt stromlos = Rückwärtsfahrt nicht aktiv stromlos = Vorwärtsfahrt nicht aktiv
Prop. Ventil Rad hinten li.
buzzer, back up alarm strom = Rückwärtsfahrt aktiv strom = Vorwärtsfahrt aktiv
prop. valve weehl rear lh.
stromlos = qmax
28.01.2002
1 1 570 700 24
Werner Fahrpumpen, Radmotoren, Startfreigabe
28.01.2002
Seis driving pumps, weehl motors, starting release 1 007
K11:87 K11:87 10:1
5:20
30/54S
2:19 2,5qmm X1:35E
30/56−60S
2:19
4qmm
only acc. to BC 671−771 RB/RS

F25
10A
Nur für BC 671−771 RB/RS

X1:27E X1:26E X13:3
X1:35A
switch speed ranges
X1:358
Schalter Fahrstufen
4:20 F25 F25 9:1
F67 F84
30A 10A
123
S02
X1:261 6:20 F24 X1:206
6:6
ESX
X1:27A X1:26A X1:41/2
X14:3
X1:357
1 31
max. 25mA
FM1 S01
5x0,75qmm
Komplett 872 701 02

X16:3
Elektronik
Leistung
2 2:17
2,5qmm
X2:U X1:257
32
R20 R21 R22 R23 7:19 S04:12
X13:1
X13:2
X1:41/1 B92
Bremsschalter
Drehzahlaufnehmer Dieslmotor
23 1 k_O 1 k_O 1 k_O 1 k_O 3/rt 30
21 S02 X1:262 12 K90
switch brake
S01 1/ge
S04 8:6
2:17
87 87a
22 11
24 Schalter Fahrstufen X16:1 2/sw
X1:349
X1:349
X1:349
sender, rpm engine
switch speed ranges
X1:258 X1:263
1x0,75qmm
X1:66
X1:67
X2:G
X2:H
X14:1
high=Bremse auf
S04:11
X1:359 8:4
+UE/Dios
+UB/Dios
+UB/Dios
Fahrstufen
Drehzahl
X1:207
Bremse
CAN2−
CAN2+
AGND
RxD
8,5V
TxD
+ + + + + +
X16:2
X0/1:10
X0/1:3
X0/1:9
X0:16
X0:1
X1:404/2
X1:405/2
X0:56
X0:57
X0:59
X0:60
X0:33
X0:53
X0:7
X0:5
X0:58
X0:23
X0:28
X0:54
X0:40
X0:4
X14:2
ESX Steuerung ESX Dios Modul
X0:61
X0:24
X0:25
X0:44
X0/1:11
2 2
X0:2
X0:3
X0/1:4
X0:62
V15
V14
1 1
X1:404/1
1. Gang 2. Gang
Summer
X1:405/1
Bremse
GND/Dios
Gehäuse Dios Modul

Relais Override
Motorabstellung
1./2. Fahrstufe
6:19 1.GANG
GND für Knotenaddresse Dios

K77 6:19 2.GANG
X1:410/2 X1:410/1
8 7 S04:11
8:12
8:17 X1:402/1 X1:411/1 1
X1:151 X1:170 1 1 1 V42
V22
2
V12
V21
KLIMA
1,25A
1,25A
2 2 2
Y04 1 K90 86 K22 86 Y03 1 X1:402/2 X1:411/2 K77/1 86 K77 86

X35:1
X1:185
X1:186
X1:184
V31 V37 86 +
0,7A
H07
2 2
0,075
0,075
0,021A
0,021A
85 85 K133 − 85 85
85 X35:2
0,075
X1:204
X1:152 X1:70 X1:70 X1:192 X1:70 X1:70 X1:70 X1:70 31 9:1
7:20 31
8:17 2:17 6:10
Magnetventil Bremse 9:4 8:4
solenoid valve brake Stufenumschaltung Warnsummer 9:4 7:6
stromlos = Brmse zu Speed range selection warning buzzer
strom = Bremse auf Lampentest
9:4 7:5
9:4
28.01.2002
1 1 570 700 24
Werner Fahrstufen, Bremse, Warnsummer, Override
28.01.2002
Seis speed ranges, brakes, warning buzzers, override 1 008
F25 X15:A
8:20
X1:349
1=Links /2=Rechts Schild/Schaufel 1=senken / 2=heben 3=schließen / 4=öffnen
BR/BN
sieht Metall wenn Lehne unten

1=left /2=right blade/shovel 1=let down / 2=lift 3=close / 4=open
Initiator Armlehne
1
1 1 3 Achse 3/4 mit Kontakten
S71 1 S70 4 1 3 10−15 nur bei Schaufel
axle 3/4 with contacts B08
1 2 2 Vorrüstung Lenkrad 3 2 4
2 2 4 10−15 only acc. to shovel X15:B
SW/BK
preassembling steering
BL/BU
Joy−Stick
weehl 2
joy−stick 3 2 5 4 7 6 1 3 2 5 4 6 7 1 14 13 12 15 11 10 16 8 9 X1:363
X1:346
X1:345
X1:344
X1:347
X1:348
X1:343
X1:321
X1:325
X1:326
X1:324
X1:323
X1:322
X1:330
X1:329
X1:328
X1:331
X1:332
X1:327
X1:352
X1:351
X1:350
X1:353
X1:354
X1:334
X1:333
X2:V
X2:A X2:B
X1:63
X1:61
X1:44/2 X1:45/2 X1:47/2 + P18 − X1:68
CAN Bus LED display

CAN bus LED display
X1:43/2 2 2 X1:69
2
FM4 2 FM5 FM7
1 FM3 1 1
1 057 664 08
X1:43/1 X1:45/1 X1:47/1 X15:C
X1:44/1
AGND F1 F2
lenken
8,5V
CAN+
schließen
Schwim.
senken
senken
heben/
lenken
AGND
heben
öffnen
Lehne
rechts
auf/zu
8,5V
CAN−
links
rechts
links
X0/1:1
X0/1:2
X0:15
X0:31
X0:17
X0:1
X0:12
X0:14
X0:41
X0:39
X0:30
X0:35
X0:37
X0:9
X0:38
X0:23
X0:27
X0:26
X0:8
X0:34
X0:64
X0:49
X0:20
X0:42
X0:63
X0:65
X0:66
X0:67
X0:68
X0:55
X0/1:5
X0/1:6
8:16 2 R36 1
X1:406/2
20 19 Gehäuse
−
heben
Schwimmst.
senken
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
lenken li
lenken re.
K77/1 housing
schließen/Dios
öffnen/Dios
47_O 390 mA
14 8:16 13 2 R38 1
X1:407/2
K77/1
47_O 390 mA
8:16 R40
X1:408/2
10 9 2 1
K77/1
X1:409/2
47_O 390 mA
X1:141 X1:143 X1:364
8:16 R42 X1:137 X1:139
8 7 2 1 X1:159 X1:161 X1:163 X1:165
K77/1 47_O 390 mA Y92 1 Y93 1 Y108 1 Y109 1 Y102 1 Y102 1 Y111 1 Y110 1
2 2 2 2
1,08A
1,08A
X1:189
X1:181
X1:182
X1:183
X1:187
X1:188
2 2
V19
V16
V17
V18
2 2 2 2 2 2
1 1 1 1
X1:160 X1:162 X1:164 X1:166 X1:138 X1:140 X1:142 X1:144
31 31 10:1
8:20
X1:409/1
X1:406/1
X1:407/1
X1:408/1
Lenken rechts Schild senken

steering right let down blade
Lenken links Schwimmstellung Schaufel schließen
floating position close shovel
steering left
Schwimmstellung Schaufel öffnen
Schild heben
lift blade floating position open shovel
28.01.2002 1 1
Werner Lenkung und Arbeitshydraulik 570 700 24
28.01.2002
Seis steering and working hydraulic system 009
8:20 K11:87 K11:87 12:1
Abschmieren
6:19
X1:30E X1:34E X1:31E
F16 F23 F29

10A 15A 15A
X1:172
X1:30A X1:34A X1:31A
X1:171
3A
X34:4 1 2 X1:341 X1:245
LA 15
K13 86 30 S25 23
M08 K13
Zentralschmieranlage
M 10:10
central lubrication system 85 87 87a 24
Z 31 X1:246
X33:1
X33:2
X34:3 5 X1:355
X11:1 X21:1
7,5A
+ sw
M10 R06
M
X1:173
X1:174
ge
−
2,5A
X1:356
delivery equipment GRAMMER

X1:248 Im Lenkjoystick
Lieferumfang GRAMMER
in steering joystick
23 8 S29 23
S27 K13:87 ge
13:19 R06
S03 Signalhörner Kabine
Taster Schmieranlage 9 24 br
switch, lubrication system 24 Taster Signalhorn
B52
push buttonwarning horn
X1:272
X1:364
2 X11:2 X21:2
V46
X1:256
X1:342
9:20 31 31 12:1
10:11
Initiator Schmierkolben Sitz mit Kompressor und Schalter Sitzheizung

proximity switch lubrication piston drivers seat with compressor and switch heating, drivers seat
11.07.2001
1 1 570 700 24
Werner Hupe, Schmieranlage, Sitzverstellung und −heizung
11.07.2001
Seis horn, lubrication systhem, seat hight adjustment / heating 010
K32:30 K32:87
13:2 13:3
F40 G F90 F F02 F

Box 2 Box 2 Box 1
25A
7 5A
6 10A
6
F41:4
13:8
X1:374
X1:265
6qmm
ZA; Lieferumfang EBERSPÄCHER

option; delivery eqipment EBERSPÄCHER
Kleine Stufe = 0,33A
mittleter Stufe = 0,5A
höchste Stufe = 1,5A 123 13 31 42 24
Anlaufstrom beim Start = 10A

Steuergerät Stufenschalter Frischluft
switch, fresh air
control unit S44
E30 14 32 41 23
D3LC Compact A13

X1:266 X1:267 X1:268
rt
1 1
R26 R27
22 Ohm
10 Ohm
br
n 1 2 2 2
n Lüfter
6:6
X1:373
4 n X1:377
n
X8:1 X1:226
X1:375 1
Heizungsschaltuhr
S28 heater timer
2
X1:376 Y14
15/54
6qmm
87a
30
in
X8:2 X1:227
Kraftstoffpumpe A53 n
max. 0,75A
fuel pump heating unit
20s; n kleiner 1300 1/min

20s; rpm lower 1300 1/min
8s; n=0 1/min
8s; rpm=0 1/min S +
M17 M
−
15/54
−
K31
13:1
Überwachung Lüfter Frischluft Lüfter
monitoring blower blower fresh air
28.01.2002
1 1 570 700 24
Werner Heizung und Belüftung
28.01.2002
Seis heating and ventilation 011
30 30
3:20 Batteriepotential
K11:87 K11:87
10:20 Zündung
8:14 F24
X1:36E
Raumtemperatursensor Ausblastemperatursensor
F33 sensor ambient temperature sensor outlet temperature X1:20E
X1:28E X1:22E
10A
B29 B118 F50
F123 F94
wird durch D+ aktiviert

15A
X1:36A
X1:20A
X1:28A X1:22A
30 + − + −
K62
2:10 nicht belegt
87 87a not used X1:253 X1:383
X23:1
X24:1
X23:2
X24:2
X1:381
Versorgung für Schutzbelüftungsanlage
Bel.
X1:251 X1:249
15/54
X25:2 X25:1
D+
Absicherung und Verkabelung nach Angabe
Hersteller der Schutzbelüftungsanlage
X26:13
X26:12
X26:14
X26:6
X26:7
supply for protected ventilation system ge rt
X26:1
X27:1
X26:3
X27:3
X26:5
X27:2
X26:4
X27:4
fuse and wiring acc. to supplier PWM +
of protected ventilation system
Lüftermodul
A65 Klimatronik A53 blower module
X26:10
X26:11
X26:2
X26:9
X26:8
− M+ M−
br gn sw
31 X25:3
−
+
X1:247
Kupplung
Ventil
X1:129
1
B117 _t Thermostat Vereisungsschutz
X22:1 X22:2 thermostat anti−icing device
X1:252 2
optional
X1:130 E37 +
optional X1:127 2
X1:146
X7:6 X18:1 VD V36
1
4 Druckschalter −
pressure switch
B75 P
LP 3 HP
X19:1 X1:414/2
M24 + X7:5 X18:2
Y138 1 2 X1:147
M X1:201
V26 X17:1 X14:4
0,42A
2 1
− 2 1
X1:414/1
X19:2
X1: V48 Y15
1 2
1,75A
X1:272 X1:128 X1:382
X1:205 X17:2 X14:5
10:20 31 31 13:1
Stellmotor Luftklappe Magnetventil Heizen Magnetkupplung Verdampferlüfter

servo−motor air flap solenid valve heating magnetic clutch blower evaporator
Klimatronik KONVEKTA
klimatronic KONVEKTA
28.01.2002
1 1 BC 972 RB
Werner Schutzbelüftung, Klimatronik
28.01.2002
Seis protected ventilation system, air conditioning 012
K30 K13:87
2:19 2x6qmm
10:12
X1:2 X1:1
2x6qmm
11:7 K32:30
30
K32
3:10
87
K32:87
11:19
H A B X1:372 X1:372
F49 F27 F28
10A
Box 2 8 F66 H F85 D F42 E F41 D F99 G F86 E F125 B F98 C Box 1 1 Box 1 2
10A 10A
Box 1 8 Box 1 4 Box 2 5 Box 2 4 Box 1 7 Box 1 5 Box 2 2 Box 2 3
15A 20A 10A 10A 15A 15A 10A 10A
F41:4
11:7 + 123 3 2 1 012 7 2
F126 S22
01
S53 1 S16 1 2 S45 1 S38 1 S137 1 S26 1 2A
− S128 1
voltage transformer
Spannungswandler
01
S20 5 1 8 5 S21 5 4
ws
5 3 4 5 5 5 5 Kamera 5
X1:72
camera
X1:145 15 J S 86
Rundumkennleuchte
P32
1,5A
D+
Impulsgeber
A57 Interval
X7:1 X7:2 6:9 gn switch
2,5A
rotary beacon
+24 +12
X1:378
E56 4 31 31b
24V E16 1 E23 1 E25 1 E29 1 1 1
2,9A
2,9A
2,9A
0,6A
2,9A
12V B11
U01 − 2 2 2 2 E32 2 sw 2
2,5A
A12 15 53a 31b 53
31b
53a
+ B51
53
+ E17 1 P15 3 R77 R77 R77 R77 + +
− − E24 1 E26 1 E29 1 + E57 1 1
V 1 1 1 1
2,9A
2,9A
2,9A
0,6A
2,9A
M04 M M06 M M05 M M07 M B28
X1:150
B51 31
2 2 2 2 − 2,9A
2 2 2 2 2 2
Radio Bildschirm 31 − 31 −
1,7A
1,7A
1,7A
1,7A
7,9A
2,5A
3,3A
2,5A
radio monitor
K31
11:19 Scheinwerfer vorn X7:3 X7:4 Spiegelheizung Wischer vorn Wischer hinten Signalhorn
2x6qmm
head lights front mirror heating wiper, front wiper, rear warning horn
Scheinwerfer links/rechts Innenleuchten 1 1 Wascherpumpe Wascherpumpe

