Stering & Brake

Operating Instruction
4- Axle Safety Steering

and Braking System
Project: KONECRANES straddle carrier
Safety-
Steering-
Computer
Type: SLC 019 647 Version 0.02
Bössingerstraße 33
D-74243 Langenbeutingen
+49 (0) 7946 / 9194 - 0
FAX +49 (0) 7946 / 9194 - 130
http://www.mobil-elektronik.com
Operating Instructions page 2 of 150
4-Axle Steering System 30.07.2012
SLC 019 647 Ju
Table of Contents
Table of Contents.............................................................................................. 2
Table of Figures ................................................................................................ 6
History ............................................................................................................... 7
1 General Information ....................................................................................... 8

1.1 Signs and Symbols ....................................................................................................... 8
1.2 List of Abbreviations..................................................................................................... 8
1.3 Safety Instructions ........................................................................................................ 9
1.4 Vehicle Data ................................................................................................................. 10
1.5 Technical Data of the Steering ................................................................................... 11
1.6 Traction Drive .............................................................................................................. 13
1.7 Operational Brake ....................................................................................................... 13
1.8 Coming Home Function .............................................................................................. 14
1.9 Function "Error (Alarm) Reset".................................................................................. 14
1.10 Dual-Steering Mode................................................................................................... 14
1.11 Components of the Steering System....................................................................... 15
1.11.1 Safety Steering Computer SLC 019 647......................................................................................... 15
1.11.1.1 Dimensions ...................................................................................................................................................................16
1.11.1.2 Technical Data ..............................................................................................................................................................17
1.11.1.3 Installation.....................................................................................................................................................................20
1.11.1.4 Power Supply................................................................................................................................................................21
1.11.2 Electrical Installation Accessories EIZ 040 400 ............................................................................ 22

1.11.3 Steering Brake Force Simulator SLS 401 720 -1 ........................................................................... 23
1.11.3.1 Technical Data of the Steering Brake Force Simulators ............................................................................................24
1.11.3.2 Connector Pin Assignment ..........................................................................................................................................25
1.11.3.3 Mechanics of the SLS...................................................................................................................................................26
1.11.3.4 Setup of the SLS 401 720 -1 .........................................................................................................................................27
1.11.3.5 Adjustment of the Basic Steering Brake Force...........................................................................................................28
1.11.3.6 Operation of the Alignment Mode for the Basic Steering Brake Force .....................................................................28
1.11.4 Steering Brake Force Simulator SLS 406 525-11 .......................................................................... 30

1.11.4.1 Technical Data of the Steering Brake Force Simulator ..............................................................................................31
1.11.5 Safety Angle Transducers 530 466 – AA0BZ1 – 27 of the Steering Axles ................................. 32
1.11.5.1 Technical Data of the Angle Transducers ...................................................................................................................32
1.11.5.2 Connection and Installation Instructions ....................................................................................................................34
1.11.6 Proportional Hydraulic Unit PHY 604 224 for the Steering 8 wheel carrier................................ 35
1.11.7 Proportional Hydraulic Unit PHY 604 224-6 for the steering 6 wheel carrier............................. 36
1.11.8 Hydraulic unit PHY 604 251 for the Operational Brake ................................................................ 38
2 Commissioning the Steering System ......................................................... 39

OperatingInstruction_019647_V002.doc
SLC 019 647 Ju
2.1 Requirements for the Commissioning Process........................................................ 39

2.2 Switching on for the First Time.................................................................................. 39
2.3 Checking the Input Signals ........................................................................................ 40
2.4 CAN Bus....................................................................................................................... 40
2.4.1 CAN-bus Steering computer SLC 019 647 -1 .................................................................................. 40
2.4.2 CAN-bus Braking computer SLC 019 647 -2 ................................................................................... 40
2.4.3 Testing the CAN Bus ......................................................................................................................... 41
2.4.4 Configuration of the CAN-bus to the Vehicle PLC.......................................................................... 42
2.4.4.1 Message 1 SLC 019 647-1 to PLC ..................................................................................................................................42
2.4.4.4 Message 4 PLC to SLC 019 647-1 ..................................................................................................................................45
2.5 Programming the Parameters .................................................................................... 47

2.6 Commissioning the Steering Control Loops ............................................................ 48
2.6.1 Current Regulation of the Proportional Valve Magnets ................................................................. 48
2.6.2 Testing the Steering Control in Alignment Mode ........................................................................... 48
2.6.3 Setting the Controller Gain and Dead Band .................................................................................... 49
2.7 Aligning the Axles ....................................................................................................... 49
2.8 Selecting and Changing the Steering Program ........................................................ 50
2.9 Commissioning of the Steering Setpoint Generator ................................................ 51
2.9.1 Normal Mode of Operation of the Steering...................................................................................... 51
2.10 Flashing a New Software .......................................................................................... 52
2.10.1 Description........................................................................................................................................ 52
2.10.2 Operation .......................................................................................................................................... 52
2.10.2.1 Establishing a connection............................................................................................................................................52
2.10.2.2 Start communication ....................................................................................................................................................52
2.10.2.3 Delete All .......................................................................................................................................................................53
2.10.2.4 Program.........................................................................................................................................................................53
2.10.2.5 Software Reset..............................................................................................................................................................53
3 Operating the Steering System ................................................................... 54

3.1 General Operating Instructions.................................................................................. 54
3.2 Menu for Special Functions........................................................................................ 55
3.2.1 Password Input for Access level ...................................................................................................... 56
3.3 Change of Steering Program...................................................................................... 58
3.4 Normal Mode of Operation ......................................................................................... 59
3.5 Operating Data Display ............................................................................................... 60
3.5.1 Operating Data of the Steering computer SLC 019 647 -1 ............................................................. 60
3.5.1.1 Displayed values in the menu item "data display setpoint" ........................................................................................61
3.5.1.2 Displayed values in the menu item "data display axle value" .....................................................................................64
3.5.1.3 Displayed values in the menu item "data display pwm value" ....................................................................................65
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3.5.1.4 Displayed values in the menu item "data display adjustment value" .........................................................................66
3.5.1.5 Displayed values in the menu item "data display i/o- data".........................................................................................68
3.5.1.6 Displayed values in the menu item "data display working hours" ..............................................................................69
3.5.1.7 Displayed values in the menu item "data display CAN- data" .....................................................................................70
3.5.2 Operating Data of the Braking computer SLC 019 647 -2 .............................................................. 71
3.5.2.1 Displayed values in the menu item "data display brake setpoint" ..............................................................................71
3.5.2.2 Displayed values in the menu item "data display pwm value" ....................................................................................73
3.5.2.3 Displayed values in the menu item "‚data display adjustment value’ .........................................................................74
3.5.2.4 Displayed values in the menu item "data display i/o- data".........................................................................................75
3.5.2.5 Displayed values in the menu item "data display working hours" ..............................................................................75
3.5.2.6 Displayed values in the menu item "data display CAN- data" .....................................................................................76
4 Special Functions for Commissioning and Maintenance.......................... 77

4.1 Troubleshooting / Alarm Handling............................................................................. 77
4.1.1 List of Logic Alarms (L errors) of the Steering Computer SLC 019 647 -1 .................................. 78
4.1.2 List of Logic Alarms (L errors) of the Brake Computer SLC 019 647 -2 ....................................... 96
4.1.3 List of Hardware Alarms (U errors) ................................................................................................ 104
4.1.3.1 Alarms of the Switch-on Test....................................................................................................................................... 104
4.1.3.2 Alarms of the Cyclical Test .......................................................................................................................................... 105
4.1.4 Error (Alarm) Memory ...................................................................................................................... 108
4.1.4.1 Reading the Alarm Memory.......................................................................................................................................... 108
4.1.4.2 Clearing the Alarm Memory ......................................................................................................................................... 110
4.3 Aligning the Angle Transducers .............................................................................. 125

4.3.1 Alignment Process........................................................................................................................... 127
4.3.2 Steering Problems in Alignment Mode .......................................................................................... 131
4.3.2.1 The axle cannot be steered .......................................................................................................................................... 131
4.3.2.2 An axle other than the selected axle is steered .......................................................................................................... 131
4.3.2.3 Checking the axle polarities......................................................................................................................................... 132
4.4 Alignment of the Brake Pedal................................................................................... 133
5 Assignment of Inputs and Outputs........................................................... 134

5.1 Assignment of Inputs and Outputs of the SLC 019 647-1...................................... 134
5.1.1 Digital Inputs..................................................................................................................................... 134
5.1.1.1 DI 01 'Steering inverted’ Terminal 49................................................................................................................. 134
5.1.1.2 DI 02 'Steering inverted redundant’ Terminal 48 ................................................................................................ 134
5.1.1.3 DI 03 'Pressure switch 130 bar A1 /2 steering’ Terminal 47 ................................................................................ 134
5.1.1.4 DI 04 'Pressure switch 130 bar A3 /4 steering’ Terminal 46 ................................................................................ 134
5.1.1.5 DI 05 'Pressure switch 1 operating pressure braking circuit 2’ Terminal 45 ........................................................ 134
5.1.1.6 DI 06 'Pressure switch 2 operating pressure braking circuit 2' Terminal 44......................................................... 134
5.1.1.7 DI 08 'Monitoring fuse F101 / 3A’ Terminal 42.................................................................................................... 135
5.1.1.8 DI 09 'Brake pedal contact ‚Pedal active’ Terminal 105...................................................................................... 135
5.1.1.9 DI 10 'Brake pedal contact ‚Pedal kick-down’ Terminal 104 ............................................................................... 135
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5.1.1.10 DI 11 'SLS 406 520 selected’ Terminal 103....................................................................................................... 135

5.1.1.11 DI 12 'SLS 401 720 selected’ Terminal 102....................................................................................................... 135
5.1.1.12 DI 16 'Emergency Mode’ Terminal 98 .............................................................................................................. 135
5.1.1.13 DI 17 'D+ from alternator’ Terminal 154........................................................................................................... 135
5.1.2 Analogue Inputs ............................................................................................................................... 136

5.1.3 Incremental Inputs ........................................................................................................................... 137
5.1.4 Digital Outputs.................................................................................................................................. 138
5.1.4.1 DO 01 'No main error‘ Terminal 72 ....................................................................................................................... 138
5.1.4.2 DO 02 'Steering system ok‘ Terminal 71 .............................................................................................................. 138
5.1.4.3 DO 03 'Enable driving‘ Terminal 70 ...................................................................................................................... 138
5.1.4.4 DO 04 'Status Steering inverted‘ Terminal 69 ....................................................................................................... 138
5.1.4.5 DO 05 'Crab steering active‘ Terminal 68.............................................................................................................. 138
5.1.4.6 DO 07 'Emergency Mode not active‘ Terminal 66 .................................................................................................. 138
5.1.4.7 DO 08 'Lamp Braking force adjustment‘ Terminal 65............................................................................................ 138
5.1.4.8 DO 09 'Steering setpoint generator SLS 406 525 active‘ Terminal 64 ................................................................... 139
5.1.4.9 DO 10 ''Steering setpoint generator SLS 401 720 active' Terminal 63 .................................................................. 139
5.1.5 PWM Outputs.................................................................................................................................... 139
5.1.6 Analogue Outputs ............................................................................................................................ 140
5.1.6.1 AO 01 'Steering angle for the tilting protection‘ ......................................................................................................... 140
5.1.6.2 AO 02 'Steering brake force for the SLS 401 720‘....................................................................................................... 140
5.2 Assignment of Inputs and Outputs of the SLC 019 647-2...................................... 141
5.2.1 Digital Inputs..................................................................................................................................... 141
5.2.1.3 DI 03 'Brake pedal contact ‚Pedal active’ ’ Terminal 47....................................................................................... 141
5.2.1.4 DI 04 'Brake pedal contact ‚Pedal kick-down’ ’ Terminal 46 ............................................................................... 141
5.2.1.5 DI 08 'Monitoring fuse F101 / 3A‘ Terminal 42.................................................................................................... 141
5.2.1.6 DI 16 'Emergency Mode‘............................................................................................................................................... 141
5.2.2 Analogue Inputs ............................................................................................................................... 142
5.2.4 Digital Outputs.................................................................................................................................. 143
5.2.4.1 DO 01 'No main error‘ Terminal 72 ......................................................................................................................... 143
5.2.5 PWM Outputs.................................................................................................................................... 144
5.3 Checking Input and Output Signals......................................................................... 145
5.3.1 Digital Inputs..................................................................................................................................... 145
5.3.2 Analogue Inputs ............................................................................................................................... 146
5.3.4 Digital Outputs.................................................................................................................................. 146
5.3.5 PWM Outputs.................................................................................................................................... 147
5.3.7 Operating Data for the Hardware.................................................................................................... 148
5.3.8 Currents from the Digital Outputs .................................................................................................. 148
6 Data Logger DSE 055 300 -1 ...................................................................... 149

6.1 Alarm Codes .............................................................................................................. 149
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6.2 Duration of Logging .................................................................................................. 149

6.3 Logged Data............................................................................................................... 149
6.4 Assignment of Terminals.......................................................................................... 150
Table of Figures
Figure 1 - Dimensions of the SLC ........................................................................................................................ 16

Figure 2 – Using the WAGO terminals ................................................................................................................ 20
Figure 3 – Identification of the connectors......................................................................................................... 25
Figure 4 – Mechanical drawing of the SLS ......................................................................................................... 26
Figure 5 – Equivalent circuit diagram of the angle transducer ........................................................................ 34
Figure 6 – Hydraulic block PHY 604 224 for 8 Wheel carrier - dimension ....................................................... 35
Figure 7 – Hydraulic block PHY 604 224-6 for 6 Wheel carrier - dimension.................................................... 37
Figure 8 – Hydraulic unit for the operational brake ........................................................................................... 38
Figure 9 – Axle coordinates ............................................................................................................................... 115
Figure 10 – Steering program 'All-wheel' .......................................................................................................... 116
Figure 11 – Steering program 'Crab steering' .................................................................................................. 116
Figure 12 – Steering force characteristics........................................................................................................ 118
Figure 13 – connecting cable 343 550 for data logger..................................................................................... 150
SLC 019 647 Ju
History
Date 09.08.2012
Author A. Jung
File OperatingInstruction_019647_V002.doc
Version V0.01 new document.
V0.02 Update to software version V002 /Ju
Subject to technical modifications.
SLC 019 647 Ju
1 General Information
1.1 Signs and Symbols
This symbol indicates text positions which have to be observed absolutely. Non-observance
can cause damages and even injuries of persons!
This symbol indicates text positions which have to be observed particularly.
This symbol indicates text positions containing directions for installation, commissioning,
maintenance and operation of the system.
1.2 List of Abbreviations

AI Analogue Input
CAN Controller Area Network
DO Digital Output
DI Digital Input
EEA Electronic Input/Output Terminal
EIZ Electronic Installation Accessory
LED Light Emitting Diode
ME Mobil Elektronik GmbH
PWM Pulse Width Modulated
SLC Safety Steering Computer
SLS Safety Steering Force Simulator
+UB Power supply (battery voltage)
0V-GND Power ground
OperatingInstruction_019647_V002.doc 1 General Information

SLC 019 647 Ju
1.3 Safety Instructions

The system can only meet the complex safety requirements if all system components are used, installed and
employed in accordance with specification and the regulation set out by MOBIL ELEKTRONIK.
Directed use of the system:

• No modifications must be carried out to the system without permission of MOBIL ELEKTRONIK.
• The system must not be installed in other vehicle models than those approved by MOBIL ELEKTRONIK.
Modifications to the system and its components as well as installation of the system in other vehicle models without permission of MOBIL
ELEKTRONIK will invalidate the CE-sign and guarantees. Unauthorised tampering with the system will invalidate any warranties issued by
MOBIL ELEKTRONIK.
Handling of the system:

• The system must only be installed, commissioned and maintained by specialist personnel.
• Adequate protection must be provided for the electronic components whilst work is being carried out
on the vehicle (painting, welding, etc.). During welding operations in particular, the safety electronics
must be removed from the vehicle.
Improper handling of the system and its components will invalidate any warranties issued by MOBIL ELEKTRONIK.
Safety strategy:
The electronics described in this document is safe against 1 failure according to the requirements of DIN V
19250 category 4 or PrEN 954-1 category 3. On the occurrence of a failure the electronics switches to its safe
state which is defined as digital outputs 1 - 6 OFF.
The vehicle manufacturer has to guarantee for the operational safety of the vehicle and the safety of the
persons working with the vehicle by appropriate measures.
MOBIL ELEKTRONIK cannot be held responsible for changes without notification. In no case MOBIL
ELEKTRONIK will be reliable for direct and indirect or consequential damage resulting from any errors or
omissions in this document.

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1.4 Vehicle Data

The vehicle is equipped with 4 steerable axle groups. Each axle group consists of two wheels.
Definitions:
wheel 1.1 2.4 m wheel 1.2 wheel 2.1 wheel 2.2
axle group 1 axle group 2
front rear
4.45 m
(<==forward) (backward ==>)
axle group 3 axle group 4
wheel 3.1 wheel 3.2 wheel 4.1 wheel 4.2
corner wheel distance 7.7 m
The wheel base of the single axles (wheel 1 and wheel 2) is approx. 2.4 m.
Within one axle group, the axle that is in front of the other when driving forwards has the index .1
(example: Axle group 1 consists of wheels 1.1 and 1.2).
The distance between the axle groups (1 / 2 vs. 3 / 4) is approx. 5.30 m.
The wheel distance is 4.45m.
The cabine is modularly designed and can be mounted at either one of the following positions:
- Front left (standard)
- Front right
- Front left at the side
The cabin is equipped with a turnable seat (0° - 90° - 180°). The main seat position is 90°.
The signals for inverting the rotational direction are supplied redundantly by the central electronics
(safety-oriented, 2 DIs).
The maximum vehicle speed is 30 km/h.
The on-board voltage supply is 24 Volt DC.
The total weight of the vehicle including the load is approx. 125 tons.
The tyre (480/95 R25) width is approx. 480 mm.
For regulating the pump pressure a digital input is supplied by the spreader function.
For the tilt protection the actual steering angle is output to the vehicle PLC both via analogue output and via
CAN message.
For cooling the hydraulic oil a separate hydraulic pump is installed in the vehicle.
Both as pressure filters and as runback filters 10Lm types are planned.

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1.5 Technical Data of the Steering

The maximum steering angles of the wheels are the following:
Axle group number left-hand bedstop / ° right-hand bedstop /
°
1 25,44 44,8
2 44,8 25,44
3 44,8 25,44
4 25,44 44,8
The "all-wheel" steering program is defined as the standard steering program.
For measuring the actual angles of the steerable wheels, safety angle transducers with steel (VA)
housing, 5m wiring kit, and steel (VA) lever are used.
It is mechanically coupled by a coupling rod (200mm).
The operating range of the angle transducer is 73.8°.
Die special steering program "Diagonal steering" is enabled by the central computer
through a CAN bus message. The safety steering computer confirms the activation
through another CAN bus message.
o In the lower vehicle speed range 0 ... 5 km/h..
o Without load.
o The maximum allowed steering angle is 20° (parametrisable).
The desired steering speed is approx. 10 - 12°/sec.
A safety steering brake force simulator is used for steering setpoint generator.
Alternatively, a safety steering setpoint generator with a hand wheel (Ø 100 mm), which is
integrated in the armrest, is planned as an option. Both possibilities are provided for by the software.
The steering is supplied with hydraulic oil (approx. 70 liter/min) by an electrically pilotable variable
displacement pump (type A10 VO 85 ED72). The hydraulic pump does also supply the spreader function with
approx. 50 liter/min and the "lift" function with approx. 5 liter/min.
The pump design has to provide that with 0V at its control input (e.g. in case of a cable break) it delivers the
maximum pressure and the maximum oil volume.
The required 70 liter/min for the steering are ensured by a prioritizing valve.
The hydraulic pump is secured by a pressure limiting valve set to 180 bar.
Additionally to the nameplate, a label " constrad " will be attached to the hydraulic unit PHY 604 224, which
contains a 15 liter slider.
The following definitions apply to the hydraulic pressure supply for the pressure-driven variable displacement
pump:
o For steering and spreader function: 160 bar

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o In idle state (no steering or spreader function): 30 bar for the lift function (piloting pressure). The idle
state delay period is set to 10 sec. (parametrisable).
Simultaneous cylinders are used as actuators.
Two proportional hydraulic units consisting of two NG6 each are used for steering valves. The NG6 have
shock valves (200 bar) on their secondary side. For servicing, "Mini" measuring connectors are planned.
Each hydraulic unit (for steering) is equipped with a pressure switch (130 bar / falling).
If one of them falls, the driver is given an optical or acoustical signal.
If both sensors fall (< 130 bar), the traction drive is disabled and the vehicle is braked safely.
The vehicle speed signal is sent to the steering computer via CAN bus. A digital input "Vehicle moving"
(> 2km/h) is also supplied by the central computer for plausibility checking.
At a higher vehicle speed (>15 ...20 km/h) the rear axles are not steered as long as their angle would
be below 5°. This improves the driving dynamics significantly when driving straight ahead.
If a steering or operating system alarm occurs, both a DO signal and a CAN message are output to
the PLC, telling it to disable the traction drive. At the same time the vehicle is braked through the
redundant second braking circuit using 2 to 4 axle brakes
Simultaneous the vehicle through one of the redundant braking circuit (2 / 4 axes) are braked.