X1:189
X1:189
X1:3 X1:4
head lights lh./rh. inside light, cabin E28 E27 washer pump washer pump
2,9A 2,9A
2 2
X1:190 X1:190
12:20 31 31
Scheinwerfer Motorraum
head lights, engine area
Arbeitsscheinwerfer hinten
working head lights, rear
22.10.2001
1 1 570 700 24
Werner Kabine und Anbauteile
22.10.2001
Seis cabin and attachment−parts 013
Name Bl. Pf. Benennung title TYP
A12 013 2 Radio Radio
A15 006 7 Platine Ueberwachungsmodul Printed circuit board, monitoring module
A22 003 13 Platine Fahr− und Vorgluehsteuerung Printed circ., trav.− a. clow plug contr.
A44 005 16 Zusatzelektronik Additional control unit
A48 004 6 Elektronische Motorsteuerung Electronic engine management
A53 011 13 Modul Luefterueberwachung Modul blower monitoring
A57 013 14 Intervallschalter Scheibenwischer Interval switch, wiper
A65 012 12 Steuerung Klimatronik Controller klimatronic
B03 006 4 Unterdruckschalter Luftfilter Vacuum switch, air cleaner

B05 006 18 Druckschalter Bremse Pressure switch, brake
B08 009 19 Naeherungsinitiator Fahrhebel ’0’−Stell. Proximity switch, travel lever ’0’ pos.
Seis
28.01.2002
Werner
28.01.2002
B11 013 19 Signalhorn Warning horn 2,5A

B19 006 19 Magnetsensor Verschmutzung Magnetic sensor, contamination
B20 006 13 Temperaturschalter Hydraulikoel Temperature switch, hydraulic oil
B21 006 17 Differenzdruckschalter Hydr.−Oelfilter Pressure diff. switch, hydr. oil filter
B24 006 13 Schwimmerschalter Hydraulikoel Float switch, hydraulic oil
B25 006 14 Druckschalter Ruecklauffilter Pressure switch, return flow filter
B29 012 13 Raumthermostat Room thermostat
B42 006 17 Differenzdruckschalter Hydraulikoel Hydraulic oil pressure differential switch
B51 013 2 Lautsprecher Radio Speaker radio
B52 010 5 Naeherungsinitiator Schmierkolben Proximity switch, lubrication piston
B53 005 4 Temperaturgeber Kuehlmittel Temperature switch, collant
B54 003 14 Temperaturgeber Starthilfe Temperature switch, starting assistance
B55 006 3 Kuehlmittelstand Ausgleichsbehaelter Coolant charge expansion tank
B75 012 14 Kuehlmitteldruck coolant pressure
B88 004 10 Druckgeber Motoroel Sender, engine oil pressure
B92 008 15 Aufnehmer, Motordrehzahl Trancducer, engine speed
B113 004 9 EMR Temperaturgeber Kuehlmittel EMR Temperature switch, collant
B114 004 11 EMR Aufnehmer, Motordrehzahl EMR Trancducer, engine speed
B115 004 15 Geber Ladeluftdruck Sender, charging air pressure
B117 012 14 Thermostat Klimaanlage Thermostar, air conditioning
B118 012 14 Temperaturfühler Auslaß Temperature sender outlet
B124 005 16 Geber Wasserstandsabscheider Diesel Sender, water separator fuel
component listing
E01 005 12 Beleuchtung Tankanzeige Illumination, level gauge

E02 005 3 Beleuchtung Temperaturanzeige Illumination, temperature gauge
Bauteilliste
E03 005 8 Beleuchtung Drehzahlmesser Illumination, rpm meter

E16 013 4 Scheinwerfer links Head light, lh. 55W
E17 013 4 Scheinwerfer rechts Head light, rh. 55W
E20 002 12 Zigarettenanzuender Cigarette lighter
E21 002 12 Beleuchtung Zigarettenanzuender Illumination, cigarette lighter
E22 005 5 Beleuchtung Temperaturanzeige Hydr.−oel Illumination, temp. gauge, hydraulic oil
E23 013 5 Arbeitsscheinwerfer vorne links Working head light, front, lh. 55W
E25 013 6 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. 55W
E27 013 11 Arbeitsscheinwerfer hinten links Working head light, rear, lh. 55W
E28 013 10 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. 55W
E29 013 7 Innenleuchte Kabine Inside light, cabin 15W
E30 011 2 Heizgeraet Heating unit max. 10A
E32 013 8 Kennleuchte Warning light 70W
E37 012 17 Klimaverdampfer Air conditioning, evaporator
E46 005 13 Beleuchtung Voltmeter Illumination volt meter
E56 013 9 Scheinwerfer Motorraum rechts Head light, engine area rh. 55W
E57 013 9 Scheinwerfer Motorraum links Head light, engine area lh. 55W
ESX 006 9 Elektronisches Steuergeraet Electronic system, control unit
F00 002 2 Hauptsicherung Batterie Fuse, main, battery 250A

F02 011 11 Ersatzsicherung Fuse, spare 10A
F05 002 15 Sicherung Steckdose Fuse, socket 30A
F13 003 6 Sicherung Startschalter Fuse, starter switch 30A
F16 010 5 Sicherung Zentralschmieranlage Fuse, central lubrication system 10A
F23 010 10 Sicherung Signalhorn Fuse, warning horn 15A
F24 005 3 Sicherung Ueberwachungsmodul Fuse, monitoring module 15A
F25 008 13 Sicherung Magnetv. Fahren u. Bremse Fuse, sol. valve, travel and brake 10A
F27 013 16 Sicherung Wischer u. Wascher vorne Fuse, windscr. wiper and washer, fr. 10A
F28 013 18 Sicherung Wischer u. Wascher hinten Fuse, windscr. wiper and washer, re. 10A
1
F29 010 15 Sicherung Kompressor Sitzverstell. Fuse, compr., seat height adjustm. 15A
F31 002 19 Sicherung Kabinenluefter Fuse, cabin ventilator 20A
F33 012 7 Sicherung Klimageraet Fuse, air conditioning 10A
F40 011 2 Sicherung Kabinenheizung Fuse, heating unit cab 25A
F41 013 8 Sicherung Rundumkennleuchte Fuse, rotary beacon 10A
10
F42 013 7 Sicherung Kabineninnenleuchte Fuse, inside light cab 10A

F49 013 1 Sicherung Spannungswandler Fuse, voltage transformer 10A
F66 013 4 Sicherung Scheinwerfer vorne Fuse, head light front 15A
570 700 24
F67 008 2 Sicherung Steuerung (Potential 30) Fuse, controller (pot.30) 30A
F84 008 4 Sicherung Steuerung (Klemme 54) Fuse, controller (Pin 54) 10A
F85 013 6 Sicherung, Scheinwerfer vorne Fuse, head light front 20A
F86 013 10 Sicherung, Scheinwerfer hinten Fuse, head lights rear 15A
F89 002 12 Sicherung, Zigarettenanzuender Fuse, cigarette lighter 30A
101
F90 011 3 Sicherung, Ansteuerung Fuse, actuation 5A

F94 012 3 Sicherung Schutzbelueftung Fuse, protected ventilation syst.
F98 013 13 Sicherung Spiegelheizung fuse,mirror heating 10A
F99 013 9 Sicherung Motorraumbeleuchtung fuse, illumination engine area 15A
FM1 008 6 Platinensicherung Multifuse 0,2A
F122 002 17 Sicherung EMR Fuse, EMR 10A
F123 012 2 Sicherung Schutzbelüftungsanlage Fuse, protected ventilation system
F125 013 11 Vorsicherung pre−fusing 10A
F126 013 11 Sicherung Rückfahrkamera Fuse, back up camera system 2A
G01 002 2 Batterie Battery

Seis
28.01.2002
Werner
28.01.2002
G02 002 5 Generator Generator 28V/80A

H04 005 19 Meldeleuchte Betriebsstoerung Indicator light, breakdown

H07 008 13 Warnsummer Betriebsstoerung Warning buzzer, breakdown 0,2A
H14 007 4 Warnsummer Rueckwaertsfahrt Back−up alarm buzzer max. 2,5A
H70 005 16 Anzeige Wasser im Diesel Indicator water in fuel
K05 007 2 Relais Startstrom Relay, starting current BOSCHW

K11 003 8 Relais Klemme 30 auf 15 Relay, terminal 30 to 15 BOSCHL
K13 010 10 Relais Signalhorn Relay, warning horn BOSCHW
K22 008 7 Relais Hubmagnet Motor Relay, shut off solenoid, engine BOSCHW
K32 003 10 Relais Kabine Relay, cabin BOSCHL
K48 007 3 Relais Fahrhebel 0−Stellung Relay, travel lever 0−position BOSCHW
K61 002 8 Relais Ladekontrolle Relay, charge control BOSCHW
K62 002 10 Relais D+ Relay, D+ BOSCHW
K77 008 17 Relais Override Relay, override SDS/SF4
K90 008 6 Relais, Meldeleuchte Stoerung SPS Relay, indicat.light brake down SPS BOSCHW
K133 008 12 Relais Test Relay, test BOSCHW
K77/1 008 16 Relais Override Relay, override SDS/SF4
M01 003 6 Starter Starter

M04 013 15 Scheibenwischermotor vorne Windscreen wiper motor, front 190W
M05 013 17 Scheibenwischermotor hinten Windscreen wiper motor, rear max 3,3A
M06 013 16 Scheibenwaschermotor vorne Windscreen washer motor, front 60W
M07 013 18 Scheibenwaschermotor hinten Windscreen washer motor, rear 60W
M08 010 4 Zentralschmieranlage Central lubrication system max. 3A
M10 010 15 Kompressor Fahrersitzhoehenverstellung Compr., operator’s seat height adjustm. 7,5A
M17 011 18 Zusatzluefter Additional blower max. 0,75A
component listing
M24 012 8 Stellmotor Luftklappe adjusting motor air inlet flap

Bauteilliste
P00 005 10 Betriebsstundenzaehler Operating hour meter

P01 005 12 Tankanzeige Level gauge
P02 005 5 Temperaturanzeige Hydraulikoel Temperature gauge, hydraulic oil
P03 005 8 Drehzahlmesser Rpm meter
P12 005 14 Voltmeter Volt meter
P14 005 4 Anzeige Kuehlmitteltemperatur Temperature gauge, coolant
P15 013 11 BCM 03 Bildschirm BCM 03 terminal
P18 009 16 Fehleranzeige Elektronik Fault indication, electrinic
P32 013 12 Kamera Rückraumüberwachung camera, back up monitoring
R02 003 16 Gluehkerze Glow plug

R02 003 17 Gluehkerze Glow plug
R03 005 13 Geber Tankanzeige Sender, level gauge
R04 005 6 Geber Hydraulikoeltemperatur Sender, hydraulic oil temp.
R06 010 19 Heizung Fahrersitz Heating, operator’s seat
R10 002 7 Parallelwiderstand Parallel resistor 220 OHM
R20 008 8 Widerstand Resistor 1 KOHM
R26 011 16 Widerstand Resistor 22 OHM
R32 007 5 Widerstand Resistor 1 kOhm
R35 007 8 Widerstand Resistor 3,3 kOhm
R77 013 12 Widerstandsheizung Außenspiegel Resistor heating outside mirror 40W
S00 003 6 Startschalter Starter switch MERIT

2
S01 002 17 Schalter NOT AUS Switch, emergency off NOTAUSH

S01 002 17 Schalter NOT AUS Switch, emergency off
S02 008 5 Fahrstufenschalter Switch, speed range selector
S03 010 10 Taster Signalhorn Push button, warning horn
10
S04 008 13 Bremsschalter Switch, brake

S16 013 5 Schalter Arbeitsbeleuchtung vorne Switch, working head lights, front
S20 013 14 Schalter Scheibenwischer vorne Switch, windscreen wiper, front
S21 013 18 Schalter Scheibenwischer hinten Switch, windscreen wiper, rear
570 700 24
S22 013 16 Schalter Scheibenwascher vorne Switch, windscreen washer, front

S25 010 19 Schalter Fahrersitzheizung Switch, heating, operator’s seat
S26 013 10 Schalter Arbeitsbeleuchtung hinten Switch, working head lights, rear
S27 010 4 Taster Zentralschmieranlage Push botton, central lubrication system
S29 010 15 Schalter Fahrersitz Hoehenverstellung Switch, operator’s seat height adjustm.
102
S30 002 2 Batterietrennschalter Switch, battery disconnect

S31 007 5 Schalter Fahrtrichtung Switch, travel direction
S38 013 8 Schalter Kennleuchte Switch, warning light
S44 011 17 Schalter Kabinenluefter Switch, cabin ventilator
S45 013 7 Kabineninnenleuchte Switch, cabin inside light
S53 013 4 Schalter Arbeitsbeleuchtung Switch, working lights
S70 009 10 Schalter Schubsschild Switch, dozer blade
S71 009 4 Schalter Lenkung Switch, steering
S119 004 4 Elektronisches Fusspedal Electronic foot pedal
S128 013 13 Schalter Spiegelheizung Switch, mirror heating
S137 013 9 Schalter Motorraumbeleuchtung Switch, illumination engine area
U01 013 1 Spannungswandler Voltage transformer
V01 002 7 Diode Diode WAGO

Seis
28.01.2002
Werner
28.01.2002

V14 008 16 Diode Diode Wago
V31 008 2 Diode Diode Lütze
V36 012 18 Diode Diode FE5B
V41 003 15 Diode (A1) Diode (A1) Diodenmodul
component listing

Bauteilliste
X0/1:1 009 18 DIOS STECKER Dios connector

X0:1 007 10 ESX STECKER esx connector
3

10

570 700 24

103

Seis
28.01.2002
Werner
28.01.2002

X1: 012 2 Wago Zentralelektrik Wago e−box
X1:1 013 7 Wago Zentralelektrik Wago e−box
component listing

Bauteilliste

X1:70 002 10 WAGO ZENTRALELEKTRIK WAGO E−BOX
4

10

570 700 24

104

Seis
28.01.2002
Werner
28.01.2002

component listing

Bauteilliste

5

X1:20A 012 18 Sika − Klemme fuse terminal
X1:20E 012 18 Sika − Klemme fuse terminal
10

570 700 24

105

X1:238 004 7 Zentralelektrik e−box
Seis
28.01.2002
Werner
28.01.2002

component listing

Bauteilliste

X1:31E 002 17 SIKA KLEMME fuse terminal
6

10

570 700 24

106

Seis
28.01.2002
Werner
28.01.2002

component listing

Bauteilliste
X1:391/1 002 7 WAGO ZENTRALELEKTRIK WAGO E−BOX

X1:402/1 008 11 Wago Zentralelektrik Wago e−box
7

10

570 700 24

107

X2:A 009 18 Datenschnittstelle data interface
X2:B 009 18 Datenschnittstelle data interface
X2:G 008 11 Datenschnittstelle data interface
X2:H 008 11 Datenschnittstelle data interface
X2:J 002 11 Datenschnittstelle data interface
X2:N 002 11 Datenschnittstelle data interface
X2:U 008 3 Datenschnittstelle data interface
X2:V 009 15 Datenschnittstelle data interface
Seis
28.01.2002
Werner
28.01.2002
X3:1 004 5 EMR−Stecker Fahrzeug EMR−connector compactor

X3:6 004 16 EMR − Stecker EMR−connector
X4:A 004 2 EMR − Diagnose EMR−diagnosis
X4:B 004 4 EMR − Diagnose EMR−diagnosis
X4:G 004 3 EMR − Diagnose EMR−diagnosis
X4:H 004 3 EMR − Diagnose EMR−diagnosis
component listing
X4:K 004 3 EMR − Diagnose EMR−diagnosis

X4:L 004 2 EMR − Diagnose EMR−diagnosis
Bauteilliste
X5:1 004 17 EMR−Stecker Motor EMR−connector engine

X6:1 004 17 Stecker Motor connector engine
8

10

570 700 24

X7:1 013 9 Stecker Rops connector on rops
108

X8:1 011 4 Stecker Pumpe connector pump
X8:2 011 4 Stecker Pumpe connector pump
X9:1 007 5 Stecker Schalter Rich connector direction switch
XS 002 15 Steckdose Socket
X10:A 004 5 AMP Stecker Gaspedal AMP connector throttle
X10:B 004 4 AMP Stecker Gaspedal AMP connector throttle
X10:C 004 5 AMP Stecker Gaspedal AMP connector throttle
Seis
28.01.2002
Werner
28.01.2002
X11:1 010 15 Schnittstelle Sitz connector drivers seat

X13:1 008 11 Stecker Stufenschalte connector speed range switch
X15:A 009 18 Stecker Lehne links connector arm rest lh.
X15:B 009 18 Stecker Lehne links connector arm rest lh.
X15:C 009 19 Stecker Lehne links connector arm rest lh.
X16:1 008 14 Stecker Sensor connector sensor
X17:1 012 13 Stecker Klimakupplung connector clima clutch
X18:1 012 14 Stecker Druckschalter connector pressure switch
X19:1 012 11 Stecker Heizventil connector heating valve
X20:1 005 16 Stecker Warnlampe connector warning lamp
component listing

Bauteilliste

X22:1 012 8 Stecker Luftklappe connector air flap
X25:1 012 18 Stecker Lüfter connector blower
X26:1 012 7 Stecker Klimasteuerun connector climacontrol
X33:1 010 5 Schmieranlage lubrication system
X35:1 008 13 Stecker Warnsummer connector warning buzzer
9

X17.1:1 003 15 Stecker Motor connector engine
10

570 700 24

Y02 003 15 Magnetventil Flammgluehanlage Solenoid valve, glow plug system 4,00A
Y03 008 9 Magnetventil Fahrstufenumschaltung Solenoid valve, speed range selector
109
Y04 008 3 Magnetventil Bremse Solenoid valve, brake 1,25A

Y14 011 5 Kraftstoffpumpe Heizgeraet Fuel pump, heating unit
Y15 012 14 Magnetkupplung Klimakompressor Magnetic clutch, air conditioning compr. 1,75A
Y16 007 10 Magnetventil Fahrtrichtung vorwaerts Solenoid valve, travel direction forw. 1,08A
Y17 007 6 Magnetventil Fahrtrichtung rueckwaerts Solenoid valve, travel direction backw. 1,08A
Y92 009 6 Magnetventil Lenkung vorne rechts Solenoid valve, steering, front rh. max. 1,1A
Y93 009 7 Magnetventil Lenkung vorne links Solenoid valve, steering, front lh. max. 1,1A
Y102 009 11 Magnetventil Schwimmstellung So.valve, floating position max. 1,08A
Y108 009 8 Magnetventil Schaufel Heben solenoid valve, lifting shovel max. 1,1A
Y109 009 10 Magnetventil Schaufel Senken solenoid valve, let down shovel max. 1,1A
Y110 009 19 Magnetventil Schaufel oeffnen solenoid valve, open shovel max. 1,1A
Y111 009 18 Magnetventil Schaufel Schließen solenoid valve, close shovel max. 1,1A
Y132 007 14 Magnetventil Radmotor vorn links Solenoid valve, wheel motor front lh. max. 0,6A
Y133 007 16 Magnetventil Radmotor vorn rechts Solenoid valve, wheel motor front rh. max. 0,6A
Seis
28.01.2002
Werner
28.01.2002
Y134 007 17 Magnetventil Radmotor hinten links Solenoid valve, wheel motor rear lh. max. 0,6A
Y135 007 19 Magnetventil Radmotor hinten rechts Solenoid valve, wheel motor rear rh. max. 0,6A
Y137 004 13 EMR Verstellung EMR adjustment
Y138 012 11 Magnetveentil Heizung Solenoid valve, heating unit 0,42A
component listing
Bauteilliste
10
10
570 700 24
110
404
402
408
394
400
403
405
406
407
409
414
392
398
393
395
396
397
399
412
401
410
413
415
391
411
K77 K77
H07
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
057 513 10
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
057 664 11 057 664 11
057 564 17
057 564 37
057 564 22 057 564 30
057 564 23
1x6qmm
1x6qmm
Seis
153 131 Versorgung Kabine 1 1x6qmm
Werner
154 132
155 133 1x6qmm Versorgung Kabine 2 1x6qmm
28.01.2002
28.01.2002
156 134
K11
157 135 1x6qmm Masse Kabine 3

158 136
057 543 08
1x6qmm Masse Kabine 4

159 137
160 138 Masse Schutzbelüftung 5
161 139
162 140 6
163 141
164 142 7
165 143
1x2,5qmm
1x4qmm
1x6qmm
1x6qmm
166 144 8
057 564 29
167 145
057 564 19
9
K05
168 146
057 564 35
057 564 36
169 147 10
170 148
171 149 11
15A
K22
172 150
173 151 Klimatronik Konvekta 1x1,5qmm F50 20
30A
174 152
Zigarettenanzünder 1x1,5qmm F89 21
187 181
188 182 Schutzbelüftung
K33
F94 22
189 183 30A
Zündschloß 1x6qmm F13 23 1x6qmm
190 184
20A
191 185
Klimaanlage 1x1,5qmm F34 24
192 186
K13
30A
206 201 Steckdose 1x2,5qmm F05 25
207 202 10A
Prozessor Steuerung 1x2,5qmm F84 26 1x2,5qmm
208 203
30A
209 204 1x4qmm
K90
Leistung Steuerung 5x0,75qmm F67 27

210 205
226 221 Schutzbelüftung F123 28
227 222 15A
228 223 Instrumente 1x1,5qmm F24 29
K48
10A
229 224
Schmieranlage 1x1,5qmm F16 30
230 225 15A
235 231 Fahrersitz 1x1,5qmm F29 31 1x2,5qmm
236 232 10A
K61
237 233 Steuerung EMR 1x1,5qmm F122 32

K11
238 234 20A

Kabinenlüfter 1x1,5qmm F31 33 1x2,5qmm
257 241 15A
258 242 Signalhörner 1x1,5qmm F23 34
K62
259 243 10A

260 244 Fahren und Bremse 1x1,5qmm F25 35
10A
261 245
Klimatronik Konvekta 1x1,5qmm F33 36
262 246
K133
263 247 45 41
264 248 45 41
e−box
265 249 46 42
266 250 46 42
Schaltkasten
267 251 47 43
057 543 12
268 252 47 43
057 564 21
269 253 48 44
1 2 1 2 1 2 1 2
1 2 1 2 1 2 1 2
270 254 48 44
057 564 38
271 255 61
272 256 62
057 500 57
300 291 63
301 292 64
302 293 65
057 564 25
66
303 294
67
057 564 24
304 295
68
305 296
057 268 42
69
306 297
70
307 298
71
308 299
72
343 321
057 565 36
84 81
343 322
82
057 565 38
85
345 323
86 83
346 324
347 325 91 87
348 326 92 88
93 89
349 327
94 90
350 328
057 564 26
351 329 104 101

352 330 105 102
353 331 106 103
057 565 38
354 332 115 107

057 565 40
355 333 116 108

356 334 117 109
357 335 118 110
358 336 119 111
359 337 119 111
360 338 120 112
361 339 121 113
122 114
057 565 37
362 340
diagnosis EMR
Diagnose EMR
363 341 125 123

X4:
364 342 126 124

375 371 129 127
376 372 130 128
057 565 35
377 373
A22
378 374
LU Motor
383 381
384 382
057 116 87
R42 2 R10 1
057 665 63
2 1 220_O
47_O
LU Motor
2 R40 1 2 R27 1
47_O 10_O
057 665 61
1
X2:A−V
2 R38 1 2 R26 1
22_O
057 199 46
057 555 96
47_O
057 665 62
2 R36 1
47_O
2 2 2 2 2 2 2 2
data interface
P18
Datenschnittstelle
8 7 6
5 4 3 2 1
057 664 03
1 1 1 1 1 1 1 1
057 556 04 (Kappe/cap)
570 700 24
057 664 08
057 555 98
V48
V47
V46
V45
V44
V43
V42
V41
201
X4
X2
X17
X1
X15
X11
X35
X7 X21
X18
X13
X23 X9
X26 X12
X0
X19 X27 X10
X16
X20 X22
X24 X8
X14 X3 X18
X16
X6 X17.1 X25
X5
X17.2
X33
X34
28.01.2002
1 1 570 700 24
Werner Lokalisierungsgrafik Steckverbinder Draufsicht
28.01.2002
Seis localization graphic connectors top view 301
X18
X7
X8
X23
X11 X15
X16 X13
X21
X4 X20
X9
X2 X19 X15 X26
X0
X27
X24
X3 X18 X22
X1
X5
X25 X12
X35
X10
X14
X34
X6 X17.1
X33
X17.2
X16
X17
28.01.2002
1 1 570 700 24
Werner Lokalisierungsgrafik Steckverbinder Seitenansicht
28.01.2002
Seis localization graphic connectors side view 302
Inhaltsverzeichnis: BC 672...1172 EB/RB/RS (EMR II)
table of contents:
003 570 700 27 Starten, Heizflansch starting unit, heating flange
008 570 700 27 Fahrstufen, Bremse, Verzögerungspedal speed ranges, brakes, decelerator device
009 570 700 27 Versorgung Steuerung, Warnsummer, Override supply controllers, warning buzzers, override
011 570 700 27 Hupe, Schmieranlage, Sitzverstellung und −heizung horn, lubrication systhem, seat hight adjustment / heating
013 570 700 27 Schutzbelüftung, Klimatronik protected ventilation system, air conditioning
301 570 700 27 Lokalisierungsgrafik Steckverbinder Draufsicht localization graphic connectors top view
04.04.2003
Seis 001
2,5qmm
9:4
Kabine K30
4qmm
14:2
2x6qmm
Batteriespannung 30 3:1
6qmm
X1:6
6qmm Zündschloß "15/54" 15/54
3:1
6qmm
X1:23E X1:391/1 X1:21E X1:25E
1 K61 6E 5E
F89 F05 K11
V01 2:8 30A 30A
2 6A 5A 3:17
87
87 87a
X1:391/2 X1:21A
X1:25A
2x4qmm
1,5qmm
2x6qmm
2,5qmm
4qmm
6qmm
6qmm
X1:31E
X1:33E
X1:241 X1:242
0,075A
0,11A 1 86 RPM/BSZ F24 5:1 K11:87 5:1
5:7
057 665 63
R10
1 220_O
K61 X1:298
F00 250A
2 2,5qmm X1:32E X1:33E
2 85

X1:243
1x25qmm F122 F31
10A 20A
Anlassehauptleitung: 2x70qmm
B+ 3:2 D+
Ladeleitung 2x 10qmm oder 1x25qmm
6:1 X1:32A X1:33A
Reserve
X1:81 1 for reserve
X1:259
+ E21
9:13
8:10
X1:202
G01 2
11 21 31 41 51 61
− S01
max. 10A
Batterie X17.1:21
0,075A
battery
5A
12 22 32 42 52 62
B+ D+
+ 86 E20 1 2 Not−Aus Schalter
28V/80A + X1:260 emergancy shut off
G03 G02 K62 XS
− 24V
−
85 30
B− W
K22 9:6
S30 3 X17.1:22 X2:N X2:J 87a 87 max 7A
W EMR
switch battery disconnect
4
X1:70 X1:256
31 31 3:1
2:10 13:9
04.04.2003
1 1 570 700 27
04.04.2003
2:15 30 30 13:1
2:11 15/54
6qmm
B+ X1:23E
2:5
16qmm
F13
1 30A
F48
100A X1:23A
2
6qmm
Zündstartschalter
16qmm 012 30 ignition switch
S00
Anlasserhauptleitung 2x70qmm
01
50a 15/54
4qmm
1,5qmm
5 X1:293
K14
X1:302
4:18
3
X1:8 X1:9
2x6qmm
30
K05
7:2
87 87a
X1:10 X1:11 X1:7
2,5qmm
X17.1:25
X1:371
X17.2:1
X17.2:2
0,2A
0,2A
86 86
1 1 30 50 2 K11 K32
R02 R02 M01
16A 16A M V47
2 2 85 85
− 1
X1:256 X1:70
2:20 31 31 4:1
2:17 14:6
Glühkerze 1 Glühkerze 2 Starter

glow plug 1 glow plug 2 starter
04.04.2003
1 1 570 700 27
Werner Starten, Heizflansch
04.04.2003
Seis starting unit, heating flange 003
2:19 EMR
Pedal 6:7
max 7A
F25
elektronisches Fußpdal 8:1
X1:237
X1:238
X1:236
S119 +5V
5V EMR
8:2
AGND
AGND EMR 8:2
Leerlauf aktiv
gn rt sw ge or vi Handgas 8:2
+24V
X10:C
X12:C
X10:B
X10:A
X12:A
X12:B
Nur bei Verzögerungspedal
oncy acc. to decelerator device
2
X3:15
2 3 1 6:2 K14
X3:3
6:2
X3:4 1
5:18
X1:231
Glühen 6:2 X1:71 X1:62