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1.6 Traction Drive

The traction drive operates through 4 wheels.
The traction drive will be realised by the manufacturer.
1.7 Operational Brake

The straddle carrier is limited up to 6 actively braked wheels.
The parking brake is purely hydraulical.
The operational brake consists of two braking circuits. Both the controller and the electrical power
supply are redundant. The hydraulic pressure (160 bar) is supplied by a pressure-controlled variable
displacement pump (Typ A10VO28DR) and by hydraulic accumulators. It is monitored by redundant
pressure sensors.
The operational brake system is monitored by a total number of 4 pressure switches (105 bar).
If the pressure at any of the pressure switches falls below 105 bar, the traction drive is disabled
and the driver is optically and acoustically alerted.
The braking setpoint generator (brake pedal) is equipped with two analogue potentiometers and two
switching contacts.
The second safety computer also communicates the braking setpoint to the vehicle PLC via CAN bus,
so the traction drive can also deploy its deceleration capability.
By changing the parametrisation, authorised people can change the starting point of the braking force
in the range 0 ... 50 %. This allows for an optimal adjustment of the decelerations of the operational
brake and of the traction drive.
Braking force
100% Braking force as function of brake pedal position
Example 2
PS 102
PS 131
= x%
of
PS 102
0% brake pedal
position
0% PS 101 PS 130 100%
= x% from
Pedal position from
PS 101 to 100%
Additionally to the internal handling of the braking setpoint for piloting the braking valves, the
braking setpoint is also normalised and signalised to the traction drive. By changing the parametrisation,
authorised people can also change the starting point of this braking force in the range 0 ... 50 %.
Also the brake pedal position for the full 100% braking force can be parametrised.

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1.8 Coming Home Function

The precondition for the "coming home function" is that the steering and braking valves be supplied with oil
pressure (from an internal or external source) and that the steering brake force simulator and the steering
computer and the braking computer be supplied with 24 VDC electrical power (from an internal or external
source).
The "coming home function" can only be activated through a key switch (1 digital input into each the
steering and the braking computer in parallel) in the event of switching on the power supply.
All failure monitoring of all components like pressure switches or CAN interruptions is disabled.
The digital output DO 03 "Enable traction drive" is activated.

The vehicle PLC has to limit the traction drive to a maximum of 5km/h.
The activation of the "coming home function" is signalised to the vehicle PLC via CAN bus message.
DO 07 "no emergency function".
Additionally, optical and acoustical signals have to be output into the driver's cabin.
If the "coming home function" is active, the steering computer and the braking computer will display:
"emergency mode selected" and
"no error monitoring activ"
1.9 Function "Error (Alarm) Reset"

In order to facilitate the handling of the vehicle for the driver, he or she can reset alarms (errors) of priority 3 after
their occurence or if memorised as active.
Preconditions for resetting (deleting) the alarms:
1. Standstill of the vehicle
2. The alarm (error) is not active any more.
3. The vehicle PLC sends a reset bit (in message 4 Byte 2 status bit 7, see 2.4.4.4) after accepting
an appropriate request keystroke.
1.10 Dual-Steering Mode

With the consens straddle carrier, the steering setpoint is generated either
1. by the steering brake force simulator SLS 401 720 or
2. by the "hand steering setpoint generator" SLS 406 525 inside the armrest.
The selection of one of the steering setpoint generators (steering wheel or "hand wheel") is set through two
digital inputs (hardware signals):
1. The "normal" steering wheel is selected through the DI 12 (high-side signal)
2. The "hand steering wheel" is selected through the DI 11 (high-side signal)
The activation of the steering setpoint generators within the "dual-steering mode" will only switch if the
vehicle is at standstill.
If a switching of the steering setpoint generator is accepted, this is signalised to the driver by a separate LED
or a lamp included in the key.
These outputs are also transmitted through CAN bus (DO 9 and DO 10). At start-up of the steering computer, the
steering stepoint generator is activated according to the digital inputs. If no steering setpoint generator is
selected, an alarm is issued and the traction drive is disabled.

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1.11 Components of the Steering System

The steering system requires the following components for complete functionality:
1.11.1 Safety Steering Computer SLC 019 647

The SLC is a complete unit connected to the wiring via two connector plugs. The design allows the SLC to be
disconnected from the wiring quickly and completely during commissioning and during servicing work.
The steering computer includes a user terminal (display and four keys), so commissioning, service, and diagnosis
work can be performed either using this terminal or using the PC service software (PCS) via a laptop computer.

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1.11.1.1 Dimensions
Figure 1 - Dimensions of the SLC

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1.11.1.2 Technical Data

Supply voltage +9,5 ... +34 VDC UMAX = +36 V (for 1 hour in safe state)
(nominal 24 VDC) internal monitoring of +UB
Voltage supply source: battery, DC/DC-converter,
power supply unit
Fusing FK1 fuses Computer core 3A
Safety outputs 10 A
Standard outputs 10 A
Sensor-supply 3A
These recommended fuses are included on the wiring PCB of the
installation accessory EIZ 040 400.
Current consumption Without external loads Approx. 0.5 A; plus max. 1.5 A for each digital output
plus max. 2.7 A for each PWM output
Maximum allowed 20 A
Computer core Microcontroller 16 bit, 64 MHz clock frequency
Program memory 512 kByte Flash memory (controller on-chip)
320 kByte Flash memory (controller on-chip, wait-state)
Data memory 4 kByte RAM (controller on-chip)
64 kByte XRAM (controller on-chip)
40 kByte EEPROM (external)
Output voltages 2 x Reference voltage UOUT = 5.00 V; accuracy ±0,2 %
5VREF1, 5VREF2 Short-circuit proof to +UB and LGND; with feedback
5VREF1: IOUT MAX = 15 mA
5VREF2: IOUT MAX = 80 mA; disengageable
Serial interfaces 2 x CANbus ISO/DIS11898; protocol 2.0B (11 or 29 Bit identifier);
CAN1-H; CAN1-L CANbus termination resistor on EIZ (refer to accessory)
CAN2-H; CAN2-L
Option: CAN2 electrically isolated
1 x RS232C Max 115200 Bd

RS232-RxD, RS232-TxD
Power-Down-Interrupt 1x Configurable for 12 V / 24 V applications

Trigger threshold 12 V: 9.3 V
Trigger threshold 24 V: 15.0 V
Time base 1x Real time clock, battery backed
Outputs
Safety outputs for 2 x max. 2.7 A Proportional power outputs, pulse width modulated
proportional valves SPWM.09, SPWM.10 (PWM); switched off redundantly; current control
available; with feedback and diagnostic capability
fPWM = 305 Hz; UEXT V 34 V
If the PWM fully use the current consumption capacity,
max. 60 % duty ratio ED-S3.
Alternative application:
2 x safety digital outputs max. 1.5 A; short-circuit-proof; with
diagnostic capability

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Outputs for 8 x PWM, max. 2.7 A Proportional power outputs, pulse width modulated
proportional valves PWM.01 … PWM.08 (PWM); current control available; with feedback and
fPWM = 305 Hz; UEXT V 34 V
If the PWM fully use the current consumption capacity,
max. 60 % duty ratio ED-S3.
8 x safety digital outputs max. 1.5 A; short-circuit-proof; with
Safety digital outputs 6 x max. 1.5 A High-side; switched off redundantly; with feedback
SDO.01 … SDO.06 short-circuit-proof; with diagnostic capability
UEXT V 34 V; IOUT TOTAL V 6 A
Digital outputs 10 x max. 1.5 A High-side; with feedback; short-circuit-proof; with
DO.07 … DO.16 diagnostic capability
UEXT V 34 V; IOUT TOTAL V 6 A
1 x low-side IOUT V 4 A; short-circuit-proof at +UB V 30 V
DO-LS.17
Remark:
A detected fault at DO.07 … DO.16 will switch off:
- all safety digital outputs SDO.01 … SDO.06
- all safety outputs for proportional valves (SPWM.09 and SPWM.10).
Safety analog outputs 2x With feedback

SAO.01, SAO.02
UOUT = 0 ... 10 V; I OUT MAX = 1 mA; fMAX 20 Hz
resolution 8 Bit (256 steps); accuracy 1 %
Note:
The maximum output voltage is not available at supply voltages
< 15 V.
Ratiometric outputs 4x PWM signal with push-pull output; short-circuit-proof
AO.03 … AO.06 UOUT = 1 V ... +UB-1 V; ROUT = 4,75 kX; UEXT V 34 V;
fPWM = 2 kHz
Inputs
Safety digital inputs 28 x +UB = active; read in redundantly
SDI.01 … SDI.24,
SDI.33 … SDI.36
RIN = 3.75 kX; UOFF V 3.8 V; UON Y 9.5 V; UIN MAX = 40 V
tRISE/FALL V 5 ms
Digital inputs with 2x Quick reacting digital input; +UB = active
interrupt capability DI.25, DI.26 RIN = 7.5 kX; UOFF V 3.9 V; UON Y 9.1 V; UIN MAX = 40 V
tON Y 10 Ls
Encoder inputs 2 x for 5 V / 24 V signals A/B or CLK/UD configuration; with diagnostic capability
INC.01(CLK/A), INC.01(UD/B), RIN = 5.4 kX; fMAX = 20 kHz; tON 10 Ls; UMAX = 40 V
INC.02(CLK/A),, INC.02(UD/B)
UOFF_24 2.0 V UON_24 7.0 V UHIST_24 = 0.9 V
UOFF_5 1.0 V UON_5 3.5 V UHIST_5 = 0.45 V
Alternative Application:
2 separate counter inputs or 2 digital inputs + UB = active
2x A/B or CLK/UD configuration; with diagnostic capability

INC.03(CLK/A), INC.03(UD/B), RIN = 5.6 kX; fMAX = 20 kHz; tON 10 Ls; UIN MAX = 40 V
INC.04(CLK/A), INC.04(UD/B)
UOFF = 1.5 V; UON = 4.5 V
4 x digital inputs; +UB = active; DI.37 … DI.40
Remark:
To meet SIL2, one signal of INC.01/INC.02 hast to be combined with INC.03/INC.04 logically.

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Safety analog inputs 8x UIN = 0 ... 5 V; read redundantly

SAI.01 … SAI.08 UIN MAX = 35 V; RIN 1 MX; resolution 12 bit
accuracy typ. ±2 mV; max. ±10 mV
Alternative application for SAI.03 … SAI.08: 6 digital inputs
RIN = 8.0 k2, switching threshold programmable in range 0 ... 12 V
Analog inputs 3x UIN = 0 ... 5 V; UIN MAX = 35 V; RIN 1 MX;

AI.09, AI.10, AI.11 resolution: 12 Bit
accuracy: typ. ±2 mV; max. ±10 mV;
Current inputs IIN = 0 … 20 mA; RIN = 242 2; accuracy 2 %
Analog current 2x Current measurement input connected to LGND for

measurement inputs ISENS1, ISENS2 solenoid current feedback.
UIN = 0 … 50 mV; UIN MAX = 12 V; resolution 10 bit
accuracy (without shunt resistor): 1 %
Note:
The shunt resistor for the current measurement is located on the
external wiring board.

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1.11.1.3 Installation
The wiring PCB on the SLC has 162 connection terminals which house all the wiring for the system. The wiring
work is carried out in accordance with the wiring diagrams.
CAUTION:
The SLC housing offers protection solely against physical contact and dust (with plugs on
the bottom for wall assembly). The steering computer must therefore either be installed in
protected positions (cab) or in a switching cabinet conforming to the required degree of
protection for the installation position.
The WAGO terminals used are opened using a small screwdriver, and the wire inserted. The terminal is closed
again by removing the screwdriver from the terminal.
Figure 2 – Using the WAGO terminals
NOTES FOR WIRING WORK:

• The cable cross sections given in the wiring plan are minimum values. Larger cross
sections up to a maximum of 2.5 mm² are permissible.
• For all sensors and interfaces, shielded cables must be used. The shielding is connected
to the SLC on one side. The sensor side remains open.
• Separate strain relief should be provided.
• The cables can be clamped with or without ferrules. If ferrules are used, they must be
crimped using a 4-way crimping tool (Variocrimp 4 from Wago). Flat crimps are not
suitable. In an aggressive ambient atmosphere (chemical industry, steel industry ...) ferrules
should be used.
• When laying cables, ensure that the cables are protected on sharp edges and do not
become frayed due to movements of the wiring loom. The signalling lines on sensors should
not be positioned across longer distances parallel to power cables as the signals could
otherwise by affected by interference.
• A quenching diode must be integrated into the connector plugs on all switching valves (not
with proportional-flow valves).
Never remove the plugs on the electronics when live!

During welding work, disconnect the electronics from the power supply (especially
vehicle body / frame!

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1.11.1.4 Power Supply

The power supply range on the SLC is 16 ... 30 VDC.
The power is supplied to the steering computer on the wiring PCB from the electrical installation
accessories via fuses.
When replacing a fuse, the prescribed value must be observed.
The specified cable cross-sections must be observed without exception.
Larger cross sections up to a maximum of 2.5 mm² are permissible.
During the commissioning or when changing the wiring on the supply side, the power
supply must first be checked for the correct value and polarity with the electronics
unplugged on the wiring PCB. Then switch off the power supply, plug in the electronics and
switch the SLC power supply back on.
After switching on, the SLC must show the message "self test" on the LC display. After completing the switch-on
test, the software version included should appear with the date and checksum.
If the back-lighting on the SLC is active but the display remains empty, the DIP switch for the
FLASH program download could be switched on. The DIP switch is located to the left of the
right-hand compact plug on the electronics PCB and must be switched off in normal mode.
Serious errors in the steering system (U errors) can only be acknowledged by switching the
power supply off and back on again.

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1.11.2 Electrical Installation Accessories EIZ 040 400

All the components required for installation and wiring are included and are pre-assembled in the electrical
installation accessories. The wiring PCB, to which the entire wiring is attached, is fitted onto a mounting plate.
The connection guide to the SLC is also provided, which means that the SLC need only be inserted into the
connection plugs and fixed using 4 secured nuts following the wiring process.
The dimensions are given in 1.11.1.1

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1.11.3 Steering Brake Force Simulator SLS 401 720 -1
The steering of the vehicle is operated through an electronic steering wheel. For this a safety steering brake force
simulator with integrad steering brake is used.
It performs the following functions:
• 2 pulse outputs with separately independent supply.
• Integrated steering brake as a force feedback from the steering to the driver.
• Integrated controller for piloting the steering brake.
• Configuration of the SLS via serial RS232 interface.

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1.11.3.1 Technical Data of the Steering Brake Force Simulators

Electrical data
Supply voltage 15 VDC to 34 VDC
Current consumption maximum 3 A at 24 VDC
pulses
Resolution 400 /rotation
Controller core 16 bit CMOS technology, 20 MHz frequency
- bup to 256 KByte FLASH memory
- 4 KByte RAM memory
- 8 KByte EEPROM memory
Pulse outputs 2 pulse outputs
- A/B-track (90° phase-shift)
- separate potential-free voltage supplies
- output voltage 12 V (±2 V).
Input for the steering brake 1 input for piloting the steering brake.
Inputting analogue signals is possible.
- input impedance > 7.5 k
analogue:
- resolution 10 bit (1024 steps)
- input voltage 0 ... +10 V
- accuracy 1 %.
Input for steering brake enabling 1 digital input
- input impedance > 7.5 k
- UON > 11.4 V
- UOFF < 4.9 V
Monitoring the braking current 1 analogue output
- output voltage 0 ... 5V
- resolution 9 bit
- 5 V corresponds to 0 % braking current(!)
Serial interfaces RS232C, 1200 ... 19200 Baud
CAN ISO/DIS 11898, protocol 2.0B, 11 or 29 bit identifier,
not potential-free
Mechanical data
Protection category IP30, optional IP54
Operating temperature range -30 °C to +75 °C
Storing temperature range -40 °C to +85 °C
Mechanical angle range infinite number of rotations, no bedstop
Resistance against vibrations 5 - 2000 Hz, AMAX = 0.75 mm, aMAX = 10 g
Resistance against shock 30 g / 11 ms
Steering brake torque 0.2 to 15 Nm
Weight 3.5 kg, without steering wheel and steering column

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1.11.3.2 Connector Pin Assignment

The SLS 401 720 -1 does not have its connectors directly at the housing but a short cable distance away. This
facilitates the installation by reducing its effective height.
The two connectors are labelled for their identification. They are also safe against swapping by having different
number of pins and plug gender.
5
4
3
2
9
8
1
7
6
Figure 3 – Identification of the connectors
The three connectors are assigned as follows:
Male plug J1
1 Pulse output channel 1 track A
2 Pulse output channel 1 track B
2
3 Supply 0V-Last channel 1 5 4
4 Supply +UB channel 1 8
5 DI / AI setpoint for steering brake 3 1
6 - 7 6
7 Analogue output "Brake monitoring"
8 Digital input "Enable steering brake"
Female plug J2
1 Pulse output channel 2 track A
2 Pulse output channel 2 track B
3 Supply 0V-GND channel 2 2
4 5
4 Supply +UB channel 2 8
5 CAN high 1 3
6 CAN low 6 7
7 Supply 0V-GND Controller
8 Supply +UB Controller
D-Sub plug J3
1 -
2 RS232 - RxD
5 4 3 2
3 RS232 - TxD 1
4 -
5 0V-GND M 9 8 7 6
6 -
7 -
8 -
9 -

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1.11.3.3 Mechanics of the SLS
Figure 4 – Mechanical drawing of the SLS

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1.11.3.4 Setup of the SLS 401 720 -1

The steering brake force simulator SLS 401 720-1 autonomously generates a braking force which depends on
the rotational speed of the steering wheel. In normal steering operation (i.e. without excessive controller
deviation), this autonomous braking force will not be influenced by the steering computer. The steering computer
will only generate its own steering brake force setpoint in case of a great controller deviation. The force may then
increase to an extent that the driver will not be able to further move the steering wheel.
For the adjustment of the permanent braking force, in parameter 26 a basic force is to be set.
The dead zone of the controller deviation, i.e. the zone within which the steering computer will not increase the
steering brake force, is set by parameters 54 to 57.
Parameter 22 sets the maximum point for 100 % steering brake force.
Example:
Parameter 22 = 0100 Limit for maximum steering brake force: (example: 10°)
At a controller deviation which is greater than the current dead
zone by the parametrised value, the steering brake force
will be at 100%.
Parameter 26 = 0030 The basic force which is always applied is set to 30% of the
maximum force.
Parameter 54 ... 57 Dead zone of the steering brake:

Between standstill and vehicle speed V1 given by parameter 54
up to a controller deviation of 3.0° only the basic steering force
force given by parameter 22 will be applied.
Only if the controller deviation rises above the value given by
parameters 54 to 57 for the corresponding vehicle speed, the
steering brake force will be increased.