X1:235
X1:232
X1:233
X1:62
X38:5
X38:7
X38:4
X38:6
X38:2
X1:234
1 3 2
Motoröldruck
Fehler EMR
Temperatur
Handgas
0,5V−4,5V
nicht belegt
Glühen
AGND
Signal
not connected
+5V
X3:16
X3:17
X3:19
X3:18
X3:21
X3:6
X3:7
X3:9
X3:20
X3:2
X3:8
X3:15
X3:14
X3:3
X3:5
X5:3
X3:25
X3:23
X5:2
X3:22
X3:4
X3:24
A48 EMR II
X5:21
X5:22
X5:13
X5:11
X5:14
X5:15
X5:24
X5:25
X5:6
X5:9
X5:8
X5:4
X5:5
X5:7
X3:10
X3:11
X3:12
X3:13
X5:20
X5:12
X5:10
X5:17
X5:18
X5:19
X5:16
X5:23
X3:1
X5:1
AGND
AGND
AGND
AGND
AGND
STG−
STG+
+5V
+5V
CAN low
CAN high
Signal
Signal
Signal
Signal
Signal
Signal
Signal
Signal
Signal
X6:20
X6:21
X6:22
X6:12
X6:13
X6:10
X6:11
X6:14
X6:15
X6:17
X6:18
X6:19
X6:16
X6:23
X6:24
X6:25
X38:1
X38:3
X6:6
X6:2
X6:3
X6:7
X6:9
X6:8
X6:4
X6:5
X6:1
X1:299
X1:203
X1:208
X38:8
RF REF
X1:65
X1:64
X17.1:14 X17.1:15
RF−
1 2 3 1 2 1 2 7 2 6 1 1 2 3 1 2 1 2 2 1
RF MESS
X4:G
2
X4:H
X4:K
X4:B
X4:A
X4:L
Diagnosestecker EMR X1:204 Y137 Y02

diagnosis EMR 1
B88 B114 B130 5 B115 B113 B111 B126
X1:204 X1:209
3:20 31 31 5:1
max. Kabellänge von Batterie zum Steuergerät (Versorgungsleitung) max. 7m Querschnitt 1,5qmm 3:5
Motordrehzahlsensor 1 Ladeluftdruck Kraftstofftemperatur
sender engine rpm 1 charging air pressure fuel temperature
Motordrehzahlsensor 2 EMR Kühlmitteltempratur Mag.vent. Flammglühanlage

sender engine rpm 2 EMR coolant temperature solenoid valve glow plug system
EMR Motoröldruck EMR Stellglied Ladelufttemperatur

EMR engine oil pressure EMR commander charging air temperature
04.04.2003
1 1 570 700 27
04.04.2003
2:20 K11:87 K11:87 9:1
X1:29E
F24
15A
X1:29A
2:13 F24 F24 6:1
RPM/BSZ
2:11
X20:1
X1:294 X1:295 X1:298
Lieferumfang
delivery equipment
5 1 4 3 5 1 X1:243
1
H70
P00 + + 2
E02 P14 + E22 P02 + E03 P03 + E01 P01 + E46 P12 +
1 1 1 1 1 1
A44 Elektronik
H04
2 2 2 2 2 2
− G − G − G − − G − − S S
module 1
module 2
module 3
Modul 1
Modul 2
Modul 3
2
3 2 4 1 5 3 4
X20:3
X20:5
X20:6
X20:2
X20:4
X1:300 X1:303 X1:301 X1:296 X1:244
X1:291 X1:148 X1:292 X1:228 nicht belegt
not used
X1:269
X1:270
X17.1:10
X17.1:11
X1:168
X1:167
B124
1 2
B53 1 1
R04 R03
2 2
X1:299 W X1:229 X1:256 X3:4
2:8 4:16
31 31
4:20 6:1
Kühlmitteltemperatur Motordrehzahl Tankanzeige Geber Wasserabscheider
collant temperature trancducer, motor speed level gauge sender water separator

04.04.2003
1 1 570 700 27
Werner Instrumente
04.04.2003
Seis indicators 005
F24 F24
5:20 9:3
D+ D+ Abschmieren
2:9 6:7 11:2
Glühen ESX 1.GANG
4:16 9:15 30 30 9:7
Lüfter K133 K48 2.GANG 9:7
12:14
9:9 7:3
87 87a 87 87a
X1:125
X1:126
X1:124
X1:101 X1:104
X1:89 X1:84 X1:90 X1:91 X1:92 X1:123
br/sw
ws/vi
ws/bl
br/rt
ws/vi
br/or
sw
br
vi
rt
rt
br
vi
or X1:102 X1:105 or
1 2 0/3a 4 8 A15 A15 16 11 17 18 9
6 3 7 5 20 19 14 15 12 13 10
sw
bl
bl
gr
ws/gn
ws/gn
ws/gr
ws/br
ws/br
ws/gr
br/or
ws/rt
X1:115
X1:108 X1:116
X1:109 X1:117
X1:119
X1:118
X1:121
X1:120
X1:122
X1:106
X1:87 X1:88 X1:85 X1:86 Fehler
X1:392/2 V02 2 1 X1:392/1 X1:397/1 1 2 V07 X1:397/2
X0:18 X0:45
X1:110
Fehler
Steuerung
X1:394/2 V04 2 1 X1:394/1 X0:52 X0:50 X1:398/1 1 2 V08 X1:398/2
X1:111
Fehler
X1:393/2 V03 2 1 X1:393/1 X1:399/1 1 2 V09 X1:399/2
20s
X0:19 X0:13
X1:112
Fehler
X1:395/2 V05 2 1 X1:395/1 X1:400/1 1 2 V10 X1:400/2
X0:11 X0:10
X1:113
X1:114
Gaspedal
Pedal X1:401/1 1 2 V11 X1:401/2
4:16 X0:6 Fehler
D+
X1:403/1 1 2 V13 X1:403/2
ESX
X1:82 X1:83 X0:36 X0:51
X14:6 X1:210
D+ D+ 14:11
6:6
collant temperature
engine oil pressure
20s
20s
2min
Luftfilter rechts
air cleaner rh.
air cleaner lh.
Luftfilter links
Motoröldruck
coolant tank
power take−off gear
hydraulic oil temp.

hydraulic oil min.
Hydrauliköltemp.
Verteilergetriebe
Hydrauliköl min.
return flow filter
brake pressure
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
pressure. diff.
pressure. diff.
pressure. diff.
Rücklauffilter
pressure diff.
pressure diff.
Bremsdruck
X3:3
4:16
X3:15
4:16
X1:103
3 3 3 1 1 3 3 2 2 2 2 2 1 +
B55 B03 B116 B129 B24 B20 B25 B121 B122 B22 B21 B42 B05
B19
Q P P P Q P P
4 4 4 4 2 4 4 1 1 1 1 1 2 −
X14:8
X1:181
X1:182
X1:182
X1:191
X1:191
X1:181
X1:187
X1:183
X1:185
X1:186
X1:183
X1:184
X1:184
5:20 31 X1:205 31 7:1
nur BC 972 RB

04.04.2003
1 1 570 700 27
04.04.2003
DEC 1 8:4
X1:338 X1:262 S04:12 8:10
X1:335 2 1
X1:46/2 X1:46/1
X9:4 X9:1 FM6
1
R32 X1:42/1
1k
2
1
R33 1 R34 1 R35 1 FM2
2k
2 1k
2 3k3
2 2

switch, travel direction V0R 33 13 24 44 not used
S31 X1:336
34 14 23 43
X9:5 X9:6 X9:3 X9:2
X1:339
X1:340 X1:337
Richtung
AGND
8,5V
Ain
X1:412/1 X1:413/1
X0:1
X0:32
X0:23
X0:29
1 1 13 9
9:17 9:17
X0:22
X0:21
X0:46
X0:47
X0:48
X0:43
2 2 14 10
X1:412/2 X1:413/2
Rückwärts
Vorwärts
vorne Links
hinten Links
vorne rechts
hinten rechts
br nicht bei
X1:221 X1:223 X1:135 X1:157
V38 BC 672−772
not used for
rt BC 672−772
200 ... 600mA
200 ... 600mA
200 ... 600mA
200 ... 600mA

X1:149 X1:153 X1:131 X1:133 X1:155
86 86 H14
K05 K48 + 1 1 1 1 1 1 1 1
V34 Y17 V35 Y17 V32 Y16 V33 Y16 Y132 Y133 Y134 Y135
−
85 85 2 2 2 2 2 2 2 2
1,08A
1,08A
1,08A
1,08A
X1:70 X1:70 X1:188
X1:222 X1:224 X1:136 X1:158
X1:154 X1:132 X1:134 X1:156 31 8:1
6:20 31
stromlos = qmax
stromlos = qmax
04.04.2003
1 1 570 700 27
04.04.2003
4:17 F25 F25 9:1
X1:343 X1:261
31 X1:358
S01
2:17

Aktivierung Verzögerungspedal X1:357
32
enable decelerator pedal 7:19 S04:12

X1:262 X1:41/2 23
S02
12 123
S160 0 1 43 23 Bremsschalter 1 S02 Schalter Fahrstufen
S04 brake switch FM1 switch speed ranges
01
2 24
11 Komplett 872 701 02
44 24
X40:6
X40:2
X13:3
X1:41/1
X13:1
switch speed ranges

X13:2
Schalter Fahrstufen
Verzögerungspedal
DEC 1
7:19 decelerator pedal R20 R21 R22 R23
Fahrtverzögerungspedal
connection not applied
1 k_O 1 k_O 1 k_O 1 k_O
bl gr
Verbindung entfällt
decelerator pedal
KD1 KD2
acc.to option
bei Option
S161
ws
sw
ge
gn
or
vi
rt
X41:3 X39:C X40:3
X41:4 X39:B
X41:5 X39:A
X41:1 X40:4
X41:2 X40:5
X40:1
4:16 5V EMR
X41:11
X1:359
X42:5
X42:6
X41:6
X1:263
high=Bremse auf
S04:11
8:11
Fahrstufen
Bremse
Zusatzelektronik
AGND
A78
8,5V
additional electronic
X41:10
X41:12
X41:9
X42:1
X41:8
X42:2
X42:4
X0:1
X0:7
X0:23
X0:40
Handgas ESX Steuerung
4:16 X36:1
X0:61
AGND EMR
4:16
1 X0:62
R43
499 _O
2
K77
Bremse
5 k_O

8 7 S04:11
1./2. Fahrstufe
X36:2 S120
9:17 8:10

X1:170
1 X1:151
1,25A
1,25A
R44
499 _O
1 2 Y04 1 Y03 1
H81 X36:3 V31 V37
2 2 2
X1:234
X1:152 X1:192 31 9:1
7:20 31
Meldeleuchte Verzögerungsfunktion Magnetventil Bremse Stufenumschaltung

indicator light decelerator device solenoid valve brake Speed range selection
stromlos = Brmse zu
Handgas
strom = Bremse auf
hand throttle
Nur für Option Verzögerungspedal
only acc. to option decelerator device
04.04.2003
1 1 570 700 27
Werner Fahrstufen, Bremse, Verzögerungspedal
04.04.2003
Seis speed ranges, brakes, decelerator device 1 008
K11:87 K11:87 11:1
5:20
X1:35E
F25
10A
X1:35A
F25 F25 10:1
8:20
2:19 30/54S 2,5qmm 6:6 ESX
2:19 30/56−60S 4qmm
X1:26E
X1:206 F24
6:20 X1:27E F84
10A
F67
30A X1:26A
30
K90
Elektronik
2,5qmm
X1:27A
X1:257 9:4
X1:66
X1:67
X14:3
X2:G
X2:H
87 87a
5x0,75qmm
X2:U
21
Leistung
X16:1 S01
X1:349
X1:349
X1:349
2:17
22
X14:1
max. 25mA
X1:258 X1:404/2 X1:405/2
+UE/Dios
+UB/Dios
+UB/Dios
1x0,75qmm
X1:207
Drehzahl
CAN2−
CAN2+
RxD
TxD
X16:3 + + + + + +
2 2
V14 V15
X0/1:10
X0/1:3
X0/1:9
1 1
X0:16
X0:56
X0:57
X0:59
X0:60
X0:33
X0:53
3/rt
X0:5
X0:58
X0:28
X0:54
X0:4
1/ge
B92 ESX Steuerung X1:404/1 X1:405/1 ESX Dios Modul
X0:24
X0:25
X0:44
X0/1:11
X0:2
X0:3
X0/1:4
2/sw
1. Gang 2. Gang Summer
X16:2 6:19 1.GANG
GND/Dios
Gehäuse Dios Modul

Relais Override
Motorabstellung
2.GANG

6:19
X1:402/1 X1:410/1 X1:411/1 1
V42
1 1 1 2
V12 V21 V22
X14:2 2 2 2 KLIMA
X1:402/2 X1:410/2 X1:411/2
X35:1
K90 86 K22 86 86 + 86 86
X1:185
X1:186
X1:184
K77/1 K77
H07
0,7A
K133 −
X1:204
0,075
0,075
85 85 85 X35:2 85 85
0,021A
0,021A
0,075
X1:70 X1:70 X1:70 X1:70 X1:70 X1:70 31 10:1

8:20 31
9:17 2:17 6:10
10:4 8:11
10:4 7:6
Drehzahlaufnehmer Dieslmotor Lampentest Warnsummer
sender, rpm engine warning buzzer 10:4 7:5
10:4
04.04.2003
1 1 570 700 27
Werner Versorgung Steuerung, Warnsummer, Override
04.04.2003
Seis supply controllers, warning buzzers, override 1 009
F25 X15:A
9:20
X1:349
BR/BN

1
Initiator Armlehne
2 preassembling steering 2 4 10−15 only acc. to shovel X15:B
SW/BK
Joy−Stick
BL/BU
weehl 2
joy−stick 3 2 5 4 7 6 1 3 2 5 4 6 7 1 14 13 12 15 11 10 16 8 9 X1:363
X1:346
X1:345
X1:344
X1:347
X1:348
X1:343
X1:321
X1:325
X1:326
X1:324
X1:323
X1:322
X1:330
X1:329
X1:328
X1:331
X1:332
X1:327
X1:352
X1:351
X1:350
X1:353
X1:354
X1:334
X1:333
X2:V
X2:A X2:B
X1:63
X1:61
X1:44/2 X1:45/2 X1:47/2 + P18 − X1:68
CAN Bus LED display