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1.11.3.5 Adjustment of the Basic Steering Brake Force

The basic steering brake force can be only be adjustment at standstill of the vehicle.
A password is required, so this alignment is only accessible to authorised personnel.
1.11.3.6 Operation of the Alignment Mode for the Basic Steering Brake Force
(1) Activate the alignment mode
The alignment is performed using the on-board
keyboard of the SLC.
The service menu is activated by keeping pressed the steer.system OK
14:35:09 26/11
the key for 3 seconds.
Before the alignment mode will be visible the access ESC
level has to be enabled before in the menu ‘access
code’.
Keep pressed for 3 seconds!
Activate the alignment mode by pressing the key. alignment

The display will then switch to the alignment mode.
steering brake
ESC
The starting display remains active until releasing the

keys. steering brake:
setup
ESC
After releasing the keys, the current alignment value is

displayed. It is in the range 0 % to 100 %, where 100 % steering brake:
corresponds to a blocked steering wheel. 16%
ESC

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(2) Setting the basic steering brake force
The steering brake force can now be increased using

steering brake:
the key and decreased using the key, both in
16%
steps of 1%. The current value is automatically aligned
to 0% and 100%.
The changed alignment directly becomes active, so it ESC
can be tested during alignment mode.
-1% +1%
The alignment can be quitted without saving at any time

ESC
steering brake:
using the key. 16%
ESC
exit without storing
(3) Saving the basic steering brake force
The alignment value is stored using the key. steering brake:

16%
ESC
Store
After saving the SLC will automatically re-start in order

to check the whole parametrisation. Until the re-start the ---save value---
saved value will remain displayed. 16%
After the re-start it will take approx. 5 ... 10 s before
the steering becomes active once again.
ESC

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1.11.4 Steering Brake Force Simulator SLS 406 525-11
The safety steering brake force simulator of type SLS 406 525 generates a two-channel steering setpoint for
electronically supported vehicle steering systems. It allows a vehicle to be driven by only one hand very
sensitively and safely.
When turning the hand wheel the steering setpoint generator supplies two redundant digital signals, which are
phase-shifted by 90°. Rotational speed and direction can be calculated from these.
There is an additional absolute signal of the steering wheel position.
The rotation of the hand wheel has a constant braking torque in order to facilitate positioning for the driver and to
avoid any unwanted motion. The steering setpoint generator does not have a mechanical bedstop.
The hand wheel mounted in form closure contains a handhold that can be erected.
The technical design of the wear-free setpoint generator is suitable for use in harsh conditions usual for special-
purpose vehicles.
The variably mountable flange plate allows for a simple and sealed istallation into an instrument cluster.

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1.11.4.1 Technical Data of the Steering Brake Force Simulator

Connector pin assignment (viewing the connector of the SLS)
Connector J1 (measuring system 1) Connector J2 (measuring system 2)
3 2 2
4 1 3 1
8 7
5 6 4 5
pin signal conductor colors pin signal conductor colors

connection cable connection cable
J1.1 INC.01B white J2.1 +UB brown
J1.2 +UB brown J2.2 INC.02A white
J1.3 INC.01A green J2.3 LGND blue
J1.4 AO.01 (shaft position) yellow J2.4 INC.02B black
J1.5 - gray J2.5 - gray (green/yellow)
J1.6 DO.01 (Magnet OK) pink
J1.7 LGND blue
J1.8 - red
Dimensional drawing

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1.11.5 Safety Angle Transducers 530 466 – AA0BZ1 – 27 of the Steering Axles
Each steered axle has an angle transducer, which can be used to measure the position of the axle via the SLC.
The angle transducers have a potentiometric design.
Because the measurement of the axle's angle is safety-critical for the steering system, angle transducers which
integrate two separate sensors are used.
1.11.5.1 Technical Data of the Angle Transducers

Electrical data
Nominal resistance tracks A and B 2 k , ±20 %
Linearity with respect to 360 ° < ±0.25 %
Micro linearity < ±0.1 %
Maximum deviation between tracks A and B < ±2 %
Temperature coefficient of the voltage divider ratio 3 ppm/°C
Maximum slider current in normal operation 10 LA
Maximum slider current in case of failure 10 mA
Protecting resistor for the slider 2k each
Maximum power dissipation at +40 °C 2W
Maximum power dissipation at +100 °C 0.1 W
Maximum permissible input voltage 28 V
Electrical operation range, symmetric to the electrical 140 ° ±2 °
center
Permissible temperature for operation and storage -40 °C to +85 °C

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Mechanical data
Diameter of the shaft 16 mm
Protection class of the housing and cable inlet IP 68
Protection class of the shaft inlet IP 67
Protection class for cable inlet with pre-confectioned IP 69
cables
6
Lifetime 50 x 10 rotations
6
Vibration test (2° amplitude from center, 100 Hz) 50 x 10 cycles
Mechanical range infinite number of rotations, no bedstop
Resistance against vibration 5 to 2000 Hz, AMAX = 0.75 mm, aMAX = 20 g
Resistance against shock 50 g / 11 ms
Maximum axial load 70 N
Maximum radialload 250 N
Maximum torque 12 Nm
Shaft: Resistance against corrosion stainless steel
Housing: Resistance against corrosion stainless steel
Electrical terminals WAGO 236 for wire end sleeves,
lead cross-section 0.5 to 1.5 mm².
Cable connection 5 m length

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1.11.5.2 Connection and Installation Instructions
CAUTION:
The angle transducers have to be installed and wired according to the following instructions:
• In the pivot range of the angle sensor, the slider voltage must always be in the 0,125 V ...
4,875 V range as otherwise the monitoring function of the SLC will interpret this as a cable
break situation.
• In the "steering axle straight" position, the slider voltage on the angle transducer should be
+2.5 V (±300 mV).
• The two potentiometric tracks of the angle transducer are supplied inversely, so the
voltages at the sliders will be inverted against each other (with respect to 2.5V).
• When rotating to the steering axle in clockwise direction:
- the slider voltage of track A must increase (> 2.5 V)
- the slider voltage of track B must decrease (< 2.5 V).
• The installation of the angle sensor must not exert any lateral forces on the angle sensor
shaft.
Sensor track B Sensor track A
Resistor for
slider protection
3 1 2 2 3 1
Figure 5 – Equivalent circuit diagram of the angle transducer

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1.11.6 Proportional Hydraulic Unit PHY 604 224 for the Steering 8 wheel carrier
The hydraulic unit for the steering contains the following features:
- Proportional hydraulic unit for 2 steered axles with idividual pressure regulation,
- Proportional valves with nominal oil flow 18 l/min,
- Pressure switch (130 bar),
- Shock valves.
Figure 6 – Hydraulic block PHY 604 224 for 8 Wheel carrier - dimension

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1.11.7 Proportional Hydraulic Unit PHY 604 224-6 for the steering 6 wheel carrier

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Figure 7 – Hydraulic block PHY 604 224-6 for 6 Wheel carrier - dimension

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1.11.8 Hydraulic unit PHY 604 251 for the Operational Brake
The hydraulic unit for the operational brake contains the following features:
- Proportional pressure reducing valves "ATOS",
- Pressure switch (105 bar),
The hydraulic unit is delivered painted.
Figure 8 – Hydraulic unit for the operational brake

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2 Commissioning the Steering System

Before starting the steering system for the first time, various functions need to be tested. The SLC must not yet
be connected to the wiring at this point (SLC disconnected from the wiring PCB):
2.1 Requirements for the Commissioning Process

(1) Installation and wiring are complete (see chapter 1.11.1.3). The SLC is separated from the wiring PCB.
(2) Check the power supply on the SLC:
- Terminal 6 = 0V GND
- Terminal 5, 4, 3, 2, 1 = +24 V.
(3) Test the hydraulic supply. Setting the operating pressure and of all pressure-relief valves to the maximum
system pressure.
(4) For valves with manual emergency operating function, move the actuators in both directions. When using
cylinders as actuators, these are each moved up to the cylinder stop point to vent the cylinders. If the
valves do not have a manual emergency operation function, they can also be actuated using an external,
adjustable power supply.
Check the valve current during actuation!

(5) Check the correct function of the digital output DO03 "Enable driving" (terminal 70). If the SLC is not
supplied with power, the vehicle may not be enabled to drive. This feature is very important for the
first test runs of the vehicle, because the SLC must be able to stop the vehicle when steering problems
occur.
After completing these tests, the power supply must be switched off and the steering computer plugged into the
wiring PCB. It must be ensured that both connector plugs to the wiring PCB are correctly and fully plugged in.
The SLC is then secured using the 4 retaining nuts.
2.2 Switching on for the First Time

After switching on the SLC, the SLC executes a self-test lasting around 5 seconds. The software version is then
shown on the SLC display. Check that the correct software version is displayed.
After switching on for the first time, the reference voltages set and provided by the SLC must be
checked:
+5 V reference on terminal 86 (tolerance 4.990 ... 5.010 V)
+5 V external on terminal 138 (tolerance 4.990 ... 5.010 V)
The ground for both measurements should be measured on terminal 90.
In the event of an error during the self-test, the SLC switches to emergency stop operation. In this mode, all DOs
and PWMs are switched off.
All errors in the self-test can only be cancelled by switching the SLC power supply off and back on again.
If the SLC is not switched on, the following points should be checked:
- Check the power supply (+24 V on terminals 5, 4, 3, 2, 1, ground on terminal 6)
- Check the DIP switch for the FLASH program download on the left next to the right-hand
connector plug on the SLC to the wiring PCB.
OperatingInstruction_019647_V002.doc 2 Commissioning the Steering System

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2.3 Checking the Input Signals

Checking all input signals (digital and analogue) is performed using the "i/o-data display" function directly on the
SLC (see chapter 3.2).
2.4 CAN Bus

2.4.1 CAN-bus Steering computer SLC 019 647 -1
The SLC used in the steering system has two separate CAN bus interfaces which are used as follows:
CAN1 CANopen (terminals 155 / 156 and 157 / 158)
This CAN-bus connects the steering computer to:
- the PLC.
CAN2 CANsync (terminals 159 / 160 and 161 / 162)

This CAN-bus connects the steering computer to:
- the braking computer and
- the data logger
If the data transfer does not function correctly, a corresponding error message is shown on the SLC display and
entered into the error log.
2.4.2 CAN-bus Braking computer SLC 019 647 -2

The SLC used as a braking computer has two separate CAN bus interfaces which are used as follows:
CAN1 CANopen (terminals 155 / 156 and 157 / 158)
This CAN-bus connects the braking computer to:
- the steering computer and
- the data logger
CAN2 CANsync (terminals 159 / 160 and 161 / 162)
This CAN-bus is not used.

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2.4.3 Testing the CAN Bus

(1) Switch off the power supply.
(2) Switch the multimeter to resistance measurement.
(3) Measure the resistance between CAN-H and CAN-L on terminals 159 and 160 (155 and 156 respectively)
on the SLC wiring PCB.
(4) Evaluate the measurement results:
60 Correct installation and wiring of PLC and engine control electronics, because both the PLC and
the engine control have a 120 termination resistor.
Do only terminate the two ends of the bus!
120 One end of the bus is not terminated correctly.

In order to localise the error, disconnect CAN-H at one end of the bus.
If the resistance does not change, this end of the bus contains the problem cause.
If the resistance changes, the other end of the bus contains the problem cause.
40 One termination resistor is activated in error.
> 120 The bus in not terminated anywhere.

(5) Switch on the power supply.
(6) Switch the multimeter to DC voltage measurement.
(7) Measure CAN-L (terminal 159) and CAN-H (terminal 160) against 0V-GND. This should produce a voltage
of approx. 2.5 V. If CAN-H is over 3.0 V and CAN-L is under 2.0 V, either CAN-H and CAN-L should be
swapped over or the cable is not correctly connected to the remote station.

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2.4.4 Configuration of the CAN-bus to the Vehicle PLC

CAN-connection from Steering/Braking computer SLC to PLC:
- no "guarding request", because of "heartbeat" every 50ms
- no "sync" from the steering computer SLC 019 647 –1
- all mapped messages have length 8 byte
2.4.4.1 Message 1 SLC 019 647-1 to PLC
Transmitter Mobil Elektronik Steering System SLC 019 647 -1

Receiver Vehicle PLC
Repetition rate adjustable by parameter
ID New: 0x18FF10F1 old: 2 + S_PDO1 (S_PDO1 = 0x180)
Data byte 0 Steering actual value wheel set 1 Lowbyte
byte 1 Steering actual value wheel set 1 Highbyte
Format: 16-bit two's complement
Resolution: 0,1 °
Range: -1000 ... +1000 (-100° ... +100°)
Offset: 0° (value 0 corresponds to position straight ahead).
byte 2 Steering actual value wheel set 2 Lowbyte
Resolution: 0,1 °
Range: -1000 ... +1000 (-100° ... +100°)

Resolution: 0,1 °
Range: -1000 ... +1000 (-100° ... +100°)

Resolution: 0,1 °
Range: -1000 ... +1000 (-100° ... +100°)

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Data byte 0 Alarm (error) code (error location) (with highest priority)
byte 1 Alarm (error) code (error type) (with highest priority)
byte 2 Status digital outputs 1...8

bit-0 DO01 DO_NO_MAIN_ERROR
bit-1 DO02 DO_STEERING_OK
bit-2 DO03 DO_ENABLE_DRIVING
bit-3 DO04 DO_STEERING_INVERTED
bit-4 DO05 DO_DIAGONAL
bit-5 DO06 -
bit-6 DO07 -
bit-7 DO08 DO_LAMP_SLS_ADJUSTM
byte 3 Status digital outputs 9...16

bit-0 DO09 DO_SLS_406_520
bit-1 DO10 DO_SLS_401_720
bit-2
bit-3
bit-4
bit-5
bit-6
bit-7
byte 4 Angle for Tilting protection Lowbyte

byte 5 Angle for Tilting protection Highbyte
Transmission of the actual maximum angle of all steering axles. (It is parametrisable if this is
to be the maximum setpoint, maximum actual value, or maximum over both)
Resolution: 0,1 °
Range: -1000 ... +1000 (-100° ... +100°)
byte 6 Braking setpoint for braking circuit 2 Lowbyte
byte 7 Braking setpoint for braking circuit 2 Highbyte

The position of the brake pedal is transmitted to the PLC as a normalised percentage.
Format: 16-bit Zweierkomplement
Auflösung: 0,01 %
Wertebereich: 0 ... 10000 (0 ... 100 %)
Offset: 0% (Wert 0 entspricht kein Bremssollwert).

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Data byte 0 Feedback vehicle speed Lowbyte
byte 1 Feedback vehicle speed Highbyte
Format: 16-bit unsigned
Resolution: 0,01 km/h
Range: 0 ... vmax (ca. 3000)
Offset: 0 (corresponding to vehicle standstill)
byte 2 Status digital inputs SLC 019 647-1 1...8
bit-0 DI 01 DI_STEERING_INV_NORMAL
bit-1 DI 02 DI_STEERING_INV_INVERSE
bit-2 DI 03 DI_STEERING_PRESSURE_A3_4
bit-3 DI 04 DI_STEERING_PRESSURE_A1_2
bit-4 DI 05 DI_BRAKING_PRESSURE_A1_2
bit-6 DI 07 DI_SLS_MAGNET_OK
bit-7 DI 08 DI_SLS_FUSE

bit-0 DI 09 DI_BRAKE_PEDAL_ACTIVE
bit-1 DI 10 DI_BRAKE_PEDAL_KICK
bit-2 DI 11 DI_SLS_406_520
bit-3 DI 12 DI_SLS_401_720
bit-4 DI 13 -
bit-5 DI 14 -
bit-6 DI 15 -
bit-7 DI 16 DI_EMERGENCY_MODE

bit-0 DI 17 -
bit-1 DI 18 -
bit-2 DI 19 -
bit-3 DI 20 -
bit-4 DI 21 -
bit-5 DI 22 -
bit-6 DI 23 -
bit-7 DI 24 -
byte 5 -
byte 6 Status Bits Byte 1
bit-0 Steering program "Diagonal" active
bit-1
bit-2
bit-3
bit-4
bit-5
bit-6
bit-7
byte 7 Status Bits Byte 1

bit-0
bit-1
bit-2
bit-3
bit-4
bit-5
bit-6
bit-7

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2.4.4.4 Message 4 PLC to SLC 019 647-1

Transmitter Vehicle PLC
Receiver Mobil Elektronik Steering System SLC 019 647 -1
Repetition rate chosen by PLC
ID New: 0x18FF10F0 old: 2 + E_PDO (E_PDO =0x200)
Data byte 0 Vehicle speed Lowbyte
byte 1 Vehicle speed Highbyte
Resolution: 0,01 km/h
Range: 0 ... vmax (ca. 3000)
Offset: 0 (corresponding to vehicle standstill)
byte 2 Control bits 1.1
bit-0 Steering program "Diagonal" active
bit-1 Steering program "Diagonal" not active
This input is used for activating the steering program "Diagonal steering".
ON = The steering program "Diagonal steering" shall be activated.
OFF = The steering program "Diagonal steering" shall be deactivated, and switched to normal all-wheel steering. Das
A switching of the steering program is only allowed in standstill of the vehicle.
The vehicle PLC controls the enabling of the steering program "Diagonal steering" according to load and speed limit etc.
The SLC limits the steering angle.
bit-2 Vehicle standstill
This signal is used for checking plausiblity with the vehicle speed signal.
ON = Vehicle speed <1 km/h
OFF = Vehicle speed >1 km/h
bit-3 No pressure request from the spreader function
This bit has to be reset in order to request hydraulic pressure for the spreader function.
ON = No pressure request
OFF = Pressure request active
bit-4 Status "Move axles to straight position "
This input is used for requesting to move the axles to straight position.
The axles will be moved to their aligned 0° position. This allows for checking the alignment for any deviations.
This function can only be activated in standstill of the vehicle, through a key switch wired to the vehicle PLC.
The logical combination if the vehicle is loaded or unloaded (influence on the required steering force) has to
be performed in the vehicle PLC and to be displayed.
DE = ON Move axles to straight position.
DE = OFF Normal steering operation.
bit-5 Status "Driving direction forward"
The driving direction (over axles 1/3) is active.
bit-6 Status "Driving direction backward"
The driving direction (over axles 2/4) is active.
bit-7 Reset Alarms (errors)
All memorised alarms (errors) are cleared. Only allowed in vehicle standstill.
This allows the driver to continue operation without having to power-down the system.
byte 3 Control Bits 1.2 free

byte 4 Diesel rpm Lowbyte
byte 5 Diesel rpm Highbyte
Directly mapped by diesel engine.
Resolution: 0,125 rpm / bit
Range: 0 ... rpm/max
Offset: 0
byte 6 free
byte 7 free

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Status of the hardware of the braking computer SLC 019 647 –2.
Data byte 0 Status digital inputs SLC 019 647-2 DI1...8
bit-2 DI 03 DI_BRAKE_PEDAL_ACTIVE
bit-3 DI 04 DI_BRAKE_PEDAL_KICK
bit-4 DI 05 -
bit-5 DI 06 -
bit-6 DI 07 -
bit-7 DI 08 DI_SLS_FUSE
byte 1 Status digital outputs SLC 019 647-2 DO1...8

bit-0 DO 01 DO_NO_MAIN_ERROR
bit-1 DO 02 DO_BRAKING_SYSTEM_OK
bit-2 DO 03 -
bit-3 DO 04 -
bit-4 DO 05 -
bit-5 DO 06 -
bit-6 DO 07 -
bit-7 DO 08 -
byte 2 Analogue input brake pedal channel 1 Lowbyte

byte 3 Analogue input brake pedal channel 1 Highbyte
Resolution: 4095 bit / 5000mV
Range: 0 ... 4095
Offset: 0
byte 4 Error location from break computer (with highest priority)
byte 5 Error kind from break computer (with highest priority)
byte 6 Error priority from break computer (with highest priority)
byte 7 free

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2.5 Programming the Parameters

For a description of all parameters, see chapter 4.2.3. The parameters must be set according to the mechanical
diagram of the vehicle, the vehicle functions (equipment), the data sheet for the valves, the angle transducer and
the steering set-point generator.
HINT:
The parametrisation of the braking computer SLC 019 647-2 is also performed from the steering
computer SLC 019 647-1.

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2.6 Commissioning the Steering Control Loops

2.6.1 Current Regulation of the Proportional Valve Magnets
The magnet coils of the proportional valves change their resistance with temperature. When the temperature
rises, the resistance increases and the current through the magnet coils falls. This means that when the
temperature rises, the controller gain and the dead band become smaller. In the same way, at lower
temperatures the controller gain and the dead band may increase.
To compensate for this effect, the power outputs for the proportional valves are operated in power-regulated
mode.
To do this, the following parameters need to be programmed:
Parameter 32: Maximum coil current of the proportional magnets (unit mA).
Parameter 33: Nominal resistance of the proportional magnets at 20 °C (unit 0.1 ):
To check the current regulation, the present magnet coil currents can be checked directly on the SLC in the "i/o-
data display" (see chapter Fehler! Verweisquelle konnte nicht gefunden werden.).
2.6.2 Testing the Steering Control in Alignment Mode

Requirement: Parameterisation of the current regulation is done like described in chapter 2.6.1 .
The commissioning of the control loop is carried out in alignment mode (service menu: "alignment axles") on the
SLC (see chapter 4.3)
In alignment mode, each axle can be steered separately using the operating elements on the SLC.
CAUTION:
ESC
The axle can be stopped in alignment mode with the button if it cannot be steered in a
controllable way during the test.
ESC
The button does not function if the valve spool on the proportional valve is blocked.
CAUTION:
No persons may stay anywhere in the pivot range of any of the axles during the test.
Due to connection errors in the electrics or hydraulics, other axles may be operating than selected
for testing.
DEFINITIONS:
(1) Angle transducers
If the axle is rotating to the right (clockwise when viewed from above), the slider voltage of track
A of the angle transducer should increase, while the slider voltage of track B of the angle
transducer should decrease.
In the straight position of the axle (0° / front loader direction) the slider voltage must be +2.5 V
(tolerance ±300 mV).
(2) Proportional valves
If the SLC intends to turn the axle to the right (clockwise when viewed from above), the PWM
output PWM B is activated. The wiring of the magnet coil must be such that the axle turns to
the right if PWM B is active.
Once an axle is selected for alignment, the steering control for that axle becomes active. See chapter 4.3.2,
which contains a description of the possible axle responses.
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2.6.3 Setting the Controller Gain and Dead Band

The parameters for controller gain and dead band can be optimised as part of the commissioning process for the
steering control loops (see chapter 2.6.2). The controller gains and the dead bands can be programmed
separately for every axle. This makes fine adjustment of the vehicle hydraulics possible.
The parameters are:
Parameter 38: Controller amplification of axle 1
1500 Example: The actual controller deviation is multiplied by the parameter value. The
value 4095 corresponds to the proportional valve openening completely.
With a parameter value of 1000, this is the case at a controller deviation
of approx. 4.1°.
Parameter 34: Dead band of proportional valve of axle 1

0600 Example: As soon as the controller deviation is different from 0° , the parameter
value is output to the magnetic coil of the proportional valve. The current
through the magnet coil of the first valve is 600mA, then.
Setting instructions:
For correct setting of the dead band, the controller gain of the axle is programmed to 0001. This
means that it is virtually only the dead band which affects the steering control.
Increase the value for the dead band so that the steering axle even starts to steer.
Then set the controller gain so that the steering axle is precisely positioned, but does not
oscillate during the steering movement. The quality of the steering control can be best assessed
with slight movements on the steering wheel.
2.7 Aligning the Axles

Requirement: Commissioning the steering control loops complete.
The alignment is carried out in accordance with chapter 4.3.

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2.8 Selecting and Changing the Steering Program

Precondition: Commissioning of the steering controllers is completed.
In normal mode of operation the steering program 'all-wheel' steering is active. For servicing, the special steering
program 'diagonal / crab steering' can be chosen through a control bit.
(1) Selection of steering programs
For a first test of the steering program selection the diesel engine must not run. Select steering programs
one after the other. The control lamp at DO 05 must blink after each keystroke.
It is an advantage to have the axles not in centered position, because otherwise the steering
program selection may be accepted immediately. In this case, the control lamps will only blink for
a very short time.
If the control lamps do not start to blink (or do not light up), the logic of the control bits and the wiring of the
control lamps has to be checked.
(2) Change of steering program
In a second step, the diesel engine is started. After activating the control bits, the axles have to be
automatically moved to their center position by the SLC. Because the alignment is already completed, the
axles have to exactly reach their center position. The control lamp of the corresponding key light ups
permanently.
When steering while the vehicle is in standstill, the wheel rim will be significantly twisted against
the tyre. Therefore, in order to evaluate the centered position, always the wheel rim has to be
regarded.
If the axles do not steer after the steering program selection, there is an active alarm of the SLC.
See chapter 4.1.

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2.9 Commissioning of the Steering Setpoint Generator

Precondition: Commissioning of the steering controllers and the selection of a steering program are completed.
In normal mode of operation the steering setpoint generator supplies the SLC with information about the
steering wheel turning through its pulse outputs. For reasons of safety and availability the information is sent
through two independent channels.
The normal mode of operation has to be tested during commissioning !!!
2.9.1 Normal Mode of Operation of the Steering

In normal mode of operation, the two channels of the SLS (directly connected pulse signals) are both used for
steering and for monitoring of the SLS.
After the selection of a steering program and the completion of the steering program change, the steering has to
react to the steering wheel turning, according to the selected steering program.
If wiring errors are present, alarm messages are displayed on the SLC's display, which help in searching for the
error cause.
In order to narrow down the error cause, the operation data display (see chapter 3.5) and the
I/O display (see chapter 5.3) can be used.

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2.10 Flashing a New Software

For downloading a new software version into the 040 401 electronics, the PC application program 'WinEEA' is
used. WinEEA is able to program all controller types of the family C16x.
For this, the tab "Program C16x-Flash“ is used.
2.10.1 Description
Using the tab "Program C16x-Flash“, FLASH memories in all processors of the 16-bit family C16x (and
compatible ones) can be programmed and cleared.
2.10.2 Operation
2.10.2.1 Establishing a connection
In the group field "COM-Port":
In the sub group field "port", select the serial port (COM1, etc.) of your PC that you have connected the SLC to.
The baud rate can always be set to the highest value (57600). Only in case of problems with the transmission
(external interferences), the baud rate should be decreased step by step.
Next, open the interface using the appropriate button. The dialogue title changes from "Not connected" to
"Connected to COM.... – 57600 Baud".
2.10.2.2 Start communication

In the group field "Data Transmission“:
After a connection is configured, the data is read into the flash by striking the button "Establish connection"
In the group field "Flash Type“:
After a successful transmission, information on the flash type will appear in this group field.
The data are: Internal or external flash, and data word length (in bits)
Addressing in bits (only relevant for software developers)
Size of the memory

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2.10.2.3 Delete All

This deletes the complete flash memory. (Do not forget to set the DIP switch assigned to programming, when
wanting to re-write the flash at a later time – see preconditions). A new dialogue will appear. Confirm or deny the
request to delete. During the deletion process, its progress is displayed. After successful deletion a message will
appear. Confirm this.
2.10.2.4 Program
A dialogue window will appear, which allows to search for and select the ".hex" file. By opening this file, the
programming process is started. In the group field "Progress", first the progress of checking the file, then the
progress of the programming itself is displayed. After successful programming, a message will appear. Confirm
this.
2.10.2.5 Software Reset

After programming the flash memory, this button will start the new software. This feature is used for those
software versions which do not necessarily require the DIP switch for programming. For older versions of the
software this is not recommended (see preconditions), but possible. In this case, it has to be ensured that the DIP
switch is re-set later. Otherwise, the software would not start up at a later time.

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3 Operating the Steering System

3.1 General Operating Instructions
The safety steering computer is operated directly via 4 keys and a two-line LCD display (16 characters per line),
which are mounted on-board the electronics.
The keys have the following basic functions:
ESCAPE key:
ESC - For leaving the active menu.
- For quitting without saving.
- Move backward by one input step.
MINUS key:
- Move backward by one menu item.
- Decrease the active value by 1.
PLUS key:
- Move forward by one menu item.
- Increase the active value by 1.
ENTER key:
- Activate the selected menu.
- Confirm a value.
- Save a value.
- Move forward by one input step.
Using these four keys and the menu structure via the LCD display, the SLC can be operated in a simple and
intuitive manner, even without previous specialised knowledge.
1234567890123456
1234567890123456
ESC
OperatingInstruction_019647_V002.doc 3 Operating the Steering System

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3.2 Menu for Special Functions
The menu for special functions is activated by keeping pressed the key for at least 3 seconds.
steer. system ok
11:01:19 22/10
ESC
Keep pressed for 3 seconds
The selection is completed as soon as "i/o data display" appears in the display.
Within the main menu, the following items are present:
menue access level

display operating data 0
display i/o- data 0
display alarm memory 0
display parameters 0/2
alignment axles 3
alignment brake pedal 3
alignment SLS steering brake 1
set date / time 2
access code 0
Browse between the menu items using the keys and .

ESC
Move upwards in the menu structure using the key .
Select a menu item using the key .

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3.2.1 Password Input for Access level
After selecting menue mode using , a password first needs to be entered before the SLC enables all
menues.
At the start, the cursor is located on the first position in the password.
set access code

If the password is entered correctly, the different menues are _000
activated until the SLC is switched off. After switching on again,
the password will need to be re-entered for further actions.
ESC
Button functions:
Confirm input (ENTER). Move cursor one position to the right.

ESC
Exit without saving. Move cursor one position to the left.
Increase value by 1 (0 follows 9).
Reduce value by 1 (9 follows 0).

Example:
Enter password 1239.
press to set the first digit to 1.

set access code
1000
ESC
press to move the cursor to the right onto the second digit.
set access code
1_00
ESC
press twice to set the second digit to 2.

set access code
1200
ESC

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press to move the cursor to the right onto the third digit.
set access code
12_0
ESC
press three times to set the third digit to 3.

set access code
1230
ESC
press to move the cursor to the right onto the fourth digit.
set access code
123_
ESC
press to set the fourth digit to 9.

set access code
1239
ESC
press to confirm the password entered. access level:

If the input is correct, the SLC continues the menue with the current costumer
access level.
If the entry is incorrect, the SLC indicates that the access is blocked. This
display must be confirmed using the button. Enter login code

incorrect!
ESC

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3.3 Change of Steering Program

The steering program "Diagonal" is selected by control bits from the PLC.
The special steering program "Diagonal" is enabled by the central computer via CAN bus. The SLC confirms the
active steering program via retoure CAN message to the central computer. The following logical combinations are
checked by the central computer before enabling the diagonal steering:
o In the lower vehicle speed range 0 ... 5 km/h.
o Without load.
o The maximum allowed steering angle is 20° (parameter 62).
The SLC memorises the control bit and checks if a change of steering program is allowed:
o No hardware error of the SLC is present.
o The SLC is not on the alignment mode of operation.
o The switch-on and the subsequent starting time of the SLC have elapsed.
o The vehicle is in standstill.
As soon as all conditions are fulfilled, the control lamp connected to DO5 (terminal 68) starts to blink. This
signalises that the keystroke has been accepted and the change of steering program has been started.
With each change of steering program, the steering axles are automatically moved into their central position.
During this movement of the axles (blinking control lamp) the vehicle's traction drive is disabled. As soon as all
axles have reached their central position, the blinking will be replaced by a continuous light. The change of
steering program is completed and the traction drive is enabled once again.

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3.4 Normal Mode of Operation

In normal mode of operation the vehicle is steered according to the selected steering program.
The following steering programs are available:
All-wheel steering
In all-wheel steering the rear axles are steered inversely to the front axles,
applying the same absolute value of the angle. This yields a minimum curve
radius and thus a maximum agility of the vehicle.
At higher vehicle speeds the vehicle tends to become somewhat instable,
because the rear turns already with small steering movements.
For this reason, starting from a speed of 15 kph, the rear axle steering is
suppressed if the angle would be below 5°. The steering dynamics will then be
similar to that of a "normal" truck.
Diagonal steering
In diagonal steering, all axles are steered to the same steering angle.
This enables the vehicle to be moved sideways without changing its orientation.
Because of small deviations of the tie rods and asymmetries in the traction drive,
the vehicle will still slowly change its orientation when diagonally steering for a
longer distance.
Additionally to the steering, the SLC 019 647 –1 also performs the following functions:
• Piloting the second braking circuit (axles 1.2 and 3.2) of the operational brake.
Each axle brake is piloted by one directly controlled pressure reducing valve, proportionally to the position
of the braking pedal.
• Monitoring the steering and the second braking circuit, and reacting to detected failures.
The safety computer SLC 019 647 –2 performs the following functions:
• Piloting the first braking circuit (axles 1.1, 2.1, 3.1, and 4.1) of the operational brake.
Each axle brake is piloted by one directly controlled pressure reducing valve, proportionally to the position
of the braking pedal.
• Piloting the valve for hydraulic pressure supply.
• Monitoring the pressure supply and the first braking circuit, and reacting to detected failures.
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3.5 Operating Data Display

The SLC makes operating data for commissioning, service, and diagnostics available on its display.
3.5.1 Operating Data of the Steering computer SLC 019 647 -1

The operating data display is activated from the main menu using the
key. steer.system ok
Within the operating data menu item the keys have the following function: 08:10:52 21/02
ESC
Leave the operating data display.
ESC
Move forward by one menu item or display window.
Move backward by one menu item or display window.
The following sub menus are available:

1. data display setpoint
2. data display axle value
3. data display pwm value
4. data display adjustment value
5. data display i/o- data
6. data display working hours
7. data display CAN- data

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3.5.1.1 Displayed values in the menu item "data display setpoint"

3.5.1.1.1 Steering setpoint
Display of the global steering setpoint of the SLC. This steering setpoint is
calculated from the signals of the steering wheel. The values are
displayed in [°] units. setp: 21.30
ramp: 20.95
setp Steering setpoint without ramp
ramp Steering setpoint with ramp ESC
While the steering wheel is not turned, both values are equal. At fast
steering wheel turnings, the "ramped" value will change slower because
its changing speed is limited internally.
3.5.1.1.2 Actual steering pole

Display of the coordinates of the actual steering pole. The values are
displayed in [mm] units
The steering pole is the point around which the vehicle turns when moving PX: 123854.80
in a curve, i. e. the center of the curve. All steered axles are orthogonally PY: 0.00
aligned towards this point.
ESC
PX X-coordinate of the steering pole

PY Y-coordinate of the steering pole
3.5.1.1.3 Active steering program

Display of the active steering program.
steering program
,all wheel´
ESC
3.5.1.1.4 Enabling of the steering axles

Display of the actually enabled and controlled steering axles. All axles
displayed as "1" are controlled. The leftmost number means axle 1, the
rightmost number means axle 4. enabled axles:
1111
ESC

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3.5.1.1.5 Maximum controller deviation

Display of the maximum controller deviation. This value is also the input to
the controller deviation monitoring function.
Additionally, the number of the axle at which the maximum controller max.dev.: 0,25°
deviation is present is displayed. axle: 2
ESC
3.5.1.1.6 Controller deviation threshold and vehicle speed

Display of the controller deviation threshold, which depends on the actual
vehicle speed. This is used when monitoring the axles and for the piloting
of the steering brake. max.dev./ speed
0,25°/15.0km/h
ESC
3.5.1.1.7 Steering wheel signals

Display of the pulse signals of channels 1 and 2 of the SLS. These signals
are connected to the incremental inputs of the SLC.
Both counter values should be equal in normal operation (allowing small cnt.SLS_1 406525
deviations). 1288/ 1287
ESC
3.5.1.1.8 Steering wheel signal deviation

Display of the maximum counter deviation between the two channels of
the steering setpoint generator.
steering wheel
max.dev: 2
ESC

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3.5.1.1.9 Steering brake

Display of the actual vehicle speed and the piloting of the steering brake
of the steering setpoint generator.
speed/km/h: 10.0
SLS brake/%: 20
ESC
3.5.1.1.10 Drivuing direction

Display of the actual selected vehicle driving direction.
drive direction:
‚no dir.select’
ESC
3.5.1.1.11 SLS Monitor

Display of the actual state for the monitoring function of the incremental
inputs of the active steering force simulator.
1= state ok SLS_1 406525 mon
1: 1/1 2: 1/1
0= cable break located
ESC
3.5.1.1.12 Setpoint of the operational brake

Display of the setpoint for the operational brake, braking circuit 1 (via
CAN) and braking circuit 2 (internal).
br./int./%: 10.0
br./CAN /%: 10.0
ESC
3.5.1.1.13 Setpoint brake drive unit

Display of the brake setpoint for the drive unit.
brake setpoint
driveunit: 32.5%
ESC

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3.5.1.2 Displayed values in the menu item "data display axle value"
3.5.1.2.1 Steering setpoint of the axles
For each of the 4 axles the following displays are available:
Display of the setpoint angle and the actual angle of the steered axles.
The values are displayed in [°] units.
set 1: 8,54°
act 1: 8,41°
set 1 Steering setpoint of axle 1.
act 1 Actual angle of axle 1.
ESC
Display of the actual controller deviation of the axles and of the peak de
value that the deviation has reached. The controller deviation is the
difference between the setpoint and the actual value. A1_dev.: 0,5°
The peak value is resetted with every start of the SLC and when pressing dev.peak: 5,8°
ENTER during this display.
The values are displayed in [°] units.
ESC
A1_dev Actual controller deviation of the axle

dev.peak Peak value of the controller deviation
Display of the actual values calculated from both potentiometric

tracks
act 1.A Actual value from track A of the angle transducer act 1.A: -8,54°
act 1.B: -8,56°
act 1.B Actual value from track B of the angle transducer
ESC

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3.5.1.3 Displayed values in the menu item "data display pwm value"
The following data are displayed for all 4 axles:
- actual PWM value of the valves
- actual current through the magnetic coils of the valves
Display of the PWM values
PWM_A1 Piloting of the valve of axle 1.
Positive values correspond to coil B active, PWM_A1: 8%
negative values correspond to coil A active. PWM_A2: -7%
PWM_A2 Piloting of the valve of axle 2
ESC
Display of the currents through the maget coils

curr_A1a actual current axle 1 coil A
curr_A1a: 2245mA
curr_A1b actual current axle 1 coil B curr_A1b: 0mA
curr_A2b actual current axle 2 coil B ESC
curr_A3b actual current axle 3 coil B
curr_A4b actual current axle 4 coil B
Valve setpoint for the second braking circuit (axles 1.2 and 3.2):
Display of the PWM values
PWMbrakeA12 Piloting of the braking valve of axle 1.2
PWMbrakeA12: 8%
PWMbrakeA32 Piloting of the braking valve of axle 3.2 PWMbrakeA32: 7%
ESC
Display of the currents through the magnet coils

brakeA1.2 actual current braking valve of axle 1.2
brakeA1.2: 245mA
brakeA3.2 actual current braking valve of axle 3.2 brakeA3.2: 255mA
ESC

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3.5.1.4 Displayed values in the menu item "data display adjustment value"
The following data are displayed for all axles:
- actual alignment position / voltage for the 0°-position (straight ahead) for both tracks of the angle
transducer
- actual alignment position for the left-hand and right-hand mechanical bedstop positions for both tracks
of the angle transducer
- Alignment position of the brake pedal in its kick-down and in its not active position
Display alignment value for 0° position of the axles
The alignment values for the 0° position have to be inside the range
angle sensor ME: 2,500 V ±300mV. axle 1 0°
MTS cylinder sensor: 1,900 V ±300mV. or. 3,100 V ±300mV. 2534mV / 2495mV
ESC
Display alignment value for the right-hand mechanical bedstop

The alignment values for the right-hand mechanical bedstop have to be
inside the range: axle 1 max.right
angle sensor ME : track A 3,300 V bis 4,875 V 4161mV / 870mV
track B 0,125 V bis 1,800 V
MTS cylinder sensor: track A 3,900 V bis 4,875 V
track B 0,125 V bis 1,800 V ESC
Display alignment value for the left-hand mechanical bedstop

The alignment values for the left-hand mechanical bedstop have to be
inside the range: axle 1 max.left
angle sensor ME : track A 0,125 V bis 1,800 V 732mV / 4279mV
MTS cylinder sensor: track A 0,125 V bis 1,100 V
track B 3,900 V bis 4,875 V ESC
Display of the alignment values of the brake pedal

at none active position
brake pedal:
min.pos.: 493mV
ESC

at middle active position
brake pedal:
mid.pos.: 2507mV
ESC

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at kick- down position
brake pedal:
max.pos.: 4735mV
ESC