CAN bus LED display
X1:43/2 2 2 X1:69
2
FM4 2 FM5 FM7
1 FM3 1 1
1 057 664 08
X1:43/1 X1:45/1 X1:47/1 X15:C
X1:44/1
AGND F1 F2
lenken
8,5V
CAN+
schließen
Schwim.
senken
senken
heben/
lenken
AGND
heben
öffnen
Lehne
rechts
auf/zu
CAN−
8,5V
links
rechts
links
X0/1:1
X0/1:2
X0:15
X0:31
X0:17
X0:1
X0:12
X0:14
X0:41
X0:39
X0:30
X0:35
X0:37
X0:9
X0:38
X0:23
X0:27
X0:26
X0:8
X0:34
X0:64
X0:49
X0:20
X0:42
X0:63
X0:65
X0:66
X0:67
X0:68
X0:55
X0/1:5
X0/1:6
20 9:15 19 2 R36 1
X1:406/2
Gehäuse
−
heben
Schwimmst.
senken
housing
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
lenken li
lenken re.
schließen/Dios
öffnen/Dios
K77/1 47_O 390 mA
14 9:15 13 2 R38 1
X1:407/2
K77/1 47_O 390 mA
9:15 R40
X1:408/2
10 9 2 1
X1:409/2
K77/1 47_O 390 mA

X1:141 X1:143 X1:364
9:15 R42 X1:137 X1:139
8 7 2 1 X1:159 X1:161 X1:163 X1:165
K77/1 47_O 390 mA Y92 1 Y93 1 Y108 1 Y109 1 Y102 1 Y102 1 Y111 1 Y110 1
2 2 2 2
1,08A
1,08A
X1:189
X1:181
X1:182
X1:183
X1:187
X1:188
2 2
V19
V16
V17
V18
2 2 2 2 2 2
1 1 1 1
X1:160 X1:162 X1:164 X1:166 X1:138 X1:140 X1:142 X1:144
31 31 11:1
9:20
X1:409/1
X1:406/1
X1:407/1
X1:408/1

steering left
Schild heben
04.04.2003
1 1 570 700 27
Werner Lenkung und Arbeitshydraulik
04.04.2003
9:20 K11:87 K11:87 13:1
Abschmieren
6:19
X1:30E X1:34E X1:31E
F16 F23 F29

10A 15A 15A
X1:172
X1:30A X1:34A X1:31A
X1:171
3A
X34:4 1 2 X1:341 X1:245
LA 15
K13 86 30 S25 23
M08 K13
M 11:10
central lubrication system 85 87 87a 24
Z 31 X1:246
X33:1
X33:2
X34:3 5 X1:355
X11:1 X21:1
7,5A
+ sw
M10 R06
M
X1:173
X1:174
ge
−
2,5A
X1:356

X1:248 Im Lenkjoystick
in steering joystick
23 8 S29 23
S27 K13:87 ge
14:19 R06
S03 Signalhörner Kabine
Taster Schmieranlage 9 24 br
switch, lubrication system 24 Taster Signalhorn
B52
push buttonwarning horn
X1:272
X1:364
2 X11:2 X21:2
V46
X1:256
X1:342
10:20 31 31 13:1
11:11
Initiator Schmierkolben Sitz mit Kompressor und Schalter Sitzheizung

proximity switch lubrication piston drivers seat with compressor and switch heating, drivers seat
04.04.2003
1 1 570 700 27
Werner Hupe, Schmieranlage, Sitzverstellung und −heizung
04.04.2003
Seis horn, lubrication systhem, seat hight adjustment / heating 011
K32:30 K32:87
14:2 14:3
F41:4
14:8
F40 G F90 F F02 F
Box 2 Box 2 Box 1
10A
7 5A
6 10A
6
X1:374
X1:265
2,5 qmm
123 13 31 42 24
1 2 3 12 11 13 14 16
Stufenschalter Frischluft
switch, fresh air
S44
5 7 11 3 1 10 14 32 41 23
Regel aus = 0,2A S28 X1:266 X1:267 X1:268

E30 Kleine Stufe = 0,3A
große Stufe = 1A 1 1
R26 R27
22 Ohm
10 Ohm
Power Stufe = 1,7A
Heizung Anlaufstrom beim Start = 4,2A
Heating
Schaltuhr Heizung 2 6 8 9 4 12 2 2
heater timer Lüfter
6:6
X1:373
10 9 5 6 8 7 4 15
X1:377
X8:1
15/54
2,5 qmm
87a
30
X1:375
in
X1:226
A53 n
1
max. 0,75A
Y14
2 20s; rpm lower 1300 1/min
X1:227 8s; n=0 1/min
8s; rpm=0 1/min S +
X1:376
M17 M
−
15/54
X8:2
−
K31
14:1
Kraftstoffpumpe Überwachung Lüfter Frischluft Lüfter
fuel pump heating unit monitoring blower blower fresh air
04.04.2003
1 1 570 700 27
04.04.2003
3:20 30
K11:87 Batteriepotential
11:20 Zündung
9:6 F24
X1:36E
X1:28E X1:22E
10A
B29 B118 F50
F123 F94 15A
X1:36A

X1:20A
X1:28A X1:22A
30 + − + −
K62
2:10 nicht belegt
87 87a not used X1:253 X1:383
X23:1
X24:1
X1:381
X23:2
X24:2
Bel.
X1:251 X1:249
15/54
Absicherung und Verkabelung nach Angabe X25:2 X25:1
D+
X26:13
X26:12
X26:14
supply for protected ventilation system
X26:6
X26:7
ge rt
X26:1
X27:1
X26:3
X27:3
X26:5
X27:2
X26:4
X27:4
Lüftermodul
X26:10
X26:11
X26:2
X26:9
X26:8
− M+ M−
br gn sw
X25:3
X1:247
31
−
+
Kupplung
Ventil
X1:129
1
X1:252 2
optional
X1:130 E37 +
optional X1:127 2
X1:146
X7:6 X18:1 VD V36
1
4 Druckschalter −
pressure switch
B75 P
LP 3 HP
X19:1 X1:414/2
X7:5 X18:2
Y138 1 2 X1:147
X1:201
V26 X14:4 X17:1
0,42A
2 1
X1:414/1 2 1
X19:2
X1: V48 Y15
1 2
1,75A
X1:272 X1:128 X1:382
X1:205 X14:5 X17:2
11:20 31 31 14:1
Magnetventil Heizen Magnetkupplung Verdampferlüfter

solenid valve heating magnetic clutch blower evaporator
04.04.2003
1 1 570 700 27
04.04.2003
K30 K13:87
2:19 2x6qmm
11:12
X1:2 X1:1
2x6qmm
12:9 K32:30
30
K32
3:18
87
K32:87
12:19
H A B X1:372 X1:372
F49 F27 F28
10A
10A 10A
15A 20A 10A 10A 15A 15A 10A 10A
F41:4
12:9 + 123 3 2 1 012 7 2
F126 S22
01
S53 1 S16 1 2 S45 1 S38 1 S137 1 S26 1 2A
− S128 1
voltage transformer
Spannungswandler
01
S20 5 1 8 5 S21 5 4
ws
5 3 4 5 5 5 5 Kamera 5
camera
X1:72
X1:145 15 J S 86
Rundumkennleuchte
P32
D+
1,5A
Impulsgeber
A57 Interval
2,5A
rotary beacon
+24 +12
X1:378
E56 4 31 31b
24V E16 1 E23 1 E25 1 E29 1 1 1
B11
2,9A
2,9A
2,9A
0,6A
2,9A
12V
U01 − 2 2 2 2 E32 2 sw 2
A12 15 53a 31b 53
2,5A
31b
53a
+ B51
53
+ E17 1 P15 3 R77 R77 R77 R77 + +
− − E24 1 E26 1 E29 1 + E57 1 1
V 1 1 1 1
2,9A
M04 M M06 M M05 M M07 M B28

2,9A
2,9A
0,6A
2,9A
B51 31
X1:150
2 2 2 2 − 2,9A
2 2 2 2 2 2
1,7A
1,7A
1,7A
1,7A
7,9A
2,5A
3,3A
2,5A
radio monitor
K31
2x6qmm

X1:189
X1:189
X1:3 X1:4
2,9A 2,9A
2 2
X1:190 X1:190
13:20 31 31
04.04.2003
1 1 570 700 27
04.04.2003

B08 010 19 Naeherungsinitiator Fahrhebel ’0’−Stell. Proximity switch, travel lever ’0’ pos. max. 1,08A
Seis
04.04.2003
Werner
04.04.2003

B111 004 15 Geber Ladelufttemperatur Sender, charging air temperature
B114 004 7 EMR Aufnehmer, Motordrehzahl 1 EMR Trancducer, engine speed 1
B115 004 13 Geber Ladeluftdruck Sender, charging air pressure
B126 004 17 EMR Temperaturgeber Kraftstoff EMR fuel temperature sender
B129 006 12 Druckschalter Verteilergetriebe pressure switch power take−off gear
component listing

Bauteilliste

E30 012 3 Heizgeraet Heating unit
ESX 010 8 Elektronisches Steuergeraet Electronic system, control unit max. 1,08A
ESX 010 18 Elektronisches Steuergeraet Electronic system, control unit 0,2A

1

10

570 700 27

F48 003 5 Sicherung Gluehanlage Fuse, glow plug system 100A
101
Seis
04.04.2003
Werner
04.04.2003



H81 008 5 Meldeleuchte Verzögerungsfunktion Indicator light, decelerator device

K14 004 18 Relais Vorgluehen Relay, glow plug system TYCOX

component listing
Bauteilliste


P18 010 16 Fehleranzeige Elektronik Fault indication, electrinic max. 1,08A
P32 014 12 Kamera Rückraumüberwachung Camera, back up monitoring
R02 003 3 Gluehkerze Glow plug max. 384W

2

R43 008 7 Widerstand Resistor 499Ohm
10


570 700 27

102

S28 012 8 Schalter Kabinenheizung Switch, cabin heating
S45 014 7 Schalter Kabineninnenleuchte Switch, cabin inside light
S70 010 10 Schalter Schubsschild Switch, dozer blade WAGO
Seis
04.04.2003
Werner
04.04.2003
S71 010 4 Schalter Lenkung Switch, steering max. 1,08A

S120 008 7 Schalter Motordrehzahl Switch, engine speed 5 kOhm
S160 008 4 Schalter Aktivierung Verzögerungspedal Switch, enable decelerator pedal
S161 008 6 Verzögerungspedal decelerator pedal

component listing

Bauteilliste

V38 007 2 Diode Diode FE5B KabeldiodeDiode

3

10

570 700 27

103

Seis
04.04.2003
Werner
04.04.2003

component listing

Bauteilliste

4

10

570 700 27

104

Seis
04.04.2003
Werner
04.04.2003

component listing

Bauteilliste

5

10

570 700 27

105

Seis
04.04.2003
Werner
04.04.2003

component listing

Bauteilliste

6

10

570 700 27

106

Seis
04.04.2003
Werner
04.04.2003

component listing

Bauteilliste

7

10

570 700 27

107

Seis
04.04.2003
Werner
04.04.2003

component listing

Bauteilliste

8

10

570 700 27

108

Seis
04.04.2003
Werner
04.04.2003

X8:1 012 3 Pumpenstecker Kabine connector pump cabin;
component listing

Bauteilliste

9

10

570 700 27

109

X36:1 008 7 Stecker Poti connector potentiometer
X38:1 004 18 Trennstelle EMR II conector EMR II
X39:A 008 7 Stecker Deceleratorpedal connector decelerator pedal
X39:B 008 6 Stecker Deceleratorpedal connector decelerator pedal
X39:C 008 6 Stecker Deceleratorpedal connector decelerator pedal
X40:1 008 8 Stecker Deceleratorpedal connector decelerator pedal
Seis
04.04.2003
Werner
04.04.2003

X41:1 008 7 Stecker 1 Anpaßplatine connector 1 decelerator circuit board
component listing
Bauteilliste
Y02 004 20 Magnetventil Flammgluehanlage Solenoid valve, glow plug system 18W
Y03 008 14 Magnetventil Fahrstufenumschaltung Solenoid valve, speed range selector
Y04 008 10 Magnetventil Bremse Solenoid valve, brake 1,25A
Y14 012 3 Kraftstoffpumpe Heizgeraet Fuel pump, heating unit
Y15 013 14 Magnetkupplung Klimakompressor Magnetic clutch, air conditioning compr. 1,75A
Y92 010 6 Magnetventil Lenkung vorne rechts Solenoid valve, steering, front rh. max. 1,1A
Y93 010 7 Magnetventil Lenkung vorne links Solenoid valve, steering, front lh. max. 1,1A
Y108 010 8 Magnetventil Schaufel Heben solenoid valve, lifting shovel max. 1,1A
Y109 010 9 Magnetventil Schaufel Senken solenoid valve, let down shovel max. 1,1A
Y110 010 19 Magnetventil Schaufel oeffnen solenoid valve, open shovel max. 1,1A
Y111 010 18 Magnetventil Schaufel Schließen solenoid valve, close shovel max. 1,1A
Y132 007 14 Magnetventil Radmotor vorn links Solenoid valve, wheel motor front lh. max. 0,6A
Y133 007 16 Magnetventil Radmotor vorn rechts Solenoid valve, wheel motor front rh. max. 0,6A
Y134 007 17 Magnetventil Radmotor hinten links Solenoid valve, wheel motor rear lh. max. 0,6A
Y135 007 19 Magnetventil Radmotor hinten rechts Solenoid valve, wheel motor rear rh. max. 0,6A
Y137 004 11 EMR Verstellung EMR adjustment
Y138 013 11 Magnetveentil Heizung Solenoid valve, heating unit 0,42A
10
10
570 700 27
110
404
402
408
394
400
403
405
406
407
409
414
392
398
393
395
396
397
399
412
401
410
413
415
391
411
K77 K77
H07
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
057 513 10
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
057 664 11 057 664 11
057 564 17
057 564 37
057 564 22 057 564 30
057 564 23
1x6qmm
1x6qmm
Seis
153 131 1x6qmm
Versorgung Kabine 1
Werner
154 132
04.04.2003
04.04.2003
156 134
K11