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3.5.1.5 Displayed values in the menu item "data display i/o- data"
Those hardware I/O assignments actually used by the steering/braking process are displayed.
Display of the digital inputs

The digital inputs are displayed in the following groups:
DI 1 ...8:
DI 1 ... 8 1 0 1 1 1 1 0 1
DI 9 ... 16
DI 17 ... 24
ESC
A displayed "1" means an input recognised as active.
Display of the digital outputs

The digital outputs are displayed in the following groups:
DO 1 ... 8:
DO 1 ... 8 1 0 0 1 0 0 0 0
DO 9 ... 16
ESC
A displayed "1" means an output activated by the computer.
Display of the sensor voltages of the angle transducers

The actual sensor voltages of the angle transducers are displayed in 4
windows. axle 1A: 2493mV
axle 1B: 2505mV
ESC
Display of the values of brake pedal track 2

The actual values of the brake pedal are displayed.
- actual voltage of brake pedal track 2 brake c2: 476mV
- State of the switching signals: act./kick: 0 / 1
"Pedal active" and
"Pedal Kick-down"
ESC
Display of the value of the analogue output "Tilting protection"

The voltage output by the hardware is displayed.
2.500V corresponds to the steering angle straight ahead. ana.output angle
5,00V
Depending on the programmed maximum steering angle, the output
voltage varies in the range 2.5V ± 2.0V
ESC

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3.5.1.6 Displayed values in the menu item "data display working hours"
The collected working hours are displayed.
Display of the total of all working hours
This is the amount of time that the computer has been switched on.
work_sum /h
75,38h
ESC
Display of the total working hours while driving

This is the amount of time elapsed while the vehicle was driving (> 1
km/h). work_drive /h
4,05h
ESC
Display of the total working hours in standstill

This is the amount of time elapsed in standstill (< 1 km/h) of the vehicle,
while the computer was switched on. work_stand /h
71,03h
ESC

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3.5.1.7 Displayed values in the menu item "data display CAN- data"
Display of the message received from the PLC
The message received from the vehicle PLC ("SPS") is displayed.
SPSrec: 00 00 00
SPSrec 00 00 00 00 00
ESC
Display of the messages sent to the PLC

The messages sent to the vehicle PLC ("SPS") are displayed.
SPSsend1: 00005
SPSsnd1: - actual angle of axle 1 -000400005-0004
- actual angle of axle 2
- actual angle of axle 3
- actual angle of axle 4 ESC
SPSsnd2: - Error (alarm) location

- Error (alarm) type
- digital outputs 1 ... 8
- digital outputs 9 ... 16
- Angle for tilt protection
- braking setpoint
SPSsnd3: - vehicle speed
- log. digital inputs 1 ... 8
- Diagonal steering active
Display of the engine rpm received from the diesel motor
motor / rpm:
1962
ESC

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3.5.2 Operating Data of the Braking computer SLC 019 647 -2

The operating data display is activated from the main menu using the
key. brake system ok

Within the operating data menu item the keys have the following function: 08:10:52 21/02
ESC
Leave the operating data display.
ESC
Move forward by one menu item or display window.
Move backward by one menu item or display window.
The following sub menus are available:

1. data display brake setpoint
2. data display pwm value
3. data display adjustment value
4. data display i/o- data
5. data display working hours
6. data display CAN- data
3.5.2.1 Displayed values in the menu item "data display brake setpoint"
3.5.2.1.1 Setpoint of the operational brake
Display of the setpoint for the operational brake, braking circuit 1 (internal)
and braking circuit 2 (via CAN).
br.int./%: 10.0
br.CAN /%: 10.0
ESC
3.5.2.1.2 Current state of track 1 of the brake pedal

Display of the values of brake pedal track 1
- actual voltage of brake pedal track 1 brake c1: 476mV
- State of the switching signals: act./kick: 0 / 1
"Pedal active" and
"Pedal Kick-down"
ESC

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3.5.2.1.3 Enabling of the braking circuits

Display of the currently enabled braking axles. All axle brakes displayed
as "1" are active. The rightmost number means axle brake A1_1, the
leftmost number means axle brake A4_1. enabled axles:
1111
ESC
3.5.2.1.4 Display of the atual system pressure setting

Display of the actual value for system pressure setting.
system pressure:
70 %
ESC
3.5.2.1.5 Display of the engine rpm

Display of the engine rpm received from the diesel motor
diesel engine
rpm: 1962
ESC

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3.5.2.2 Displayed values in the menu item "data display pwm value"
The following data are displayed for all brake valves and the valve for hydraulic pressure supply:
- actual PWM value of the valves
- actual current through the magnetic coils of the valves
Display of the PWM values for the brake valves

PWM_br_A1.1 Piloting of the valve for the brake of axle A1.1
PWM_br_A1.1: 8%
PWM_br_A2.1 Piloting of the valve for the brake of axle A2.1 PWM_br_A2.1: 7%
PWM_br_A3.1 Piloting of the valve for the brake of axle A3.1
PWM_br_A4.1 Piloting of the valve for the brake of axle A4.1 ESC
Display of the currents through the maget coils of the brake valves
curr_A1.1 actual coil current brake valve A1.1
currA1.1: 1245mA
curr_A2.1 actual coil current brake valve A2.1 currA2.1: 1245mA
curr_A3.1 actual coil current brake valve A3.1
curr_A4.1 actual coil current brake valve A4.1 ESC
Display of the PWM value and the coil current for the valve for
hydraulic pressure supply
PWM_press. Piloting of the valve for the pressure supply PWM_press.: 8%
current: 100mA
current actual coil current through the valve for pressure supply
ESC

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3.5.2.3 Displayed values in the menu item "‚data display adjustment value’
Displayed values are:
Alignment position of the brake pedal in none active, active and middle position (50%).
Display alignment value of the brake pedal in none active position
brake pedal:
min.pos.: 493mV
ESC
Display alignment value of the brake pedal in middle position
brake pedal:
mid.pos.: 2507mV
ESC
Display alignment value of the brake pedal in active position
brake pedal:
max.pos.: 4735mV
ESC

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3.5.2.4 Displayed values in the menu item "data display i/o- data"
Those hardware I/O assignments actually used by the steering/braking process are displayed.
Display of the digital inputs

The digital inputs are displayed in the following groups:
DI 1 ... 8:
DI 1 ... 8 1 0 1 1 1 1 0 1
DI 9 ... 16
DI 17 ... 24
ESC
A displayed "1" means an input recognised as active.
Display of the digital outputs

The digital outputs are displayed in the following groups:
DO 1 ... 8:
DO 1 ... 8 1 0 0 1 0 0 0 0
DO 9 ... 16
ESC
A displayed "1" means an output activated by the computer.
Display of the value of brake pedal track 1

- actual voltage of brake pedal track 1 brake: 476mV
ESC
3.5.2.5 Displayed values in the menu item "data display working hours"
The collected working hours are displayed.
Display of the total of all working hours

This is the amount of time that the computer has been switched on.
work_sum /h
75,38h
ESC

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3.5.2.6 Displayed values in the menu item "data display CAN- data"
Display of the message received from the steering computer

The message received from the steering computer is displayed.
rec2SLC:00 00 00
rec2SLC: 00 00 00 00 00
- braking setpoint
- setpoint for the pressure supply
- errors (alarms) of the braking system ESC
- error (alarm) priority
- engine rpm
Display of the messages sent to the steering computer

The messages sent to the steering computer are displayed.
sndSLC1:00 00 00
sndSLC1: - braking setpoint 00 04 00 00 00
- error (alarm) location
- error (alarm) type
- error (alarm) priority ESC
- error (alarm) of the brake
sndSLC 2: - digital inputs 1 ... 8 of the braking computer

- digital outputs 1 ... 8 of the braking computer
- braking pedal

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4 Special Functions for Commissioning and Maintenance

4.1 Troubleshooting / Alarm Handling
The SLC divides errors into two different groups:
(1) L errors Errors in the logic, which are triggered by the monitoring functions in the application.
(L alarms) These errors are generally errors or failures of external components such as angle
transducers, steering set-point generators or hydraulic valves.
All logic errors are automatically cancelled when the cause of the error has been
removed. Errors in the angle sensors are held until the vehicle is switched off.
(2) U errors Errors in the hardware, which are triggered by the monitoring functions in the safety
(U alarms) operating system. Hardware errors are generally caused by the steering computer
hardware itself or by faulty signals in the hardware inputs or outputs.
In the event of a U error (hardware error) all steering computer outputs are switched off.
U errors can only be reset by switching off the power supply to the steering computer and
restarting.
All steering computer errors are defined using an error code containing three pieces of information:
(1) Error location Which component triggered the error?
Examples:
- Axle 2 angle transducer.
- Magnet coil of the proportional valve on axle 1
- Steering wheel
- Fuse
(2) Error type Which error has occurred?
Examples:
- Short-circuit
- Cable break
- Timeout.
(3) Priority How critical is the error?
The steering computer distinguishes between 4 priority levels:
Level Description Steering system response
0 Operating message No restriction of the driving and steering
functions of the vehicle. Operating instruction.
1 Warning No restriction of the driving and steering
functions of the vehicle. Warning against
possible more critical errors.
2 Driving lock Steering still active, the vehicle is stopped.
3 Lock of driving and steering Steering not available, vehicle is stopped.
If critical errors of the steering system are present, the SLC stops the vehicle through
disabling the signal "Driving enabled".
Only very slow driving is allowed because the steering may be damaged.
OperatingInstruction_019647_V002.doc 4 Special Functions for Commissioning and Maintenance

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4.1.1 List of Logic Alarms (L errors) of the Steering Computer SLC 019 647 -1
Error location
Error type
Priority
Description
1 x x • Errors with the error location 1 … 4 are significant for the axles 1 … 4!
… The location of the axles is defined as following (look in driving direction)
4
• axle 1 right front
axle 2 right rear
axle 3 left front
axle 4 left rear
1 1 2 Cable break in angle transducer track A of the axle

… The actual voltage value of the potentiometric angle transducer A is outside the tolerance range.
4
The tolerance range for actual value voltages is: 0,125 V to 4,875 V.
Effect:
The steering of axle 1 is maintained using the actual value voltage of track B of the angle transducer. The vehicle
drive is disabled.
Rectification / tests:
• At least one of the three wires for angle transducer A of the cable between SLC and angle transducer is
broken.
Check cable between SLC and angle transducer.
• The power supply (+5 V reference voltage) for the angle transducer is outside the tolerance from 4.990 V to
5.010 V.
Disconnect all angle transducers from the power supply in sequence and measure again.
Once the +5 VREF is back in the tolerance range, the faulty angle transducer is found which is
overloading the power supply.
• Fault / failure of the angle transducer.
• The steering angle of the axle is too great. The sensor track of the potentiometer has a limited electrical
function range. When the slider is turned too far, it reaches the end of the sensor track (or even leaves it).
This means that the tolerance range is also exited.
The steering angle range of the axle must be limited or another angle transducer type with a
larger electrical function range should be used.
1 2 2 Cable break in angle transducer track B of the axle

… The actual voltage value of the potentiometric angle transducer B is outside the tolerance range.
4
Effect:
The steering of axle 1 is maintained using the actual value voltage of track A of the angle transducer. The vehicle
drive is disabled.
• At least one of the three wires for angle transducer B of the cable between SLC and angle transducer is
broken.
• The power supply (+5 V reference voltage) for the angle transducer is outside the tolerance from 4.990 V to
5.010 V.
overloading the power supply.

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Error location
Error type
Priority Description
1 3 3 Cable break in both tracks of angle transducer of the axle

… The actual voltage values of both potentiometric angle transducers are outside the tolerance range.
4
Effect:
The steering of the affected axle is switched off and the vehicle drive is disabled.
• At least one wire of track A and one wire of track B in the cable between SLC and angle transducer is
broken.
• The power supply (+5 V reference voltage) for the angle transducer and/or the supply (+5V external) for
track B is outside the tolerance range.
overloading the power supply. Perform the same check with +5 VEXT.
1 4 3 0° alignment angle transducer of the axle not within tolerance range

… The saved 0° alignment value of the angle transducer A for the axle is not within the defined tolerance range.
4
The tolerance range for the 0° alignment is depende on the senor type:
Angle sensor from ME: 2,500 V ±300mV.
MTS sensor at cylinder: 1,900 V ±300mV or 3,100 V ±300mV depend on the axle position.
Effect:
The steering of the affected axle is switched off and the vehicle is stopped through the "enable drive" output.
Carry out new 0° alignment of the axles. During the alignment, ensure that the actual voltage value of the angle
transducer is in the given tolerance range. If this is not the case, the angle transducer must be rotated mechanically
against the axle.
When the axles are in a precise straight position, the actual voltage value must be at 2.5 V (±0.3 V).
1 5 3 Right-hand alignment angle transducer of the axle not within tolerance range
… The saved right-hand range alignment value of the axle is not within the defined tolerance range.
4
The tolerance range for the right-hand alignment value is:
Angle sensor from ME: track A 3,300 V bis 4,875 V.
track B 0,125 V bis 1,800 V.
MTS sensor at cylinder: track A 0,125 V bis 1,100 V
track B 3,900 V bis 4,875 V.
Effect:
The vehicle is stopped through the "enable drive" output. The steering computer calculates the angle resolution from
parameter 0 (electrical function range of the angle transducer) to keep the steering functional.
• Carry out new right-hand alignment of the axles. During the alignment, the actual voltage value of the angle
transducer must be within the given tolerance range.
• The angle transducer supply does not correspond to the definition for angle transducer track A:
If the steering axle steers to the right (clockwise) the actual voltage value should increase.
The actual voltage value reduces if the axle is steered to the left.
For this reason the right range alignment value should be greater than the 0° alignment value.
The rotation of the angle transducer can be inverted by swapping the supply (+5 V and
signal ground) of the angle transducer.

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Error location
Error type
1 6 3 Left-hand alignment of angle transducer of the axle not within tolerance range
… The saved left-hand range alignment value of the axle is not within the defined tolerance range.
4
The tolerance range for the left-hand alignment value is:
Angle sensor from ME: track A 0,125 V bis 1,800 V.
track B 3,300 V bis 4,875 V.
MTS sensor at cylinder: track A 0,125 V bis 1,100 V.
Effect:
The vehicle is stopped through the "enable drive" output. The steering computer calculates the angle resolution from
parameter 0 (electrical function range of the angle transducer) to keep the steering functional.
• Carry out new left-hand alignment of the axles. During the alignment, the actual voltage value of the angle
transducer must be within the given tolerance range.
• The angle transducer supply does not correspond to the definition for angle transducer track A:
If the steering axle steers to the right (clockwise) the actual voltage value should increase. The actual
voltage value reduces if the axle is steered to the left. For this reason the left range alignment value should
be less than the 0° alignment value.
The rotation of the angle transducer can be inverted by swapping the supply (+5 V and
signal ground) of the angle transducer.
1 8 0 Deviation of right hand maximum angle of the axle is too great

… The SLC monitors the maximum steering angle of the axle. If the actual angle value of the axle exceeds the
4 alignment angle (parameter 15 plus 0.5° of tolerance), then an alarm message is generated.
Check the alignment.
1 9 0 Deviation of left hand maximum angle of the axle is too great

… The SLC monitors the maximum steering angle of the axle. If the actual angle value of the axle exceeds the
4 alignment angle (parameter 15 plus 0.5° of tolerance), then an alarm message is generated.
• Check the alignment.
1 10 3 Cable break on magnet coil A of the proportional valve of the axle

… Both magnet coils of the proportional valves connected to the steering computer are monitored for cable breaks and
4 short- circuits.
Effect:
The axle affected is switched off and the vehicle stopped.
• Check cable between SLC and magnet coil.
Switch off the power supply to the SLC, disconnect the SLC from the wiring PCB. On the connection
terminals on the wiring PCB, measure the resistance of the magnet coil outputs against power ground. For
the proportional valves used, the measurement should be around 3.5 . The cable resistance can be
ignored if the length is not too great.
• Fault in the magnet coil.
Remove the plug on the proportional valve and check the magnet coil resistance (approx 3.5 ).

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Error location
Error type
1 11 3 Cable break on magnet coil B of the proportional valve of the axle

4 short- circuits.
Effect:
1 12 3 Short-circuit of magnet coil A of the proportional valve of the axle

4 short- circuits.
Effect:
1 13 3 Short-circuit of magnet coil B of the proportional valve of the axle

4 short- circuits.
Effect:

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Error location
Error type
1 14 1 Current regulation of magnet coil A of the proportional valve of the axle

… The magnet coils of the proportional valves are piloted through PWM outputs. Thus, tolerances of the magnet coil
4 resistance and temperature influences can automatically be compensated for. The error message is set when the
current regulation exceeds its tolerance range, i.e. the magnet coil resistance is too different from the nominal value.
Tolerance range of the magnet coil resistance: Factor 0.5 to 2.0 on the nominal value (parameter 33).
Effect:
Steering and driving remain active.
• The resistance of the magnet coil (including the cable) is too great or too small.
Switch the SLC off its supply voltage. Disconnect it from the wiring card. Measure the resistance of the
magnet coil outputs between the terminals of the wiring card and the 0V-GND. The measured resistance
has to correspond to the value of parameter 33. The error message is generated if the resistance is smaller
than 0.5x parameter or greater than 2x parameter.
• Check the connectors of the magnet coil for good contact.
• Check parameter 33. The programmed value has to correspond to the magnet coils actually used.
1 15 1 Current regulation of magnet coil B of the proportional valve of the axle

… The magnet coils of the proportional valves are piloted through PWM outputs. Thus, tolerances of the magnet coil
4 resistance and temperature influences can automatically be compensated for. The error message is set when the
current regulation exceeds its tolerance range, i.e. the magnet coil resistance is too different from the nominal value.
Effect:
Switch the SLC off its supply voltage, disconnect it from the wiring card. Measure the resistance of the
• Check parameter 33. The programmed value has to correspond to the magnet coils actually used.
1 16 3 Current regulation initialisation for the proportional valve of the axle unsuccessful
… The current regulation of the magnet coils for the proportional valves on the steering is adjusted via parameters for
4 the proportional valves being used. During the current regulation initialisation process when switching on the
steering computer, the control parameters are calculated from the SLC parameters.
The error is set if no valid control parameters can be calculated from the parameters.
Effect:
Steering of the axle is switched off and emergency steering of the SLS is activated. Driving is disabled.
• This error can only be caused by incorrect values in parameter 32 (maximum magnet coil current) and
parameter 33 (magnet coil resistance).
Check the parameter values and compare with the data from the proportional valve.

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Error location
Error type
1 23 3 Error level of steering deviation axle: > 200%

… The steering deviation of the axle is greater than the error threshold set in parameter 58. The axle is not able to
4 follow the steering set-point. The resultant track errors of the wheels result in excessive tyre wear and significant
loading of the mechanics.
Effect:
The steering remains active. Driving is disabled. The steering speed is reduced to 50% of the maximum steering
speed defined by parameter 87/88, in order to enable the axle to catch up.
• The oil quantity of the hydraulic supply is not sufficient for the steering speed set.
• The steering speed is set to too high a value. Check parameter 87/88.
• The error threshold for steering deviations is set to too small a value. Check parameters 54, 55, 56, 57.
1 24 1 Warning level of steering deviation axle: Speed range V1 ... V2

… The steering deviation of the axle is greater than the warning threshold set in parameters 50, 54. The axle is not able
4 to follow the steering set-point, which results in wheel track errors and consequently greater tyre wear.
Effect:
• See alarm L 1-23-3.

Effect:

Effect:
1 27 1 Warning level of steering deviation axle: Speed range >V4

Effect:

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Error location
Error type
1 28 2 Error level of steering deviation axle

… The steering deviation of the axle is greater than the error threshold set in parameters 49 to 58 for longer than the
4 the tolerance time. The axle is not able to follow the steering set-point. The resultant track errors of the wheels result
in excessive tyre wear and significant loading of the mechanics.
Effect:
The vehicle is stopped due to the significant track error. The steering remains active with reduced steering speed of
the steering wheel (50 % of parameter 87/88) to allow the deviated axle to catch up.
• The oil quantity of the hydraulic supply is not sufficient for the steering speed set.
• The steering pressure of the hydraulic supply is insufficient.
• The steering forces of the axles are insufficient or the axle load is too great (axle mechanically blocked).
• The steering speed is set to too high a value. Check parameter 21.
• The error threshold or the time delay for steering deviations is set to too small a value. Check parameters 54
to 57.
1 30 2 Deviation between tracks A and B of angle transducer of steering axle is too great
… The SLC calculates a steering angle for the axle from the signals from both angle transducers and the relevant
4 alignment values. The result is two separate steering angles which are checked for deviations between one another
by the SLC. The error is triggered if the deviation exceeds the threshold of parameter 3.
Effect:
The steering of the affected axle is switched off and the vehicle is stopped through the signal "enable driving". The
emergency steering of the SLS is activated.
• Check parameter 3 for the correct value.
• Contact problems on one of the two sensors.
• Water in plug connector or angle transducer.
• Fault in the angle transducer.
1 31 2 Voltage sum of tracks A and B of angle transducer of steering axle 1 not within
… tolerance range
4 Both angle transducers on the steering axle are inversely supplied with +5 V. This means that when operating in
perfect condition, both sensor signals always add up to 5 V. The error is triggered if the total of the signals deviates
too far from 5 V.
The voltage sum of both signals must be 5 V at any angle.
The tolerance range of the total voltage is: 5.0 V (± Parameter 3 [mV]).
Effect:
The steering and driving remain active. The SLC uses the track A signal to keep the steering active.
• Check parameter 3. Tolerances of the total voltage of 100 mV are normal for the angle transducer used.
• Check actual voltage values of angle transducers A and B on terminals 37 and 36 of the wiring PCB.
• Check the cable and plug between the SLC and the angle transducer for good contact.
• Water in plug connector or angle transducer.

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Error location
Error type
1 32 2 Intermittent contact on track A of angle transducer of axle

… The SLC monitors the voltages of the angle transducers for skips (changes in speed). If skips are detected on one
4 sensor but not on the other, the SLC assumes that there is an intermittent contact.
• Check actual voltage values of angle transducer A on terminals 37 of the wiring PCB.
1 33 2 Intermittent contact on track B of angle transducer of axle

… The SLC monitors the voltages of the angle transducers for skips (changes in speed). If skips are detected on one
4 sensor but not on the other, the SLC assumes that there is an intermittent contact.
• Check actual voltage values of angle transducer B on terminal 36 of the wiring PCB.
5 1 2 Cable break in brake pedal potentiometer track 2, braking circuit 2

The actual value of the brake pedal potentiometer voltage is not within the tolerance range.
The tolerance range for actual voltage values is: 0,125 V to 4,875 V.
• At least one of the three wires for of the brake pedal potentiometer track 2 is broken.
Check cable between SLC and brake pedal.
• The power supply (+5 V reference voltage) for the brake pedal is outside the tolerance from 4.990 V to 5.010
V.
Disconnect all angle transducers / brake pedal from the power supply in sequence and measure again.
Once the +5 VREF is back in the tolerance range, the faulty sensor is found which is overloading the power
supply.
• Fault / failure of the brake pedal.
5 4 3 Alignment of minimum position in track 2 of brake pedal is out of tolerance range

The stored alignment value for the brake pedal's not active position is outside the tolerance range.
The tolerance range is: 0,200 V to 0,600 V.
• Perform a new aligment. During the alignment process, the actual voltage value has to remain within the
tolerance range.
5 5 3 Alignment of maximum position in track 2 of brake pedal is out of tolerance range

The stored alignment value for the brake pedal's kick-down position is outside the tolerance range.
tolerance range.
5 7 3 Alignment of middle position in track 2 of brake pedal is out of tolerance range

tolerance range.

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Error location
Error type
5 20 2 Plausibility of 'brake pedal active' signal

The state of the 'brake pedal active' signal does not correspond to the potentiometer signal.
Check the cable between the SLC and the 'brake pedal active' switch.
6 20 2 Plausibility of 'brake pedal kick-down' signal

The state of the 'brake pedal kick-down' signal does not correspond to the potentiometer signal.
This alarm is generated if the logical status of the 'kick-down' switch output of the MCS brake pedal does not
correspond to the analogue voltage of the potentiometer for a period longer than 1 second.
The monitoring thresholds are:
Switch ouput may not be ON at analogue voltage > 4600mV
Switch output must be ON at analogue voltage < 4400mV
The definition by MCS regarding the threshold of the kick-down signal is 4500 mV ±50mV.
• Check the cable between the SLC and the 'brake pedal active' switch.
• Check the threshold of the switch signal of the brake pedal.
6 21 0 Brake setpoints of steering computer and braking computer are not synchronous
This alarm is generated if the brake setpoints read from the steering computer and from braking computer differ by
more than the value defined in parameter 105 for a period longer than 1 second.
The relative linearity of the MCS brake pedal is given as ±2%.
• Check alignment. Possibly repeat alignment.
6 22 0 Warning brake setpoint in braking computer

In acquiring a brake setpoint in the braking computer, a warningwith priority is detected.
• Check braking computer.
6 22 2 Faulty brake setpoint in braking computer

In acquiring a brake setpoint in the braking computer, an error with priotity >1 is detected.
• Check braking computer.
7 10 3 Cable break on magnet coil of brake valve A1_2, braking circuit 2

The SLC monitors the magnet coil of the brake valve for cable break.
The driving is disabled.
the proportional valves used, the measurement should be around 3 . The cable resistance can be ignored
if the length is not too great.
Remove the plug on the proportional valve and check the magnet coil resistance (approx. 3 ).
7 12 3 Short-circuit on magnet coil of brake valve A1_2, braking circuit 2

See fault message 7-10-3.

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Error location
Error type
7 14 1 Current regulation of magnet coil A of of brake valve A1_2, braking circuit 2

The magnet coil of the proportional brake valve is piloted through a PWM output. Thus, tolerances of the magnet coil
resistance and temperature influences can automatically be compensated for. The error message is set when the
current regulation exceeds its tolerance range, i.e. the magnet coil resistance is too far from the nominal value.
Tolerance range of the magnet coil resistance: Factor 0,5 to 2,0 on the nominal value (parameter 108).
• Check parameter 108. The programmed value has to correspond to the magnet coil actually used.
7 16 3 Current regulation initialisation for the brake valve A1_2 unsuccessful

The current regulation of the magnet coils for braking valves is adjusted via parameters for the proportional valves
being used. During the current regulation initialisation process when switching on the steering computer, the control
parameters are calculated from the SLC parameters.
The SLC warns the driver by making an error lamp blink. The braking system still works through braking circuit 2.
Steering and driving remain active. If also the second braking circuit is faulty, the vehicle is stopped immediately.
This error can only be caused by incorrect values in parameter 109 (maximum magnet coil current) and parameter
108 (magnet coil resistance).
Check the parameter values and compare with the data from the brake valve.

the proportional valves used, the measurement should be around 3 . The cable resistance can be ignored
if the length is not too great.

See L 8-10-3.

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Error location
Error type


9 20 2 Plausibility of braking pressure switch A1_2, braking circuit 2

The logical state of the braking pressure switch is not in the correct state.
• Check the cable from the SLC to the braking pressure switch and its connector.
9 20 3 Plausibility of braking pressure switches A1_2 and A3_2, braking circuit 2

The logical state of the braking pressure switch in normal operating is not in the correct state.
• Check hydraulic supply.

The logical state of the braking pressure switch during engine start is not in the correct state.



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Error location
Error type
13 20 3 Plausibility of steering pressure switch A1/A2, right side

The logical state of the steering pressure switch during engine start is not in the correct state.
• Check the cable from the SLC to the steering pressure switch and its connector.
14 20 3 Plausibility of steering pressure switch A3/A4, left side

The logical state of the steering pressure switch during engine start is not in the correct state.
• Check the cable from the SLC to the steering pressure switch and its connector.
17 51 3 Monitor fuse F101 (Supply for external components)

The fuse F101 for the external components, which is located on the wiring board, is monitored using the DI08.
• Check the fuse F101 and the wiring at DI08.
18 50 2 Time-out of CAN-Bus message from vehicle PLC to the steering computer

Some control logic data is transmitted from the PLC to SLC via CAN-bus. The alarm message is generated when
the SLC does not receive a message from the PLC for the period defined by 100ms.
The SLC disables the traction drive.
• Check the CAN-bus cable from the SLC to the PLC.
• At the time of commissioning, CAN-H and CAN-L can still be interchanged.
• For testing the CAN-bus, switch off the power supply of the steering system. Measure the resistance
between CAN-H and CAN-L at the wiring board. The resistance should be 60 (two 120 termination
resistors in parallel) if the SLS and the motor electronics are connected correctly.
19 20 3 SDO parameter download not successful

After switching on the power supply, the steering computer transmits some parameters to the braking computer via
CAN-bus. These parameters configure the braking computer.
The error message is generated if the parameter download cannot be performed correctly.
Because the braking computer itself also stores these parameters permanently, plausible parameters are present
even after the transmission unsuccessful.
• Check the CAN-bus between steering computer and braking computer.
• A CAN-bus timeout may be present at the same time (see fault message 19-50-2).
19 50 2 Timeout of CAN-Bus message from braking computer to steering computer

The brake setpoint is transmitted from the braking computer to the steering computer via CAN-bus. The alarm
message is generated when the steering computer does not receive a message from the braking computer for the
period defined by 500ms.
• Check the CAN-bus cable between the SLCs.
resistors in parallel) if steering computer and the braking computer are connected correctly.

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Error location
Error type
20 20 0 Data logger plausibility

The data logger transmits a information about its internal state, reporting an alarm.
20 50 0 Time-out of CAN-Bus message from Data logger to the SLC

Those data relevant for error/failure diagnostics are transmitted from the steering computer to the data logger via
CAN-bus. The alarm message is generated when the SLC does not receive a message from the data logger for 15
CAN cycles.
• Check the CAN-bus cable between the steering computer and the data logger.
resistors in parallel) if steering computer and the braking computer are connected correctly.
23 20 3 SLS 406 525 / SLS 401 720 selection implausible

The states of the SLS selection inputs (DI11 / DI12) give a implausible information for longer than the tolerance
period.
• Check the selector switch for multiple contacts or cable break.
23 40 2 SLS 406 525 channel 1 track A cable break

The pulse signals of the SLS are monitored by the SLC for cable breaks.
Effect:
In the case of a cable break of the pulse signal from channel 1, the steering is maintained using the remaining signal
from channel 2. The vehicle is stopped.
• Check the cable between SLS (channel 1) and SLC.
• If there is a cable break, the voltage level on the incremental input is supplied at approx. 2.5 V. This voltage
level can be measured on terminals 40 to confirm the cable break.
23 41 2 SLS 406 525 channel 1 track B cable break

Effect:
level can be measured on terminal 41 to confirm the cable break.
23 42 2 SLS 406 525: numbers of pulses not corresponding

The pulse signals of the safety steering set-point generator (SLS) are monitored by the SLC for plausibility.
The error is issued if the pulses read by channel 1 do not match the pulses read by channel 2.
Effect:
In the case of a difference between the read in pulses, the steering is maintained using the signal with the greater
number of pulses. The vehicle is stopped.
• Short-circuit of the A or B track signal to ground or +UB. Check the wiring on the SLS.
• Fault in the SLS.

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Error location
Error type
23 43 2 SLS 406 525: counter directions not corresponding

The pulse signals of the SLS are monitored by the SLC for plausibility.
The error is issued if the counter direction of the pulses read by channel 1 does not match the pulses read by
channel 2.
Effect:
Driving is disabled.

Effect:

Effect:

Effect:

Effect:

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Error location
Error type
25 42 2 SLS 401 720 numbers of pulses not corresponding

The pulse signals of the safety steering set-point generator (SLS) are monitored by the SLC for plausibility.
The error is issued if the pulses read by channel 1 do not match the pulses read by channel 2.
Effect:
In the case of a difference between the read in pulses, the steering is maintained using the signal with the greater
number of pulses. The vehicle is stopped.
25 43 2 SLS 401 720 counter directions not corresponding

The pulse signals of the SLS are monitored by the SLC for plausibility.
The error is issued if the counter direction of the pulses read by channel 1 does not match the pulses read by
channel 2.
Effect:

Effect:

Effect:
30 20 2 Plausibility CAN-signals 'Vehicle Speed' vs. 'Vehicle stops'

The alarm is generated if the value of the vehicle speed signal is not plausible with the value of the signal 'Vehicle
stops'.
Monitoring threshold: 1 kph for a period.
• Check signal generation in the PLC.

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Error location
Error type
31 20 2 Plausibility CAN-signals 'Drive direction forwards' vs. 'Drive direction backwards'

The alarm is generated if the value of the 'drive direction forwards' signal is not plausible with the 'drive direction
backwards' signal.
32 20 2 Plausibility CAN-signal 'Drive direction forwards'

The plausibility of the signal 'Drive direction forwards' is monitored. If a driving direction is chosen and the signal is
not active and no change is activated, then the alarm is generated.
33 20 2 Plausibility CAN-signal 'Drive direction backwards'

The plausibility of the signal 'Drive direction backwards' is monitored. If a driving direction is chosen and the signal is
not active and no change is activated, then the alarm is generated.
43 20 1 Monitoring steering pressure switch axle A 1/2

The plausibility of the pressure swich on the right-hand sill beam is monitored as soon as the diesel engine runs.
• Check the wiring of the pressure switch (130bar) and check the system pressure.
44 20 1 Monitoring steering pressure switch axle A 3/4

The plausibility of the pressure swich on the left-hand sill beam is monitored as soon as the diesel engine runs.
45 20 2 Monitoring steering pressure switch

The plausibility of the pressure swich on both sill beams is faulty while the diesel engine runs.
46 20 2 Monitoring diesel rpm

The plausibility of the diesel engine rpm is faulty.
• Check the rpm values transmitted by the PLC via CAN-bus with the vehicle moving faster than 0.5 kph.
50 20 3 Plausibility selection signals manual / automatic

51 50 3 CAN Timeout if navigation system is active
No data transfer from navigation system if automatic navigation mode is activ.
51 50 1 CAN Timeout if navigation system is not active

No data transfer from navigation system if manual steering mode is activ.
52 52 3 Signatur error if navigation system is active

Navigation system active and signatur of the received message wrong.

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Error location
Error type
53 53 1 Signatur error if navigation system is not active

Manual steering mode active and signatur of the received message not correct. The data are wrong.
54 54 3 error life sign if navigation system is active

55 55 1 error life sign if navigation system is not active
56 56 3 GPRS not ready if navigation system is active
The statusflag 'ready' of the navigation systems it not active.
57 57 0 GPRS not ready if navigation system is not active

The statusflag 'ready' of the navigation systems it not active.
58 58 3 Out of working range if navigation system is active

The status flag ‚working range’ of the navigation system is not active.
96 20 2 Monitoring the status of the seat contacts

The plausibility of the normal and the inverse input of the seat position is faulty while the vehicle moves.
• Check the wiring of the switches DI1 / DI2.
97 20 3 Plausibility check of controller deviation parameters

This alarm is generated if the values of the parameters 50 ...53 or 54 ... 57 are not plausible.
• Generate correct parameter values.
98 20 3 Plausibility check of parameters of steering setpoint generator

This alarm is generated if the values of the parameters 25 ... 27 are not plausible.
• Generate correct parameter values.
99 20 3 Parameter value outside the value range

All parameters on the SLC have a permissible value range which is given in the parameter list (see chapter 4.2.3).
The error becomes active if a parameter values exits its value range.
Steering and driving remain active. The SLC uses default values for the faulty parameters. The numbers of the faulty
parameters are displayed on the SLC's display.
• Set the parameters to correct values. If more than one parameter is faulty, after correction of one of them
the next will be displayed.
99 50 1 Time-out of EEPROM writing procedure

The SLC fails in writing to EEPROM memory. As a consequence, possibly the Alarm memory feature or the
parametrisation will not work properly any more.
• Check the voltage supply (+Ubatt and GND) of the SLC for (excessive) radio frequency disturbances.
• Failure of the EEPROM memory of the SLC.
100 100 0 Emergency Mode active

The steering/braking system is or has been in Emergency Mode.

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Error location
Error type
200 20 3 Monitoring Vref

The value of the reference voltage is outside its tolerance range.
Check for possible external short-cicruits in components (angle transducers, etc.)
201 20 3 Monitoring Vrefext

The value of the external reference voltage is outside its tolerance range.
239 U 1 / 2 Hardware error

/ 3 There is a hardware error. The error code xxx (= U error) for the hardware error is entered into the memory as the
error type.
Effect:
The response from the SLC is given depending on the priority of the hardware error.
See table of hardware errors (chapter 4.1.3).

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4.1.2 List of Logic Alarms (L errors) of the Brake Computer SLC 019 647 -2
Error location
Error type
Priority
Description

Switch off the power supply to the SLC, disconnect the SLC from the wiring PCB. On the connection terminals
on the wiring PCB, measure the resistance of the magnet coil outputs against power ground. For the
proportional valves used, the measurement should be around 3 . The cable resistance can be ignored if the
length is not too great.

See L 8-10-3.

magnet coil outputs between the terminals of the wiring card and the 0V-GND. The measured resistance has
to correspond to the value of parameter 108. The error message is generated if the resistance is smaller than
0.5x parameter or greater than 2x parameter.


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Error location
Error type

1 20 3 Plausibility of braking pressure switches A1_1 and A3_1 braking circuit 1

The logical state of the braking pressure switches are in normal operating not in the correct state.
• Check hydraulic supply.
1 25 3 Plausibility programming number of brakes

The programmed count of brakes is to smal. (<2)
• Check parameter 113 ... 116 of the steering computer 647-1.


See L 1-12-3.


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Error location
Error type



See L 1-10-3.


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Error location
Error type




See L 1-10-3.

Switch the SLC off its supply voltage. Disconnect it from the wiring card. Measure the resistance of the

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Error location
Error type

5 1 2 Cable break in brake pedal potentiometer track 2, braking circuit 1

The actual value of the brake pedal potentiometer voltage is not within the tolerance range.
The tolerance range for actual voltage values is: 0,125 V to 4,875 V.
• At least one of the three wires for of the brake pedal potentiometer track 2 is broken.
Check cable between SLC and brake pedal.
• The power supply (+5 V reference voltage) for the brake pedal is outside the tolerance from 4.990 V to 5.010
V.
Disconnect all angle transducers / brake pedal from the power supply in sequence and measure again. Once
the +5 VREF is back in the tolerance range, the faulty angle transducer is found which is overloading the power
supply.
5 4 3 Alignment of minimum position in track 2 of brake pedal is out of tolerance range

The stored alignment value for the brake pedal's not active position is outside the tolerance range.
tolerance range.
5 5 3 Alignment of maximum position in track 2 of brake pedal is out of tolerance range

tolerance range.
5 20 2 Plausibility of 'brake pedal active' signal

The state of the 'brake pedal active' signal does not correspond to the potentiometer signal.
Check the cable between the SLC and the 'brake pedal active' switch.

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Error location
Error type
6 20 2 Plausibility of 'brake pedal kick-down' signal

The state of the 'brake pedal kick-down' signal does not correspond to the potentiometer signal.
This alarm is generated if the logical status of the 'kick-down' switch output of the MCS brake pedal does not
correspond to the analogue voltage of the potentiometer for a period longer than 1 second.
The monitoring thresholds are:
Switch ouput may not be ON at analogue voltage > 4600mV
Switch output must be ON at analogue voltage < 4400mV
The definition by MCS regarding the threshold of the kick-down signal is 4500 mV ±50mV.
• Check the cable between the SLC and the 'brake pedal active' switch.
• Check the threshold of the switch signal of the brake pedal.
6 21 0 Brake setpoints of steering computer and braking computer are not synchronous
This alarm is generated if the brake setpoints read from the steering computer and from the braking computer differ
by more than the value defined in parameter 105 for a period longer than 1 second.
The relative linearity of the MCS brake pedal is given as ±2%.
• Check alignment. Possibly repeat alignment.
6 22 2 Faulty brake setpoint in steering computer

In acquiring a brake setpoint in the steering computer, an error was detected.
• Check steering computer.
7 10 3 Cable break on magnet coil of the steering pump control valve

The SLC monitors the magnet coil of the steering pump control valve for cable break.
proportional valves used, the measurement should be around 29 . The cable resistance can be ignored if
the length is not too great.
7 12 3 Short-circuit on magnet coil of the steering pump control valve

The SLC monitors the magnet coil of the steering pump control valve for cable break.
See L 3-10-3.