158 136
057 543 08

159 137
161 139
057 564 29
162 140 6
163 141
164 142 7
165 143
1x2,5qmm
1x4qmm
1x6qmm
1x6qmm
166 144 8
167 145
057 564 19
9
K05
168 146
057 564 35
057 564 36
169 147 10
170 148
171 149 11
15A
K22
172 150
30A
174 152
Zigarettenanzünder 1x1,5qmm F89 21
187 181
189 183 30A
190 184
20A
191 185
Klimaanlage 1x1,5qmm F34 24
192 186
K13
30A
207 202 10A
208 203
209 204 30A
K90
Leistung Steuerung 5x0,75qmm F67 27 1x4qmm

210 205
227 222 15A
228 223 Instrumente 1x1,5qmm F24 29
K48
10A
229 224
Schmieranlage 1x1,5qmm F16 30
230 225 15A
236 232 10A
K61
237 233 Steuerung EMR 1x1,5qmm F122 32

K11
238 234 20A

Kabinenlüfter 1x1,5qmm F31 33 1x2,5qmm
257 241 15A
K62
259 243 10A

260 244 Fahren und Bremse 1x1,5qmm F25 35
10A
261 245
Klimatronik Konvekta 1x1,5qmm F33 36
262 246
K133
263 247 45 41
264 248 45 41
e−box
265 249 46 42
266 250 46 42
Schaltkasten
267 251 47 43
057 543 12
268 252 47 43
057 564 21
269 253 48 44
1 2 1 2 1 2 1 2
1 2 1 2 1 2 1 2
270 254 48 44
057 564 38
271 255 61
272 256 62
057 500 57
300 291 63
301 292 64
302 292
293 65
057 564 25
66
303 294
67
057 564 24
304 295
68
305 296
057 268 42
69
306 297
70
307 298
71
308 299
72
343 321
057 565 36
84 81
344 322
82
057 565 39
85
345 323
86 83
346 324
347 325 91 87
348 326 92 88
93 89
349 327
94 90
350 328
057 564 26
351 329 104 101

352 330 105 102
353 331 106 103
057 565 38
354 332 115 107

057 565 40
355 333 116 108

356 334 117 109
357 335 118 110
358 336 119 111
359 337 119 111
360 338 120 112
361 339 121 113
122 114
057 565 37
362 340
diagnosis EMR
Diagnose EMR
363 341 125 123

X4:
364 342 126 124

375 371 129 127
376 372 130 128
057 565 35
377 373
378 374
LU Motor
383 381
384 382
1
2 R10 1
057 665 63
2 R42 1
47_O 220_O
LU Motor
2 R40 1 2 R27 1
47_O 10_O
057 665 61
1
X2:A−V
2 R38 1 2 R26 1
22_O
057 199 46
057 555 96
057 665 62
47_O
2 R36 1
47_O
2 2 2 2 2 2 2 2
data interface
P18
Datenschnittstelle
8 7 6
5 4 3 2 1
057 664 03
1 1 1 1 1 1 1 1
057 556 04 (Kappe/cap)
570 700 27
057 664 08
057 555 98
V48
V47
V46
V45
V44
V43
V42
V41
201
X4
X2
X17
X1
X15
X11
X35
X7 X21
X18
X13 X39
X23 X9
X26 X12 X40
X0
X19 X27 X10
X16 X42 X36
X20 X22 X41
X24 X8
X14 X3 X18
X16
X6 X17.1 X25
X5
X17.2
X33
X34
04.04.2003
1 1 570 700 27
04.04.2003
X18
X7
X8
X23
X11 X15 X13
X16 X41
X21
X4 X20 X42
X36
X2 X19 X15 X26 X9
X0
X27
X24
X3 X18 X22
X1
X5
X25 X12 X39
X35
X10 X40
X14
X34
X6 X17.1
X33
X17.2
X16
X17
04.04.2003
1 1 570 700 27
04.04.2003
Inhaltsverzeichnis: BC 672...1172 EB/RB/RS
table of contents: BC 672...1172 EB/RB/RS
003 570 700 28 Starten, Heizflansch starting unit, heating flange
008 570 700 28 Fahrstufen, Bremse, Verzögerungspedal speed ranges, brakes, decelerator device
009 570 700 28 Versorgung Steuerung, Warnsummer, Override supply controllers, warning buzzers, override
011 570 700 28 Hupe, Schmieranl., Tachograph, Sitzverst./ −heizung horn, lub. systhem, tachograph, seat hight adj. + heating
013 570 700 28 Schutzbelüftung, Klimatronik protected ventilation system, air conditioning
301 570 700 28 Lokalisierungsgrafik Steckverbinder Draufsicht localization graphic connectors top view
19.11.2003
Seis 001
2,5qmm
9:4
Kabine K30
4qmm
14:2
2x6qmm
Batteriespannung 30 3:1
6qmm
15/54 X1:6
6qmm Zündschloß "15/54" 3:1
6qmm
X1:23E X1:391/1 X1:21E X1:25E
1 K61 6E 5E
F89 F05 K11
V01 2:8 30A 30A
2 6A 5A 3:17
87
87 87a
X1:391/2 X1:21A
X1:25A
2x4qmm
1,5qmm
2x6qmm
2,5qmm
4qmm
6qmm
6qmm
X1:31E
X1:33E
X1:241 X1:242
0,075A
0,11A
X1:241
11:7
1 86 RPM/BSZ F24 K11:87 5:1
5:7 5:1
057 665 63
R10
1 220_O
K61 X1:298
F00 250A
2 2,5qmm X1:32E X1:33E
2 85

X1:243
1x25qmm F122 F31
10A 20A
Anlassehauptleitung: 2x70qmm
B+ 3:2 D+
Ladeleitung 2x 10qmm oder 1x25qmm
6:1 X1:32A X1:33A
Reserve
X1:81 1 for reserve
X1:259
+ E21
9:13
8:10
X1:202
G01 2
11 21 31 41 51 61
− S01
max. 10A
Batterie X17.1:21
0,075A
battery
5A
12 22 32 42 52 62
B+ D+
+ 86 E20 1 2 X1:260 Not−Aus Schalter
28V/80A + emergancy shut off
G03 G02 K62 XS
− 24V 30
−
85 K22 9:6
B− W
87a 87 max 7A
EMR
S30 3 X17.1:22 X2:N X2:J 4:2
W XS−
switch battery disconnect
4
X1:70 X1:256
31 31 3:1
2:10 13:9
20.10.2003
1 1 570 700 28
20.10.2003
2:15 30 30 13:1
2:11 15/54
6qmm
B+ X1:23E
2:5
16qmm
F13
1 30A
F48
100A X1:23A
2
6qmm
Zündstartschalter
16qmm 012 30 ignition switch
S00
Anlasserhauptleitung 2x70qmm
01
50a 15/54
4qmm
1,5qmm
5 X1:293
K14
X1:302
4:18
3
X1:8 X1:9
2x6qmm
30
K05
7:2
87 87a
X1:10 X1:11 X1:7
2,5qmm
X17.1:25
X1:371
X17.2:1
X17.2:2
0,2A
0,2A
86 86
1 1 30 50 2 K11 K32
R02 R02 M01
16A 16A M V47
2 2 85 85
− 1
X1:256 X1:70
2:20 31 31 4:1
2:17 14:6
Glühkerze 1 Glühkerze 2 Starter

glow plug 1 glow plug 2 starter
20.10.2003
1 1 570 700 28
Werner Starten, Heizflansch
20.10.2003
Seis starting unit, heating flange 003
2:19 EMR
Pedal 6:7
max 7A
F25
elektronisches Fußpdal 8:1
X1:237
X1:238
X1:236
Williams Codierung
S119 +5V
5V EMR
8:2
AGND
AGND EMR 8:2
Gaspedal aktiv
Leerlauf aktiv
sw rt ws or gn bl Handgas 8:2
+24V
X10:C
X12:C
X10:B
X10:A
X12:A
X12:B
Nur bei Verzögerungspedal
oncy acc. to decelerator device
2
X3:15
2 3 1 6:2 K14
X3:3
6:2
X3:4 1
5:18
X1:231
Glühen 6:2 X1:71 X1:62

X1:235
X1:232
X1:233
X38:5
X38:7
X38:4
X38:6
X38:2
X1:234
1 3 2
Motoröldruck
Fehler EMR
Temperatur
Handgas
0,5V−4,5V
nicht belegt
Glühen
AGND
Signal
not connected
+5V
X3:16
X3:17
X3:19
X3:18
X3:21
X3:6
X3:7
X3:9
X3:20
X3:2
X3:8
X1:37E
X3:15
X3:14
X3:3
X3:5
X5:3
X3:25
X3:23
X5:2
X3:22
X3:4
X3:24
1
F53
A48 EMR II 5A
2
X5:21
X5:22
X5:13
X5:11
X5:14
X5:15
X5:24
X5:25
X5:6
X5:4
X5:9
X5:8
X5:5
X5:7
X3:10
X3:11
X3:12
X3:13
X5:20
X5:12
X5:10
X5:17
X5:18
X5:19
X5:16
X5:23
X3:1
X5:1
X1:37:A
AGND
AGND
AGND
AGND
AGND
STG−
STG+
+5V
+5V
CAN low
CAN high
Signal
Signal
Signal
Signal
Signal
Signal
Signal
Sig. Temp.
Sig. Druck
X6:20
X6:21
X6:22
X6:12
X6:13
X6:10
X6:11
X6:14
X6:15
X6:17
X6:18
X6:19
X6:16
X38:1
X38:3
X6:6
X6:2
X6:3
X6:7
X6:9
X6:8
X6:5
X6:1
X1:299
X6:23
X6:24
X6:25
X6:4
X1:203
X1:208
X38:8
RF REF
X1:65
X1:64
X17.1:14 X17.1:15
RF−
1 2 3 1 2 1 2 7 2 6 1 1 4 3 2 1 2 2 1
RF MESS
X4:G
2
X4:H
X4:K
X4:B
X4:A
X4:L
Diagnosestecker EMR X1:204 Y137 B133 Y02

diagnosis EMR 1
B88 B114 B130 5 B113 B126
X1:204 X1:209
3:20 31 31 5:1
max. Kabellänge von Batterie zum Steuergerät (Versorgungsleitung) max. 7m Querschnitt 1,5qmm 3:5
Motordrehzahlsensor 1 Sensor Ladeluftdruck / Temperatur
sender engine rpm 1 sensor charging air pressure / temperature
Motordrehzahlsensor 2 EMR Kühlmitteltempratur Mag.vent. Flammglühanlage

sender engine rpm 2 EMR coolant temperature solenoid valve glow plug system
EMR Motoröldruck EMR Stellglied Kraftstofftemperatur

EMR engine oil pressure EMR commander fuel temperature
17.11.2003
1 1 570 700 28
17.11.2003
2:20 K11:87 K11:87 9:1
X1:29E
F24
15A
X1:29A
2:13 F24 F24 6:1
RPM/BSZ
2:11
X20:1
X1:294 X1:295 X1:298
Lieferumfang
delivery equipment
5 1 4 3 5 1 X1:243
1
H70
P00 + + 2
E02 P14 + E22 P02 + E03 P03 + E01 P01 + E46 P12 +
1 1 1 1 1 1
A44 Elektronik
H04
2 2 2 2 2 2
− G − G − G − − G − − S S
module 1
module 2
module 3
Modul 1
Modul 2
Modul 3
2 S118 23
3 2 4 1 5 3 4 24
X20:3
X20:5
X20:6
X20:2
X20:4
X1:300 X1:303 X1:301 X1:296 X1:244
X1:291 X1:148 X1:292 X1:228 nicht belegt
not used
X1:269
X1:270
X17.1:10
X17.1:11
X1:168
X1:167
B124
1 2
B53 1 1
R04 R03
2 2
X3:4
X1:299 4:16
W X1:229 X1:256 XS−
2:8 2:19
31 31
4:20 6:1
Kühlmitteltemperatur Motordrehzahl Tankanzeige Geber Wasserabscheider Taster Fehlerdiagnose
collant temperature trancducer, motor speed level gauge sender water separator diagnosis push button

20.10.2003
1 1 570 700 28
Werner Instrumente
20.10.2003
Seis indicators 005
F24 F24
5:20 9:3
D+ D+ Abschmieren
2:9 6:7 11:2
Glühen ESX 1.GANG
4:16 9:15 30 30 9:7
Lüfter K133 K48 2.GANG 9:7
12:14
9:9 7:3
87 87a 87 87a
X1:125
X1:126
X1:124
X1:101 X1:104
X1:89 X1:84 X1:90 X1:91 X1:92 X1:123
br/sw
ws/vi
ws/bl
br/rt
ws/vi
br/or
sw
br
vi
rt
rt
br
vi
or X1:102 X1:105 or
1 2 0/3a 4 8 A15 A15 16 11 17 18 9
6 3 7 5 20 19 14 15 12 13 10
sw
bl
bl
gr
ws/gn
ws/gn
ws/gr
ws/br
ws/br
ws/gr
br/or
ws/rt
X1:115
X1:108 X1:116
X1:109 X1:117
X1:119
X1:118
X1:121
X1:120
X1:122
X1:106
X1:87 X1:88 X1:85 X1:86 Fehler
X1:392/2 V02 2 1 X1:392/1 X1:397/1 1 2 V07 X1:397/2
X0:18 X0:45
X1:110
Fehler
Steuerung
X1:394/2 V04 2 1 X1:394/1 X0:52 X0:50 X1:398/1 1 2 V08 X1:398/2
X1:111
Fehler
X1:393/2 V03 2 1 X1:393/1 X1:399/1 1 2 V09 X1:399/2
20s
X0:19 X0:13
X1:112
Fehler
X1:395/2 V05 2 1 X1:395/1 X1:400/1 1 2 V10 X1:400/2
X0:11 X0:10
X1:113
X1:114
Gaspedal
Pedal X1:401/1 1 2 V11 X1:401/2
4:16 X0:6 Fehler
D+
X1:403/1 1 2 V13 X1:403/2
ESX
X1:82 X1:83 X0:36 X0:51
X14:6 X1:210
D+ D+ 14:11
6:6
collant temperature
engine oil pressure
20s
20s
2min
Luftfilter rechts
air cleaner rh.
air cleaner lh.
Luftfilter links
Motoröldruck
coolant tank
power take−off gear
hydraulic oil temp.

hydraulic oil min.
Hydrauliköltemp.
Verteilergetriebe
Hydrauliköl min.
return flow filter
brake pressure
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
Diff.−drucksch.
pressure. diff.
pressure. diff.
pressure. diff.
Rücklauffilter
pressure diff.
pressure diff.
Bremsdruck
X3:3
4:16
X3:15
4:16
X1:103
3 3 3 1 1 3 3 2 2 2 2 2 1 +
B55 B03 B116 B129 B24 B20 B25 B121 B122 B22 B21 B42 B05
B19
Q P P P Q P P
4 4 4 2 2 4 4 1 1 1 1 1 2 −
X14:8
X1:181
X1:182
X1:182
X1:191
X1:191
X1:181
X1:187
X1:183
X1:185
X1:186
X1:183
X1:184
X1:184
5:20 31 X1:205 31 7:1
nur BC 972 RB

20.10.2003
1 1 570 700 28
20.10.2003
DEC 1 8:4
X1:338 X1:262 S04:12 8:10
X1:335 2 1
X1:46/2 X1:46/1
X9:4 X9:1 FM6
1
R32 X1:42/1
1k
2
1
R33 1 R34 1 R35 1 FM2
2k
2 1k
2 3k3
2 2

switch, travel direction V0R 33 13 24 44 not used
S31 X1:336
34 14 23 43
X9:5 X9:6 X9:3 X9:2
X1:339
X1:340 X1:337
Richtung
AGND
8,5V
Ain
X1:412/1 X1:413/1
X0:1
X0:32
X0:23
X0:29
1 1 13 9
9:17 9:17
X0:22
X0:21
X0:46
X0:47
X0:48
X0:43
2 2 14 10
X1:412/2 X1:413/2
Rückwärts
Vorwärts
vorne Links
hinten Links
vorne rechts
hinten rechts
br nicht bei
X1:221 X1:223 X1:135 X1:157
V38 BC 672−772
not used for
rt BC 672−772
200 ... 600mA
200 ... 600mA
200 ... 600mA
200 ... 600mA

X1:149 X1:153 X1:131 X1:133 X1:155
86 86 H14
K05 K48 + 1 1 1 1 1 1 1 1
V34 Y17 V35 Y17 V32 Y16 V33 Y16 Y132 Y133 Y134 Y135
−
85 85 2 2 2 2 2 2 2 2
1,08A
1,08A
1,08A
1,08A
X1:70 X1:70 X1:188
X1:222 X1:224 X1:136 X1:158
X1:154 X1:132 X1:134 X1:156 31 8:1
6:20 31
stromlos = qmax
stromlos = qmax
20.10.2003
1 1 570 700 28
20.10.2003
4:17 F25 F25 9:1
X1:343 X1:261
31 X1:358
S01
2:17

Aktivierung Verzögerungspedal X1:357
32
enable decelerator pedal 7:19 S04:12

X1:262 X1:41/2 23
S02
12 123
S160 0 1 43 23 Bremsschalter 1 S02 Schalter Fahrstufen
S04 brake switch FM1 switch speed ranges
01
2 24
11 Komplett 872 701 02
44 24
X40:6
X40:2
X13:3
X1:41/1
X13:1
switch speed ranges

X13:2
Schalter Fahrstufen
Verzögerungspedal
DEC 1
7:19 decelerator pedal R20 R21 R22 R23
Fahrtverzögerungspedal
connection not applied
1 k_O 1 k_O 1 k_O 1 k_O
bl gr
Verbindung entfällt
decelerator pedal
KD1 KD2
acc.to option
bei Option
S161
ws
sw
ge
gn
or
vi
rt
X41:3 X39:C X40:3
X41:4 X39:B
X41:5 X39:A
X41:1 X40:4
X41:2 X40:5
X40:1
4:16 5V EMR
X41:11
X1:359
X42:5
X42:6
X41:6
X1:263
high=Bremse auf
S04:11
8:11
Fahrstufen
Bremse
Zusatzelektronik
AGND
A78
8,5V
additional electronic
X41:10
X41:12
X41:9
X42:1
X41:8
X42:2
X42:4
X0:1
X0:7
X0:23
X0:40
Handgas ESX Steuerung
4:16 X36:1
X0:61
AGND EMR
4:16
1 X0:62
R43
499 _O
2
K77
Bremse
5 k_O

8 7 S04:11
1./2. Fahrstufe
X36:2 S120
9:17 8:10

X1:170
1 X1:151
1,25A
1,25A
R44
499 _O
1 2 Y04 1 Y03 1
H81 X36:3 V31 V37
2 2 2
X1:234
X1:152 X1:192 31 9:1
7:20 31
Meldeleuchte Verzögerungsfunktion Magnetventil Bremse Stufenumschaltung

indicator light decelerator device solenoid valve brake Speed range selection
stromlos = Brmse zu
Handgas
strom = Bremse auf
hand throttle
Nur für Option Verzögerungspedal
only acc. to option decelerator device
20.10.2003
1 1 570 700 28
Werner Fahrstufen, Bremse, Verzögerungspedal
20.10.2003
Seis speed ranges, brakes, decelerator device 1 008
K11:87 K11:87 11:1
5:20
X1:35E
F25
10A
X1:35A
F25 F25 10:1
8:20
2:19 30/54S 2,5qmm 6:6 ESX
2:19 30/56−60S 4qmm
X1:26E
X1:206 F24
6:20 X1:27E F84
10A
F67
30A X1:26A
30
K90
Elektronik
2,5qmm
X1:27A
X1:257 9:4
X1:66
X1:67
X14:3
X2:G
X2:H
87 87a
5x0,75qmm
X2:U
21
Leistung
X16:1 S01
X1:349
X1:349
X1:349
2:17
22
X14:1
max. 25mA
X1:258 X1:404/2 X1:405/2
+UE/Dios
+UB/Dios
+UB/Dios
1x0,75qmm
X1:207
Drehzahl
CAN2−
CAN2+
RxD
TxD
X16:3 + + + + + +
2 2
V14 V15
X0/1:10
X0/1:3
X0/1:9
1 1
X0:16
X0:56
X0:57
X0:59
X0:60
X0:33
X0:53
3/rt
X0:5
X0:58
X0:28
X0:54
X0:4
1/ge
B92 ESX Steuerung X1:404/1 X1:405/1 ESX Dios Modul
X0:24
X0:25
X0:44
X0/1:11
X0:2
X0:3
X0/1:4
2/sw
1. Gang 2. Gang Summer
X16:2 6:19 1.GANG
GND/Dios
Gehäuse Dios Modul

Relais Override
Motorabstellung
2.GANG

6:19
X1:402/1 X1:410/1 X1:411/1 1
V42
1 1 1 2
V12 V21 V22
X14:2 2 2 2 KLIMA
X1:402/2 X1:410/2 X1:411/2
X35:1
K90 86 K22 86 86 + 86 86
X1:185
X1:186
X1:184
K77/1 K77
H07
0,7A
K133 −
X1:204
0,075
0,075
85 85 85 X35:2 85 85
0,021A
0,021A
0,075
X1:70 X1:70 X1:70 X1:70 X1:70 X1:70 31 10:1

8:20 31
9:17 2:17 6:10
10:4 8:11
10:4 7:6
Drehzahlaufnehmer Dieslmotor Lampentest Warnsummer
sender, rpm engine warning buzzer 10:4 7:5
10:4
20.10.2003
1 1 570 700 28
Werner Versorgung Steuerung, Warnsummer, Override
20.10.2003
Seis supply controllers, warning buzzers, override 1 009
F25 X15:A
9:20
X1:349
BR/BN

1
Initiator Armlehne
2 preassembling steering 2 4 10−15 only acc. to shovel X15:B
SW/BK
Joy−Stick
BL/BU
weehl 2
joy−stick 3 2 5 4 7 6 1 3 2 5 4 6 7 1 14 13 12 15 11 10 16 8 9 X1:363
X1:346
X1:345
X1:344
X1:347
X1:348
X1:343
X1:321
X1:325
X1:326
X1:324
X1:323
X1:322
X1:330
X1:329
X1:328
X1:331
X1:332
X1:327
X1:352
X1:351
X1:350
X1:353
X1:354
X1:334
X1:333
X2:V
X2:A X2:B
X1:63
X1:61
X1:44/2 X1:45/2 X1:47/2 + P18 − X1:68
CAN Bus LED display

CAN bus LED display
X1:43/2 2 2 X1:69
2
FM4 2 FM5 FM7
1 FM3 1 1
1 057 664 08
X1:43/1 X1:45/1 X1:47/1 X15:C
X1:44/1
AGND F1 F2
lenken
8,5V
CAN+
schließen
Schwim.
senken
senken
heben/
lenken
AGND
heben
öffnen
Lehne
rechts
auf/zu
CAN−
8,5V
links
rechts
links
X0/1:1
X0/1:2
X0:15
X0:31
X0:17
X0:1
X0:12
X0:14
X0:41
X0:39
X0:30
X0:35
X0:37
X0:9
X0:38
X0:23
X0:27
X0:26
X0:8
X0:34
X0:64
X0:49
X0:20
X0:42
X0:63
X0:65
X0:66
X0:67
X0:68
X0:55
X0/1:5
X0/1:6
9:15 2 R36 1
X1:406/2
20 19 Gehäuse
−
heben
Schwimmst.
senken
housing
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
0 ... 1000 mA
lenken li
lenken re.
schließen/Dios
öffnen/Dios
K77/1 47_O 390 mA
9:15 2 R38 1
X1:407/2
14 13
K77/1 47_O 390 mA
9:15 R40
X1:408/2
10 9 2 1
X1:409/2
K77/1 47_O 390 mA

X1:141 X1:143 X1:364
9:15 R42 X1:137 X1:139
8 7 2 1 X1:159 X1:161 X1:163 X1:165
K77/1 47_O 390 mA Y92 1 Y93 1 Y108 1 Y109 1 Y102 1 Y102 1 Y111 1 Y110 1
2 2 2 2
1,08A
1,08A
X1:189
X1:181
X1:182
X1:183
X1:187
X1:188
2 2
V19
V16
V17
V18
2 2 2 2 2 2
1 1 1 1
X1:160 X1:162 X1:164 X1:166 X1:138 X1:140 X1:142 X1:144
31 31 11:1
9:20
X1:409/1
X1:406/1
X1:407/1
X1:408/1

steering left
Schild heben
20.10.2003
1 1 570 700 28
Werner Lenkung und Arbeitshydraulik
20.10.2003
9:20 K11:87 K11:87 13:1
Abschmieren
6:19
X1:30E X1:34E X1:31E
F16 F23 F29

10A 15A 15A
X1:172
X1:30A X1:34A X1:31A
X1:171 3A X1:341 X1:245

X34:4 1 2 86 30 S25 23
K13
LA 15 K13
11:14
M08
87 87a 24
M 85
central lubrication system X1:246

Z 31 X1:355
X33:1
X33:2
X34:3 5
X11:1 X21:1
7,5A
+ sw
M10 R06
X1:173
X1:174
Versorgung über F89

M
X1:241 A1 A2 ge
2:13 K13:87 −
2,5A
14:19
proximity switch lubrication piston
X1:248 X28:1 X1:356

Signalhörner Kabine
A3
23 br
1 sw P09 Im Lenkjoystick
X28:3 in steering joystick
S27 B15 3
Initiator Schmierkolben
8 S29 23
2 ge
Taster Schmieranlage B3 R06
4 S03 V46
switch, lubrication system 24 X28:4
B52 bl 2 ws
9 24 br
4 6 1 Taster Signalhorn 1
X1:272 X28:2 push buttonwarning horn
A16 A5
7 8 9 2 X11:2 X21:2
B4 A6
X1:364 X1:256
X1:342
10:20 31 31 13:1
11:16
Sensor Radmotor HL Tachograph Sitz mit Kompressor und Schalter

sensor wheelmotor rear lh. tachograph drivers seat with compressor and switch
Tachomodul Sitzheizung
tacho controller heating, drivers seat
Option Tachograph
option tachograph
20.10.2003
1 1 570 700 28
Werner Hupe, Schmieranlage, Tachograph, Sitzverstellung und −heizung
20.10.2003
Seis horn, lubrication systhem, tachograph, seat hight adjustment / heating 011
K32:30 K32:87
14:2 14:3
F41:4
14:8
F40 G F90 F F02 F
Box 2 Box 2 Box 1
10A
7 5A
6 10A
6
X1:374
X1:265
2,5 qmm
123 13 31 42 24
1 2 3 12 11 13 14 16
Stufenschalter Frischluft
switch, fresh air
S44
5 7 11 3 1 10 14 32 41 23
Regel aus = 0,2A S28 X1:266 X1:267 X1:268

E30 Kleine Stufe = 0,3A
große Stufe = 1A 1 1
R26 R27
22 Ohm
10 Ohm
Power Stufe = 1,7A
Heizung Anlaufstrom beim Start = 4,2A
Heating
Schaltuhr Heizung 2 6 8 9 4 12 2 2
heater timer Lüfter
6:6
X1:373
10 9 5 6 8 7 4 15
X1:377
X8:1
15/54
2,5 qmm
87a
30
X1:375
in
X1:226
A53 n
1
max. 0,75A
Y14
2 20s; rpm lower 1300 1/min
X1:227 8s; n=0 1/min
8s; rpm=0 1/min S +
X1:376
M17 M
−
15/54
X8:2
−
K31
14:1
Kraftstoffpumpe Überwachung Lüfter Frischluft Lüfter
fuel pump heating unit monitoring blower blower fresh air
20.10.2003
1 1 570 700 28
20.10.2003
3:20 30
K11:87 Batteriepotential
11:20 Zündung
9:6 F24
X1:36E
X1:28E X1:22E
10A
B29 B118 F50
F123 F94 15A
X1:36A