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Error location
Error type
7 14 1 Current regulation of magnet coil A of the steering pump control valve

The magnet coil of the proportional pressure valve is piloted through a PWM output. Thus, tolerances of the magnet
coil resistance and temperature influences can automatically be compensated for. The error message is set when the
Tolerance range of the magnet coil resistance: Factor 0.5 to 2.0 on the nominal value (parameter 121 / 122).
• Check parameter 121 / 122. The programmed value has to correspond to the magnet coil actually used.
7 16 3 Current regulation initialisation for the steering pump control valve

The current regulation of the magnet coils for pressure valves is adjusted via parameters for the proportional valves
11 20 3 Plausibility of braking pressure switch A2, braking circuit 1

12 20 3 Plausibility of braking pressure switch A4, braking circuit 1

17 51 3 Monitor fuse F101 (Supply for external components)

The fuse F101 for the external components, which is located on the wiring board, is monitored using the DI08.
• Check the fuse F101 and the wiring at DI08.
19 50 2 Timeout of CAN-Bus message from steering computer to braking computer

The brake setpoint is transmitted from the steering computer to the braking computer via CAN-bus. The alarm
message is generated if the braking computer does not receive a message from the steering computer for the period
defined by parameter 81.
• Check the CAN-bus cable between the SLCs.
• For testing the CAN-bus, switch off the power supply of the steering system. Measure the resistance between
CAN-H and CAN-L at the wiring board. The resistance should be 60 (two 120 termination resistors in
parallel) if components are connected correctly.

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Error location
Error type
99 20 3 Parameter value outside the value range

All parameters on the SLC have a permissible value range which is given in the parameter list (see chapter 4.2.3).
The error becomes active if a parameter values exits its value range.
Steering and driving remain active. The SLC uses default values for the faulty parameters. The numbers of the faulty
parameters are displayed on the SLC's display.
• Set the parameters to correct values. If more than one parameter is faulty, after correction of one of them the
next will be displayed.
99 50 1 Time-out of EEPROM writing procedure

The SLC fails in writing to EEPROM memory. As a consequence, possibly the Alarm memory feature or the
parametrisation will not work properly any more.
• Check the voltage supply (+Ubatt and GND) of the SLC for (excessive) radio frequency disturbances.
• Failure of the EEPROM memory of the SLC.
100 100 0 Emergency Mode active

The steering/braking system is or has been in Emergency Mode.

The value of the reference voltage is outside its tolerance range.

The value of the external reference voltage is outside its tolerance range.
239 U 1 / 2 Hardware error

/ 3 There is a hardware error. The error code xxx (= U error) for the hardware error is entered into the memory as the
error type.
Effect:
The response from the SLC is given depending on the priority of the hardware error.
See table of hardware errors (chapter 4.1.3).

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4.1.3 List of Hardware Alarms (U errors)
If a hardware error occurs which is not given in the list below, the electronics should be sent to ME for in-
depth checking.
4.1.3.1 Alarms of the Switch-on Test

After switching on, the SLC first runs a switch-on self-test. Errors which are detected in the self-test have a U
error number less than 100.
Error no. Cause Description / rectification

U5 Parameter The SLC parameters are saved with redundancy and each is protected using a
signature. The error is triggered if one or more parameters in the normal and
redundant parameter ranges do not match or the signature is incorrect.
The parameter number of the faulty parameter is shown on the SLC display.
Switch the SLC off and back on again. If the SLC can determine from the
available data and signatures which parameters are correct, it will
automatically repair the data. One parameter is corrected each time the unit
is switched on again.
If the SLC cannot repair the parameter, the parameter-set must be re-
programmed (e.g. PCS download).
U6 FLASH ROM Signature The program code is protected using a signature.

Load the correct program code into the FLASH on the SLC using WinEEA.
U19 Safety FET The safety switch on the redundant shut-down path cannot be correctly
controlled.
Digital outputs DO1 to DO6 and PWM 9 and 10 check for short-circuits to
+UB or ground. For the test, disconnect these outputs and restart the SLC.
If the error has not been resolved with the outputs disconnected, inform the
service department and where appropriate, send in the electronics for
checking.
U21 Digital output 1 (terminal 72) The digital output cannot be set or reset by the SLC.
External short-circuit to +UB or ground.
External connection to a different digital output.
Disconnect the line on the digital output for the test and re-start. If the error is
not resolved, inform the service department and if necessary, send in the SLC
for testing.
U22 Digital output 2 (terminal 71) See U.21.

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4.1.3.2 Alarms of the Cyclical Test

The SLC runs a large number of tests in every cycle.
The error codes in the cyclical tests are in the range 100 to 255

U106 Supply voltage too high The supply voltage is greater than +31 VDC.
Check the power supply.
U107 Supply voltage low The supply voltage is lower than +15 VDC.
Check the power supply.
U108 Temperature too high The temperature is measured in the SLC housing. The error is triggered at a
temperature above +85 °C.
Check the installation position of the SLC. Install the SLC at a distance from
engines with a high level of heat radiation, for example.
U114 +5 V reference voltage The SLC provides a precise +5 V reference voltage to supply the angle
transducers. The error is triggered if the reference voltage exits the tolerance
range 4.7 V – 5.3 V.
Check all consumer equipment connected to the reference voltage. The
total current must not exceed 15 mA.
Disconnect all consumer equipment from the reference voltage and re-start
the SLC. If the error is not resolved, inform the service department and if
necessary, send in the SLC for testing.
U115 +5V external The +5 V power supply for external components is outside the tolerance range
from 4.5 V – 5.5 V.
Check all consumer equipment connected to the +5 V supply. The total
current must not exceed 80 mA.
Disconnect all consumer equipment from the +5 V supply and re-start the
SLC. If the error is not resolved, inform the service department and if
necessary, send in the SLC for testing.
U121 Digital output 1 (terminal 72) The digital output cannot be set or reset by the SLC.
External short-circuit to +UB or ground.
External connection to a different digital output.
Disconnect the line on the digital output for the test and re-start. If the error is
not resolved, inform the service department and if necessary, send in the SLC
for testing.
U122 Digital output 2 (terminal 71) See U121.

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U161 Digital input 1 (terminal 49) All digital inputs are read in with redundance using an inverted signal level. The
error is triggered if the redundant internal signals do not match.
The input voltage on the terminal is in the undefined voltage range of +4 V
to +8 V.
An alternating voltage or excessive oscillation in the voltage is connected to
the input.
Disconnect the line on the digital input for the test and re-start. If the error is not
resolved, inform the service department and if necessary, send in the SLC for
testing.
U162 Digital input 2 (terminal 48) See U161.
U201 Analogue input 1 (terminal 37) The analogue inputs AI1 to AI8 are imported twice by the SLC. The error is
triggered if the two internal signals vary greatly from one another.
An alternating voltage signal is too high on the analogue input or the input
signal is oscillating too greatly.
U202 Analogue input 2 (terminal 36) See U201.

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U221 Analogue output 1 (terminal 38) The output voltage is read by the SLC and compared to the internal output
value. The error is triggered if the output voltage read does not match the output
value.
The analogue output is short-circuited to +UB or ground.
The analogue output is loaded too greatly by the connected consumer
equipment (maximum output current 5 mA).
Disconnect the line on the digital input for the test and re-start. If the error is not
resolved, inform the service department and if necessary, send in the SLC for
testing.
U222 Analogue output 2 (terminal 39) See U221.

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4.1.4 Error (Alarm) Memory

The SLC has a permanent error memory which is retained even after the power supply is switched off. 50 errors
can be stored. Additional information is saved for each error entry, which facilitates more detailed diagnostics:
- Time and date of the first entry.
- Time and date of the last entry.
- Frequency of the error in the period between the first and last entry.
- Additional information (optional).
4.1.4.1 Reading the Alarm Memory

The error memory can be read directly on the SLC operating elements.
For this the service menu must be activated first by holding down the
system ok
ESC
buttons and for 3 seconds. 14:35:09 26/11
Once the service menu has been opened, the display will show the first
"i/o data display" menu option. ESC
Hold for 3 seconds!
The "error memory" menu option is selected using .

alarm memory
ESC
open the error memory menu. The first error entry is displayed
automatically.
alarm index: 1
In the first row, the SLC shows the position of the error in the error code:037-006-001
memory (1 ... 50). The second line gives the error code of the error entry
in the following format
ESC
Error location – error type – priority.
The and buttons can be used to scroll through the individual

error entries in the error memory.
alarm index: 4
code:255-255-255
Empty entries in the error memory are marked with the error code ESC
255-255-255. As the SLC saves the entries in the error memory in
sequence starting with position 1, the end of the entries is
reached at the first error code 255-255-255. In the example, 3
error entries are stored as the 4th is an empty entry.
If there are no entries in the error memory, the error code at

position 1 is set to 255-255-255.

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is used to call up the additional information on each error entry.

alarm index: 3
Each time the button is pressed, the display moves forward by one code:005-013-001
information window according to the given sequence.
In the example, the additional information is interpreted as follows:

error number Position 3 in the error memory
time first entry
code Error code 005-013-001 10.11. 09:14:45
time first entry The error occurred for the first time on 10th
November at 09:14:45 hours.
time last entry The error occurred for the last time on 16th
November at 15:08:55 hours.
time last entry
frequency In the period between the first and last
occurrence, the error has been triggered 12 times.
16.11. 15:08:55
Add. info No additional information is stored.
frequency
12
ESC
closes the error memory menu.

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4.1.4.2 Clearing the Alarm Memory

Clearing the error memory can be carried out at any position in the
entries. The entire error memory is always deleted at the same time; it is
not possible to delete individual errors. alarm index: 1
code:031-006-001
To start the delete process, press and hold the button for 3 seconds.
ESC
Hold for 3 seconds!

Before the SLC starts the delete process, it asks for confirmation from the
operator.
clear event
Clear error memory. memory?
ESC
Do not delete the error memory. Back to the error display. ESC
During the deletion process, the progress is displayed in a bar on the

second row. clearing!
---------
ESC
After the delete process, all entries in the error memory will be set to 255-
255-255. event number: 1
If there are any active errors left, they will be entered back into the error code 255-255-255
memory after a short waiting time. These entries can be tracked on the
display. ESC

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4.3 Aligning the Angle Transducers

The angle transducers must be aligned during the commissioning process for the steering system (all axles) and
after replacing an angle transducer (the axle with the new angle transducer).
When aligning the angle transducers, the current value voltages of the angle transducer are stored on 3 fixed
angle values in the permanent memory on the SLC:
(1) Forward position (0° angle).
(2) maximum steering angle to the right.
(3) maximum steering angle to the left.
CAUTION:
The alignment angles for the right-hand and left-hand maxima have to be set in parameters 1
and 2.
In normal mode the SLC uses the current value voltages of the angle transducers and the fixed values saved
during the alignment process to calculate the actual angle of the axles with great precision.
The alignment process is carried out using the operating elements on the
SLC.
steer.system ok
The service menu is activated by holding for 3 seconds. 14:35:09 26/11
To use the alignment mode have to set the access level first!
ESC
Hold for 3 seconds!
Press several times to access the "alignment" axle alignment menu

option. alignment
ESC

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activates the alignment mode.

The buttons have the following functions in alignment mode: select axle for
alignment: 1
Activate menu option. Confirms the selection, saves the value.
ESC ESC
Exit menu option, skip alignment step.
Axle number + 1, steer axle to the right.
Axle number -1, steer axle to the left.
ESC
In alignment mode, the axle can be stopped using . The
stop does not function if the valve spool on the steering
valve is stuck.
CAUTION:
In alignment mode, there must be no persons standing in the pivot range of the axles!
Due to faulty wiring or hydraulic connections, the following may occur
- Move an axle other than the axle selected!
- Move an axle without a button being pressed!
- Move an axle in the wrong direction!

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4.3.1 Alignment Process

An axle must first be selected for the alignment process.
Axle number + 1. select axle for

alignment: 1
Axle number -1.
ESC
Start the alignment for the axle selected.
First, the selected axle must be steered to 0° (straight position).
Steer the selected axle to the right. steer axle to 0

2699mV 2305mV
Steer the selected axle to the left.
ESC
Save the current value voltages of the angle transducer.

The display shows the current values of both tracks of the angle transducer in mV.
See chapter 4.3.2 if the selected axle cannot be steered or cannot be

steered in a controlled way.
During the alignment process, there must be no persons standing in

the pivot range of the axles!
One press on button or button adjusts the set-point angle by

0.1°. If the button is held down, the axle starts steering continually after a
short delay. The steering speed increases the longer the button is
pressed.
Once the axle has been steered to exactly 0°, the current values can be saved
using . steer axle to 0

2505mV 2495mV
The exact 0° position must be checked by:

ESC
- Measuring the wheel rim edges for parallelity to the vehicle
frame.
- Fixing an optical line along the vehicle frame.
- Using mechanical reference points on the axle.
After saving the values, the SLC feeds back the alignment values and shows them
on the display.
saved values are
2505mV 2495mV
After confirming the display with , the alignment process is continued with the
alignment of the right-hand alignment angle.
ESC
To select a new axle without conducting an alignment of the right-hand angle, the
ESC
alignment process can be cancelled using .
If only an alignment of the maximum angles is to be carried out, the 0° alignment
ESC
can be skipped using .
The alignment values stored in the SLC are then displayed as when following a
normal 0° alignment.

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The 0° alignment is only accepted by the SLC if the current value voltage of both
angle transducers is in the range:
See chapter 4.1.1 Logic Alarms! out of tolerance
2200 ... 2800mV
If this condition is not met, a warning is issued and the value is not saved.
ESC
The alignment can be repeated after acknowledgement with .
If the current value voltages are not in the 0° alignment range, the angle
transducer must be mechanically re-adjusted to the axle (rotate angle
transducer against the axle)
With all work on the angle transducer and pivoting that axle, the
steering system must be switched off!
The second step in the alignment process is to align the angle transducer on the
right-hand alignment angle of the axle. To do this, the steering axle is steered to
the right up to the mechanical bedstop. steer max right
2615mV 2375mV
Steer the selected axle to the right.
ESC
See also the notes on the 0° alignment of the axle.

When the axle reaches the right-hand position, the current value voltages are
saved using . steer max right

3819mV 1199mV
ESC
The alignment of the right-hand angle can be skipped using .
The alignment values stored in the SLC are then displayed as when following a ESC
normal alignment.
After saving the values, the SLC feeds back the alignment values and shows this
on the display.
saved values are
3819mV 1199mV
After confirming the display with , the alignment procedure is continued with
the alignment of the left-hand alignment values.
ESC
To select a new axle without conducting an alignment of the left-hand alignment

ESC
angle, the alignment process can be cancelled using .
The current value voltages at the right-hand alignment point must match the
following definition:
must be > 2800mV
If this condition is not met, a warning is shown on the display and the current value
voltage is not saved.
ESC
After confirming the warning with , the alignment can be repeated.
If the current value voltage of angle transducer A is less than 2500 mV

or of angle transducer B is greater than 2500 mV, the polarity of the
angle transducer supply is incorrect. When turning the axle to the right
(clockwise), the current value voltage of angle transducer A should
increase and of angle transducer B should fall.
If the current value voltages are in the range 2200 mV to 2800 mV, the
ratio between the angle transducer and the steering axle needs to be
SLC 019 647 Ju
corrected.
With all work on the angle sensor and pivoting that axle, the steering
system must be switched off!
The third step in the alignment process is to align the angle transducer on the left-
hand alignment angle of the axle. To do this, the steering axle is steered to the left
up to the mechanical bedstop position. steer max left
2185mV 2820mV
Steer the selected axle to the right.
ESC
See also the notes on the 0° alignment of the axle.
When the axle reaches the left-hand alignment position, the current value voltages
are saved using . steer max left

1105mV 3890mV
ESC
The alignment of the left-hand angle can be skipped using .
The alignment value stored in the SLC is then displayed as when following a ESC
normal alignment.
After saving the value, the SLC feeds back the alignment values and shows this
on the display.
steer max left
1105mV 3890mV
After confirming the display with , the alignment procedure is ended and a
new axle can be selected.
ESC
The current value voltage at the left-hand alignment position must match the
following definition:
must be < 2200mV
If this condition is not met, a warning is shown on the display and the current value
voltage is not saved.
ESC
After confirming the warning with , the alignment can be repeated.
If the current value voltage of angle transducer A is greater than 2500

mV or of angle transducer B is less than 2500 mV, the polarity of the
angle sensor supply is incorrect. When turning the axle to the left
(anticlockwise), the current value voltage of angle transducer A should fall
and of angle transducer B should increase.
If the current value voltages are in the range from 2200 mV to 2800 mV,
the ratio between the angle transducer and the steering axle needs to be
corrected.
With all work on the angle transducer and pivoting that axle, the
steering system must be switched off!
After completing the alignment process, another axle can be selected for alignment. In normal steering mode, the
SLC checks the saved alignment values and issues error messages if the alignment values are not within the
specified tolerances.
ESC
in the axle alignment window exits alignment mode.

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In the following situations, a new, complete alignment (0°, right-hand, left-hand) should be conducted:
- Initial commissioning of the steering system (alignment of all axles).
- Replacing the steering computer (alignment of all axles).
- Replacing angle sensors (only the affected axle).
- Changing the installation of the angle sensor (only the affected axle).
- Mechanical calibration of the angle sensor (only the affected axle).

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4.3.2 Steering Problems in Alignment Mode

If the selected steering axle cannot be steered in alignment mode, or cannot be steered in a controlled way, the
following points should be checked.
4.3.2.1 The axle cannot be steered
The selected axle cannot be steered using the buttons and .

(1) Hydraulic supply
• Is the hydraulic supply active?
The hydraulic pump drive unit must be running.
• Is there sufficient hydraulic pressure?
All pressure relief valves should be set correctly. Measure the system pressure on the hydraulic
block for the steering.
• Are the hydraulic connections correctly made?
• Are the parameters on the steering control circuits and power regulation on the power outputs
correctly programmed? See chapter 4.2.3.
The proportional valves used can be activated manually. If the axle is moved with manual
activation, the hydraulic supply can be excluded as the cause of the fault.
Raise the vehicle to relieve the strain on the steering axles. When raised, the steering axles can
often also be steered with minimal pressure.
(2) Electrical connection of the proportional valves

• Are the magnet coils of the proportional valves correctly connected to the SLC?
• Are both proportional valves on the axles running against one another as far as possible?
Disconnect the magnet coil plugs on the second proportional valve and steer only using the first
proportional valve.
(3) Mechanics
Can the axle move freely?
Check that the steering axle can move freely. The axle may be at the final stop point on the steering
range.
(4) Operation
Only one steering button can be pressed at any time. If both steering buttons are pressed at the same
time, the SLC does not execute a steering motion of the axle.
4.3.2.2 An axle other than the selected axle is steered

In this case the assignment of the hydraulics does not match the electrical assignment.
(1) Hydraulics
Are the hydraulic connections correctly made?
Check the assignment of the proportional valves to the steering axles.
(2) Electrical connection of the proportional valves

Are the magnet coils of the proportional valves correctly connected to the SLC?
Check the assignment of the power outputs to the proportional valves according to the wiring diagram.

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4.3.2.3 Checking the axle polarities

(1) Polarity error in the steering control circuit
Both definitions of polarity are violated.
When turning the axle to the right (clockwise viewed from above), the slider voltage of angle
transducer A should increase and of angle transducer B should fall.
The SLC supplies the PWMb output with power to steer the axle to the right (clockwise).
In order to rectify both definitions, the supply lines of the angle transducer as well as the magnet coil connectors
of the proportional valve have to be exchanged.