X1:20A
X1:28A X1:22A
30 + − + −
K62
2:10 nicht belegt
87 87a not used X1:253 X1:383
X23:1
X24:1
X1:381
X23:2
X24:2
Bel.
X1:251 X1:249
15/54
Absicherung und Verkabelung nach Angabe X25:2 X25:1
D+
X26:13
X26:12
X26:14
supply for protected ventilation system
X26:6
X26:7
ge rt
X26:1
X27:1
X26:3
X27:3
X26:5
X27:2
X26:4
X27:4
Lüftermodul
X26:10
X26:11
X26:2
X26:9
X26:8
− M+ M−
br gn sw
X25:3
X1:247
31
−
+
Kupplung
Ventil
X1:129
1
X1:252 2
optional
X1:130 E37 +
optional X1:127 2
X1:146
X7:6 X18:1 VD V36
1
4 Druckschalter −
pressure switch
B75 P
LP 3 HP
X19:1 X1:414/2
X7:5 X18:2
Y138 1 2 X1:147
X1:201
V26 X14:4 X17:1
0,42A
2 1
X1:414/1 2 1
X19:2
X1: V48 Y15
1 2
1,75A
X1:272 X1:128 X1:382
X1:205 X14:5 X17:2
11:20 31 31 14:1
Magnetventil Heizen Magnetkupplung Verdampferlüfter

solenid valve heating magnetic clutch blower evaporator
20.10.2003
1 1 570 700 28
20.10.2003
K30 K13:87
2:19 2x6qmm
11:16
X1:2 X1:1
2x6qmm
12:9 K32:30
30
K32
3:18
87
K32:87
12:19
H A B X1:372 X1:372
F49 F27 F28
10A
10A 10A
15A 20A 10A 10A 15A 15A 10A 10A
F41:4
12:9 + 123 3 2 1 012 7 2
F126 S22
01
S53 1 S16 1 2 S45 1 S38 1 S137 1 S26 1 2A
− S128 1
voltage transformer
Spannungswandler
01
S20 5 1 8 5 S21 5 4
ws
5 3 4 5 5 5 5 Kamera 5
camera
X1:72
X1:145 15 J S 86
Rundumkennleuchte
P32
D+
1,5A
Impulsgeber
A57 Interval
2,5A
rotary beacon
+24 +12
X1:378
E56 4 31 31b
24V E16 1 E23 1 E25 1 E29 1 1 1
B11
2,9A
2,9A
2,9A
0,6A
2,9A
12V
U01 − 2 2 2 2 E32 2 sw 2
A12 15 53a 31b 53
2,5A
31b
53a
+ B51
53
+ E17 1 P15 3 R77 R77 R77 R77 + +
− − E24 1 E26 1 E29 1 + E57 1 1
V 1 1 1 1
2,9A
M04 M M06 M M05 M M07 M B28

2,9A
2,9A
0,6A
2,9A
B51 31
X1:150
2 2 2 2 − 2,9A
2 2 2 2 2 2
1,7A
1,7A
1,7A
1,7A
7,9A
2,5A
3,3A
2,5A
radio monitor
K31
2x6qmm

X1:189
X1:189
X1:3 X1:4
2,9A 2,9A
2 2
X1:190 X1:190
13:20 31 31
20.10.2003
1 1 570 700 28
20.10.2003
A16 011 9 Elektronik Tachograph Electronic system, tachograph

Seis
20.11.2003
Werner
20.11.2003
B08 010 19 Naeherungsinitiator Fahrhebel ’0’−Stell. Proximity switch, travel lever ’0’ pos. max. 1,08A
B15 011 6 Aufnehmer Geschwindigkeit Transducer, speed
B126 004 16 EMR Temperaturgeber Kraftstoff EMR fuel temperature sender
B129 006 12 Druckschalter Verteilergetriebe pressure switch power take−off gear
component listing

Bauteilliste
B133 004 14 Sensor Ladeluftdruck / −temperatur senor charging air prssure / temperature

E30 012 3 Heizgeraet Heating unit
ESX 010 8 Elektronisches Steuergeraet Electronic system, control unit max. 1,08A
ESX 010 18 Elektronisches Steuergeraet Electronic system, control unit 0,2A

1

10
570 700 28

F48 003 5 Sicherung Gluehanlage Fuse, glow plug system 100A
F53 004 20 Sicherung Magnetventil Kraftstoff Fuse, solenoid valve fuel 5A
101
Seis
20.11.2003
Werner
20.11.2003



H81 008 5 Meldeleuchte Verzögerungsfunktion Indicator light, decelerator device

K14 004 18 Relais Vorgluehen Relay, glow plug system TYCOX
component listing

Bauteilliste


P09 011 11 Frequenz− und Geschwindigkeitsanzeige Frequency− and Speedometer
P18 010 16 Fehleranzeige Elektronik Fault indication, electrinic max. 1,08A
P32 014 12 Kamera Rückraumüberwachung Camera, back up monitoring

2

10

570 700 28

102

S28 012 8 Schalter Kabinenheizung Switch, cabin heating
Seis
20.11.2003
Werner
20.11.2003
S45 014 7 Schalter Kabineninnenleuchte Switch, cabin inside light

S70 010 10 Schalter Schubsschild Switch, dozer blade WAGO
S71 010 4 Schalter Lenkung Switch, steering max. 1,08A
S118 005 20 Schalter Fehlerdiagnose Switch, fault diagnosis
S120 008 7 Schalter Motordrehzahl Switch, engine speed 5 kOhm
S160 008 4 Schalter Aktivierung Verzögerungspedal Switch, enable decelerator pedal
S161 008 6 Verzögerungspedal decelerator pedal

component listing

Bauteilliste

V38 007 2 Diode Diode FE5B KabeldiodeDiode

3

10

570 700 28

103

Seis
20.11.2003
Werner
20.11.2003

component listing

Bauteilliste

4

10

570 700 28

104

Seis
20.11.2003
Werner
20.11.2003

component listing

Bauteilliste

5

10

570 700 28

105

Seis
20.11.2003
Werner
20.11.2003

component listing

Bauteilliste

6

10

570 700 28

106

Seis
20.11.2003
Werner
20.11.2003

component listing

Bauteilliste

X1:37:A 004 20 Sika − Klemme fuse terminal
7

10

570 700 28

107

Seis
20.11.2003
Werner
20.11.2003

component listing

Bauteilliste

8

10

570 700 28

108

Seis
20.11.2003
Werner
20.11.2003

component listing

Bauteilliste

9

10

570 700 28

X28:1 011 6 Stecker Radsensor connector wheel sensor
109

Seis
20.11.2003
Werner
20.11.2003

X39:A 008 7 Stecker Deceleratorpe connector decelerator pedal
X39:B 008 6 Stecker Deceleratorpe connector decelerator pedal
X39:C 008 6 Stecker Deceleratorpe connector decelerator pedal
X40:1 008 8 Stecker Deceleratorpe connector decelerator pedal
X40:5 008 8 Stecker Decelelratorp connector decelerator pedal
X41:1 008 7 Stecker 1 Anpaßplatin connector 1 decelerator circuit board
component listing

Bauteilliste

Y02 004 20 Solenoid valve, glow plug system Magnetventil Fahrstufenumschaltung 18W
Y03 008 14 Solenoid valve, speed range selector Magnetventil Bremse
Y04 008 10 Solenoid valve, brake Magnetventil Bremse 1,25A
Y14 012 3 Fuel pump, heating unit Magnetkupplung Klimakompressor
Y15 013 14 Magnetic clutch, air conditioning compr. Magnetventil Fahrtrichtung vorwaerts 1,75A
Y16 007 10 Solenoid valve, travel direction forw. Magnetventil Fahrtrichtung rueckwaerts 1,08A
Y16 007 12 Solenoid valve, travel direction forw. Magnetventil Fahrtrichtung rueckwaerts 1,08A
Y17 007 6 Solenoid valve, travel direction backw. Magnetventil Hundegang 1,08A
Y17 007 8 Solenoid valve, travel direction backw. Magnetventil Hundegang 1,08A
Y92 010 6 Solenoid valve, steering, front rh. Magnetventil Lenkung vorne links max. 1,1A
Y93 010 7 Solenoid valve, steering, front lh. Magnetventil Splittstreuer max. 1,1A
Y102 010 11 So.valve, floating position Magnetventil Stange max. 1,08A
Y102 010 12 So.valve, floating position Magnetventil Stange max. 1,08A
Y108 010 8 solenoid valve, lifting shovel Magnetventil Schaufel Senken max. 1,1A
Y109 010 9 solenoid valve, let down shovel Magnetventil Schaufel oeffnen max. 1,1A
Y110 010 19 solenoid valve, open shovel Magnetventil Schaufel Schließen max. 1,1A
Y111 010 18 solenoid valve, close shovel Magnetventil Lenkung (Y1) max. 1,1A
Y132 007 14 Solenoid valve, wheel motor front lh. Magnetventil Radmotor vorn rechts max. 0,6A
Y133 007 16 Solenoid valve, wheel motor front rh. Magnetventil Radmotor hinten links max. 0,6A
Y134 007 17 Solenoid valve, wheel motor rear lh. Magnetventil Radmotor hinten rechts max. 0,6A
Y135 007 19 Solenoid valve, wheel motor rear rh. Magnetventil Mengenverstellung max. 0,6A
Y137 004 12 EMR adjustment Magnetveentil Heizung
Y138 013 11 Solenoid valve, heating unit Magnetventil Minusangleichung 0,42A
10
10
570 700 28
110
404
402
408
394
400
403
405
406
407
409
414
392
398
393
395
396
397
399
412
401
410
413
415
391
411
K77 K77
H07
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
057 513 10
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
057 664 11 057 664 11
057 564 17
057 564 37
057 564 22 057 564 30
057 564 23
1x6qmm
1x6qmm
Seis
153 131 1x6qmm
Versorgung Kabine 1
Werner
154 132
20.11.2003
20.11.2003
156 134
K11

158 136
057 543 08

159 137
161 139
057 564 29
162 140 6
163 141
164 142 7
165 143
1x2,5qmm
1x4qmm
1x6qmm
1x6qmm
166 144 8
167 145
057 564 19
9
K05
168 146
057 564 35
057 564 36
169 147 10
170 148
171 149 11
15A
K22

173 151
Zigarettenanzünder + 30A
174 152 1x1,5qmm
Tachograph / BC 672 EB F89 21
187 181
189 183 30A
190 184
191 185
Reserve 24
192 186
K13
30A
207 202 10A
208 203
209 204 30A
K90
Leistung Steuerung 5x0,75qmm F67 27 1x4qmm

210 205
227 222 15A
Instrumente 1x1,5qmm F24 29
228 223
K48
Schmieranlage + 10A
229 224 1x1,5qmm
Tachograph / BC 672 EB F16 30
230 225 15A
236 232 10A
K61
Steuerung EMR 1x1,5qmm F122 32

237 233
K11
238 234 1x2,5qmm

Reserve 33
257 241 15A
K62
259 243 10A

Fahren und Bremse 1x1,5qmm F25 35
260 244
10A
262 246 5A
Kraftstoffventil Glühen
K133
263 247 1x1,5qmm F53 37

BC 672....1172
264 248
e−box
45 41
265 249
45 41
266 250
Schaltkasten
46 42
267 251
057 543 12
46 42
268 252
47 43
269 253
47 43
270 254
057 564 21
48 44
271 255
1 2 1 2 1 2 1 2
1 2 1 2 1 2 1 2
48 44
272 256
057 564 38
61
300 291
62
301 292
057 500 57
63
302 292
293
057 564 25
64
303 294 65
057 564 24
304 295 66
305 296 67
057 268 42
306 297 68
307 298 69
308 299 70
343 321 71
057 565 36
344 322 72
057 565 39
345 323 84 81
346 324 85 82
347 325 86 83
348 326
91 87
349 327 92 88
350 328 93 89
057 564 26
351 329 94 90
352 330
104 101
353 331
105 102
354 332
057 565 40
106 103
355 333
057 565 38
356 334 115 107

116 108
357 335
117 109
358 336
118 110
359 337
119 111
360 338
119 111
361 339
120 112
362 340
121 113
diagnosis EMR
Diagnose EMR
363 341
X4:
122 114
057 565 37
364 342
125 123
375 371
126 124
376 372
129 127
057 565 35
377 373
378 374 130 128
LU Motor
383 381
384 382
1
LU Motor
2 R10 1
057 665 63
2 R42 1
47_O 220_O
2 R40 1 2 R27 1
47_O 10_O
1
057 665 61
X2:A−V
057 199 46
057 555 96
2 R38 1 2 R26 1
22_O
057 665 62
47_O
2 R36 1 2 2 2 2 2 2 2 2
47_O
data interface
P18
Datenschnittstelle
8 7 6
5 4 3 2 1
057 664 03
1 1 1 1 1 1 1 1
057 556 04 (Kappe/cap)
570 700 28
057 664 08
057 555 98
V48
V47
V46
V45
V44
V43
V42
V41
201
X4
X2
X17
X1
X15
X11
X35
X7 X21
X18
X13 X39
X23 X9
X26 X12 X40
X0
X19 X27 X10
X16 X42 X36
X20 X22 X41
X24 X8
X14 X3 X18
X16
X6 X17.1 X25
X5
X17.2
X33
X34
20.10.2003
1 1 570 700 28
20.10.2003
X18
X7
X8
X23
X11 X15 X13
X16 X41
X21
X4 X20 X42
X36
X2 X19 X15 X26 X9
X0
X27
X24
X3 X18 X22
X1
X5
X25 X12 X39
X35
X10 X40
X14
X34
X6 X17.1
X33
X17.2
X16
X17
20.10.2003
1 1 570 700 28
20.10.2003

BC 672772 RBRS Service Traning

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BC 672772 RBRS Service Traning

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Service Training

008 099 46 Edition 12/2003

Electrics training see separate table of contents

Electric circuit diagram

The essential changes in comparison to their predecessors are:

• Steering joystick series, steering wheel omitted (as on BC 972)

1. Operating and maintenance instructions

• strong ROPS/FOPS according to SAE-standard

• wear-free service brake in form of four independent hydrostatic travel circuits

• disc brakes in planetary gears as parking and emergency brakes

BC 672 / 772 -B1-

every 4000 oper. hours

every 6000 oper. hours

BC 672 / 772 -B2-

every 4000 oper. hours

every 6000 oper. hours

BC 672 / 772 -B3-

every 4000 oper. hours

every 6000 oper. hours

BC 672 / 772 -B4-

every 4000 oper. hours

every 6000 oper. hours

** Also after repairs in the hydraulic system

BC 672 / 772 -B5-

BC 672 / 772 -B6-

BC 672 / 772 -B7-

BC 672 / 772 -B8-

BC 672 / 772 -B9-

BOMAG Central Service - Technical data and adjustment values

Product type: BC 672 RB

Steering and working pump:

Valve block working hydraulics:

Retrun flow filter: 80 micron

BOMAG Central Service - Technical data and adjustment values

Product type: BC 772 RB

Steering and working pump:

Valve block working hydraulics:

Retrun flow filter: 80 micron

BOMAG Central Service - Technical data and adjustment values

Product type: BC 772 RS

Steering and working pump:

Valve block working hydraulics:

Retrun flow filter: 80 micron

• long lifetime and

• low running costs

• low noise level,

• low exhaust emissions (EPA II) and

also make this engine the first choice.

Fig. 1 Deutz diesel engine

BC 972 / 1172 RB -C1-

BC 972 / 1172 RB -C2-

BC 972 / 1172 RB -C3-

14 Preheating plug (right)

BC 972 / 1172 RB -C4-

BC 972 / 1172 RB -C5-

Fig. 4: Fuel filter / water separator

The fuel pre-filter / wate rseparator consists mainly of:

• the centrifugal water separator

• and the filter element

BC 972 / 1172 RB -C6-

BC 972 / 1172 RB -C7-

Draining of water/fuel / regeneration of the filter element:

• Close the drain valve.