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4.4 Alignment of the Brake Pedal

The alignment of the brake pedal has to be performed during commissioning and after an exchange of the brake
pedal.
During alignment, the actual voltages of the brake pedal potentiometers in the unused position and in the kick-
down position are stored to the memory.
In the normal mode of operation, the SLC calculates the brake setpoint from the actual voltages of the brake
pedal and from the values stored during alignment, applying great precision.
The alignment is performed using the SLC's on-board terminal.
The service menu is activated by keeping pressed for 3 seconds. steer.system ok

14:35:09 26/11
As soon as the service menu is activated, the first menu item "i/o data
display" is displayed.
ESC
Hold for 3 seconds!
Press several times in order to reach the menu item "alignment

brake pedal". alignment
brake pedal
ESC
activat the alignment mode.

In the alignment mode, the buttons have the following functions: alignment brake
-->> ESC/ENTER
Activate menu option. Confirms the selection, saves the value.
ESC
ESC
Menüpunkt Exit menu option, skip alignment step.
After selecting the alignment mode, a password has to be entered in order
for the SLC to enable the alignment mode.
The alignment of the brake pedal is performed through a menu. It is performed simultaneously on the steering
computer (braking circuit 2) and on the braking computer (braking circuit 1).
If the alignment values are not plausible, an error message is displayed.

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5 Assignment of Inputs and Outputs

5.1 Assignment of Inputs and Outputs of the SLC 019 647-1
This chapter describes all input and output signals of the SLC. All signals are present at the terminals of the
wiring board.
5.1.1 Digital Inputs

Input resistance 3.75 k
Input level for OFF state < +2 V (or open input)
Input level for ON state > +10 V (+Ub)
Type For high-side signals
Features Read in redundantly and checked by the safety operating system.
5.1.1.1 DI 01 'Steering inverted’ Terminal 49

This signal indicates a request to invert the steering direction set by the steering setpoint generator. It can be
used to invert the steering if a signal 'seat position turned by 180° ' is present. This enables the driver to steer
logically right in both driving directions, according to the current sitting position.
The signal is monitored for plausibility with DI 02.
The steering direction is only switched if the vehicle is recognised as standing.
5.1.1.2 DI 02 'Steering inverted redundant’ Terminal 48

The input 'Steering inverted redundant is used for a plausibility check against the input 'Steering inverted’.
5.1.1.3 DI 03 'Pressure switch 130 bar A1 /2 steering’ Terminal 47

This input is used for monitoring the hydraulics pressure in the right-hand sill beam.
DI = ON Pressure supply is active and pressure is present in the sill beams.
DI = OFF Pressure supply is not active or the hydraulics is broken.
5.1.1.4 DI 04 'Pressure switch 130 bar A3 /4 steering’ Terminal 46

This input is used for monitoring the hydraulics pressure in the left-hand sill beam.
DI = ON Pressure supply is active and pressure is present in the sill beams.
DI = OFF Pressure supply is not active or the hydraulics is broken.
5.1.1.5 DI 05 'Pressure switch 1 operating pressure braking circuit 2’ Terminal 45

The pressure switch 105 bar monitors the operating pressure of the braking circuit 2 of the wheel 1.2.
The monitoring of the state of the pressure switches does not start until 15 seconds after start-up of the engine,
because the system is kept without pressure by te valve Y301, in order to provide for a smooth start-up of the
engine.
5.1.1.6 DI 06 'Pressure switch 2 operating pressure braking circuit 2' Terminal 44

The pressure switch 105 bar monitors the operating pressure of the braking circuit 2 of the wheel 1.2.
The monitoring of the state of the pressure switches does not start until 15 seconds after start-up of the engine.
Also see 5.1.1.5.
OperatingInstruction_019647_V002.doc 5 Assignment of Inputs and Outputs

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5.1.1.7 DI 08 'Monitoring fuse F101 / 3A’ Terminal 42

The input 'monitoring fuse' is used to monitor the fuse F101. The terminals 132 ... 137 supply +UB to external
components, e.g. the steering brake force simulator. If the fuse gives out, the DI is deactivated and an alarm
message is generated.
5.1.1.8 DI 09 'Brake pedal contact ‚Pedal active’ Terminal 105

Active, if the brake pedal is active and the analogue brake setpoint 2 is >0,7V +/-50mV (closing contact)
5.1.1.9 DI 10 'Brake pedal contact ‚Pedal kick-down’ Terminal 104

Active, if the brake pedal is in kick-down position and the analogue brake setpoint 2 is >0,7V +/-50mV (opening
contact)
5.1.1.10 DI 11 'SLS 406 520 selected’ Terminal 103

If this input is ON and the vehicle is standing, the steering setpoint generation is switched to the steering setpoint
generator SLS 406 520.
5.1.1.11 DI 12 'SLS 401 720 selected’ Terminal 102

If this input is ON and the vehicle is standing, the steering setpoint generation is switched to the steering setpoint
generator SLS 401 720.
5.1.1.12 DI 16 'Emergency Mode’ Terminal 98

ON: When switching on the power supply while this input is ON, the Emergency Mode is activated.
OFF: Normal mode of operation of the steering and braking system.
5.1.1.13 DI 17 'D+ from alternator’ Terminal 154

ON: If the diesel engine is running the alternator gives the feedback.
OFF: Diesel engine is off.

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5.1.2 Analogue Inputs

Input resistance 1M
Input voltage range 0 V to +5 V
Resolution 10 bit (1024 steps)
No. Terminal Description

AI1 37 Angle transducer track A axle 1
0V to +0,125 V Cable break range
+0,125 V to +2,5 V Axle steered to left hand side
+2,5 V Axle steered to straight position (0 °), tolerance ±0,3 V
+2,5 V to +4,875 V Axle steered to right hand side
+4,875 V to +5 V Cable break range
AI2 36 Angle transducer track B axle 1








SLC 019 647 Ju

AI9 142 Brake pedal potentiometer 2
0,5V Brake pedal not active position.
0V to +4,75V Voltage proportional to the pedal position.
+4,75V Brake pedal in kick-down position.
AI10 144 Unassigned

AI11 143 Unassigned
5.1.3 Incremental Inputs

Input resistance > 3,3 k
Maximum frequency 50 kHz
Minimum pulse width 10 Ls
Type A/B-track, 90° phase-shifted

INC 1A 40 Channel 1 A-track SLS 406 525
Pulse signal of the SLS according to the rotation of the steering wheel, 256 pulses per full turn of the
steering wheel. Pulses are only counted if also the B-track pulse signal is correct.
INC 1B 41 Channel 1 B-track SLS 406 525

steering wheel. Pulses are only counted if also the A-track pulse signal is correct.







SLC 019 647 Ju
5.1.4 Digital Outputs

Maximum output current 1,5 A
Output voltage level ON +Ub
Output voltage level OFF High impedance
Type high-side
Features DO01 ... DO06 with second emergency switch off path.
All digital outputs with internal feedback, short circuit and cable break
detection.
5.1.4.1 DO 01 'No main error‘ Terminal 72

A message lamp is installed in the driver's cabin.
ON: No alarm of priority 3
OFF: Alarm of priority = 3
5.1.4.2 DO 02 'Steering system ok‘ Terminal 71

ON: The steering system is ok.
OFF: The steering system detects an alarm of priority 1 or greater.
5.1.4.3 DO 03 'Enable driving‘ Terminal 70

ON: Alarm priority < 2.
OFF: Alarm priority >= 2
5.1.4.4 DO 04 'Status Steering inverted‘ Terminal 69

ON: The current status of the steering inversion is: active.
OFF: The current status of the steering inversion is: not active.
5.1.4.5 DO 05 'Crab steering active‘ Terminal 68

ON: The current status of Crab steering is: active.
OFF: The current status of Crab steering is: not active.
5.1.4.6 DO 07 'Emergency Mode not active‘ Terminal 66

ON: The normal mode of operation is active.
OFF: The Emergency Mode is active.
5.1.4.7 DO 08 'Lamp Braking force adjustment‘ Terminal 65

ON: The adjustment mode for setting the base force of the steering brake is active
and the actual value is not at the limit of the range.
flashing with 1Hz: The actual value for the base steering brake has reached the limit
of the adjustment range.
Value = 0 or 100: ‚Lamp‘ is flashing
OFF: Normal steering operation, no adjustment mode.

SLC 019 647 Ju
5.1.4.8 DO 09 'Steering setpoint generator SLS 406 525 active‘ Terminal 64

ON: Steering setpoint generator SLS 406 520 is active.
5.1.4.9 DO 10 ''Steering setpoint generator SLS 401 720 active' Terminal 63

ON: Steering setpoint generator SLS 401 720 is active.
5.1.5 PWM Outputs

Maximum output current 2.7 A
Output voltage 0 V to +UB
Type high-side
Features PWM9 and PWM10 with second emergency switch off path.
Current controlled outputs by high-side current measurement. Short
circuit proofed.

PWM 1 8 Steering valve axle 1 (front right) magnet coil A
The SLC controls this PWM to steer axle 1 to the left (anticlockwise direction).
PWM 2 10 Steering valve axle 1 (front right) magnet coil B

The SLC controls this PWM to steer axle 1 to the right (clockwise direction).
PWM 3 11 Steering valve axle 2 (rear right) magnet coil A

PWM 4 13 Steering valve axle 2 (rear right) magnet coil B

PWM 5 14 Steering valve axle 3 (front left) magnet coil A

PWM 6 16 Steering valve axle 3 (front left) magnet coil B

PWM 7 17 Steering valve axle 4 (rear left) magnet coil A

PWM 8 19 Steering valve axle 4 (rear left) magnet coil B

PWM 9 21 Proportional valve braking circuit 2 axle 1.2

The pressure reducing valve of braking circuit 2 of the operational brake is activated proportionally to the
brake pedal position. The braking force rises with the output current through the magnet coil of the valve.


SLC 019 647 Ju
5.1.6 Analogue Outputs

Maximum output current <= 5 mA
Output voltage 0 V to +10 V
Limit frequency 11 Hz
Accuracy 2%
Features Feedback of the output voltage.
5.1.6.1 AO 01 'Steering angle for the tilting protection‘

The current maximum angle of the 4 axles is output.
Normalisation: 0° = 5,000V ±4,5V for the parametrised alignment angle.
Thus, monitoring cable break of the signal is possible.
5.1.6.2 AO 02 'Steering brake force for the SLS 401 720‘

The current brake force setpoint for the SLS is output.
Normalisation: 0 ... 10V = 0 ... 100% Braking force setpoint

SLC 019 647 Ju
5.2 Assignment of Inputs and Outputs of the SLC 019 647-2

This chapter describes all input and output signals of the SLC. All signals are present at the terminals of the
wiring board.

Input resistance 3,75 k
Input level for OFF state < +1 V (or open input)
Input level for ON state > +9 V (+Ub)
Type For high-side signals

The pressure switch 105 bar monitors the operating pressure of the braking circuit 1 of the wheels 1.1. and 2.1 .
Also see 5.1.1.5.

The pressure switch 105 bar monitors the operating pressure of the braking circuit 1 of the wheels 3.1. and 4.1 .
Also see 5.1.1.5.
5.2.1.3 DI 03 'Brake pedal contact ‚Pedal active’ ’ Terminal 47

Active, if the brake pedal is active and the analogue brake setpoint 1 is >0,7V +/-50mV (closing contact)
5.2.1.4 DI 04 'Brake pedal contact ‚Pedal kick-down’ ’ Terminal 46

Active, if the brake pedal is in kick-down position and the analogue brake setpoint 2 is >0,7V +/-50mV (opening
contact)
5.2.1.5 DI 08 'Monitoring fuse F101 / 3A‘ Terminal 42

Monitoring for the supply voltage of the pressure switches of braking circuit 1.
5.2.1.6 DI 16 'Emergency Mode‘

ON: When switching on the power supply while this input is ON, the Emergency Mode is activated.
OFF: Normal mode of operation of the steering and braking system.

SLC 019 647 Ju

Input resistance 1M
Input voltage range 0 V to +5 V

AI1 37 Brake pedal potentiometer 1
0,5V Brake pedal not active.
0V to +4,75V Voltage proportional to the pedal position.
+4,75V Brake pedal kick-down position.
AI2 36 Unassigned
AI3 35 Unassigned
AI4 34 Unassigned
AI5 33 Unassigned
AI6 32 Unassigned
AI7 31 Unassigned
AI8 30 Unassigned
AI9 142 Unassigned
AI10 144 Unassigned
AI11 143 Unassigned

Input resistance > 3,3 k
Maximum frequency 50 kHz
Minimum pulse width 10 Ls
Type A/B-track, 90° phase-shifted

INC 1A 40 Unassigned
INC 1B 41 Unassigned

SLC 019 647 Ju

Maximum output current 1,5 A
Output voltage level ON +Ub
Output voltage level OFF High impedance
Type high-side
Features DO01 ... DO06 with second emergency switch off path.
All digital outputs with internal feedback, short circuit and cable break
detection.
5.2.4.1 DO 01 'No main error‘ Terminal 72

A message lamp is installed in the driver's cabin.
ON: No alarm of priority 3
OFF: Alarm of priority = 3

SLC 019 647 Ju
5.2.5 PWM Outputs

Maximum output current 2.7 A
Output voltage 0 V to +UB
Type high-side
Features PWM9 and PWM10 with second emergency switch off path.
Current controlled outputs by high-side current measurement. Short
circuit proofed.

PWM 2 10 Unassigned
PWM 4 13 Unassigned
PWM 6 16 Unassigned
PWM 8 19 Unassigned
PWM 9 21 Variable displacement pump for hydraulic supply
The hydraulic pressure supply is piloted according to the demand profile of steering and spreader.
The output features a parametrisable delay in reducing demand.
The variable displacement pump (type A10 VO 85 ED72) is controlled by a negative logic (maximum
pressure when no PWM signal).
Characteristics of the magnet coil: 24V ( 22.7 / max. 770mA ).
Piloting the pressure supply does not start until 10 seconds after start-up of the diesel engine.
PWM 10 23 Unassigned

Maximum output current <= 5 mA
Output voltage 0 V to +10 V
Limit frequency 11 Hz
Accuracy 2%
Features Feedback of the output voltage.
Unassigned

SLC 019 647 Ju
5.3 Checking Input and Output Signals

The 'i/o data display' in the service menu shows all inputs and outputs on
the SLC with their internal values.
This function is very useful for commissioning and servicing purposes, system OK
e.g. to check the wiring. 14:35:09 26/11
ESC
The service menu is activated by holding for 3 seconds.
Hold for 3 seconds!

The buttons are assigned as follows in this menu option.
Activate menu option. The display now shows the status of the i/o data display
first 8 digital inputs.
ESC
Exit "i/o data display".
ESC
Next display screen.
Previous display screen.

The (digital inputs) DI of the SLC are displayed in groups, each of 8
inputs.
1 The input is set. DI 1...8
0 The input is not set. 0 0 0 1 1 1 0 0
ESC
The display shows digital input 1 left and digital input 8 right.
The digital inputs are also imported inversely to permit the monitoring of
the input switch.
1 The input is not set. DI 1...8 inv
1 1 1 0 0 0 1 1
0 The input is set.
ESC

SLC 019 647 Ju

The input voltage of the analogue inputs (AI) is displayed in mV. In
addition to the inputs accessible on the terminals, the internal inputs are
also displayed (e.g. monitoring the supply voltage, temperature, reference AI1: 2578mV
voltages, etc). AI2: 2319mV
The input voltages are in the range 0 mV to 5000 mV.
ESC

The output voltage on the four analogue outputs (AO) can be in the range
0 V to +10 V.
AO1: 0,00V
AO2: 3,85V
ESC

The (digital outputs) DO of the SLC are displayed in groups, each of 8
outputs.
1 The output is active. DO 1...8:
0 The output is not active. 1 1 0 0 0 0 0 0
ESC
The display shows digital output 1 left and digital output 8 right.
The output level is fed back to monitor the digital outputs.

1 The output is set.
DO 1...8 feedb:
0 The output is not set.
1 1 0 0 0 0 0 0
ESC
The digital outputs also have a diagnostic function which facilitates

monitoring for cable breaks.
1 There is a cable break. DO 1...8 diag:
0 0 0 1 1 1 1 1
0 There is no cable break.
ESC

SLC 019 647 Ju
5.3.5 PWM Outputs

The PWM power outputs are shown as percentages with a separate
direction. The percentage corresponds to the output voltage on the power
output (% of +UB). The direction indicates whether PWMa or PWMb is PWM 1: 0.00%
being supplied. PWM 2: 0.00%
dir: 0 PWMa is being supplied with current.
dir: 1 PWMb is being supplied with current. ESC
With PWM 5 and 6 there is no direction display as these are single

PWMs.
In addition, the actual measured current for all PWMs are shown in a
separate window.
PWM-I 1: 0mA
PWM-I 2: 0mA
ESC

The SLC has 6 incremental inputs for pulse signals from encoders. The
counter reading from the internal counters is shown on the display.
In addition, a cycle counter runs on the second row. The value is INC1: 0
increased by 1 each cycle (20 ms) and indicates that the program cycle is INC2: 0
being processed.
ESC
The incremental inputs have a cable break monitoring function which is

displayed in a separate window (starting on the left with INC1).
0 There is cable break. INC diagnosis
1 1 1 1 0 0 0 0
ESC

SLC 019 647 Ju
5.3.7 Operating Data for the Hardware

The SLC is able to import its power supply, temperature and the level of
its reference voltages and thus execute monitoring functions.
Ub Supply voltage in V Ub: 23,69V
Temp: 32°C
Temp Internal temperature in the housing in °C.
ESC
Vref +5 V reference voltage for the supply of the angle sensors in V.

Vext +5 V power supply for external components.
Vref: 5,02V
Vext: 5,08V
ESC
5.3.8 Currents from the Digital Outputs

Display of the output currents for the digital outputs in mA. The current
values displayed are only intended for basic monitoring functions and are
therefore not very precise. I DO1: 31mA
I DO2: 814mA
ESC

SLC 019 647 Ju
6 Data Logger DSE 055 300 -1

6.1 Alarm Codes
All alarms are displayed on the on-board-display of the data logger and will be stored in a text file at the CF- card.
6.2 Duration of Logging

The data logger can hold data in its memory for an operating period of approx. 40 hours at a CF-card size of
256MByte. The memory is cyclically overwritten; the oldest data are lost.
CAUTION:
After the interesting event has happened, the data logger has to be promptly disconnected from its power
supply, so that the relevant data are not overwritten.
6.3 Logged Data

- Setpoint and actual value of the angles of all (4) axles
- Rpm signal of the diesel engine
- Vehicle speed
- Pressure setpoint
- Setpoint of the operational brake
- Status byte of diverse digital inputs
OperatingInstruction_019647_V002.doc 6 Data Logger DSE 055 300 -1

SLC 019 647 Ju
6.4 Assignment of Terminals

The data logger only requires a voltage supply (+24V nominal) and a connection to the CAN bus of the vehicle.
The CAN bus is terminated with 120 at the data logger. The termination resistor is configurable through the
switch S1A.
Figure 13 – connecting cable 343 550 for data logger
Cable configuration:
Pin-no. D-Sub Wire color function

16 White RS232 GND
43 Green RS232 TxD
44 Yellow RS232 RxD
41 Gray CAN2-Low
42 Pink CAN2-High
45 Black CAN1-Low
46 Purple CAN1-High
17 brown Battery
32 Blue L- gnd
50 red Ignition
OperatingInstruction_019647_V002.doc 6 Data Logger DSE 055 300 -1

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Operating Instruction

4- Axle Safety Steering

Project: KONECRANES straddle carrier

Type: SLC 019 647 Version 0.02

Table of Figures ................................................................................................ 6

1 General Information ....................................................................................... 8

1.11.2 Electrical Installation Accessories EIZ 040 400 ............................................................................ 22

1.11.4 Steering Brake Force Simulator SLS 406 525-11 .......................................................................... 30

2 Commissioning the Steering System ......................................................... 39

2.1 Requirements for the Commissioning Process........................................................ 39

2.5 Programming the Parameters .................................................................................... 47

3 Operating the Steering System ................................................................... 54

4 Special Functions for Commissioning and Maintenance.......................... 77

4.3 Aligning the Angle Transducers .............................................................................. 125

4.4 Alignment of the Brake Pedal................................................................................... 133

5 Assignment of Inputs and Outputs........................................................... 134

5.1.1.10 DI 11 'SLS 406 520 selected’ Terminal 103....................................................................................................... 135

5.1.2 Analogue Inputs ............................................................................................................................... 136

6 Data Logger DSE 055 300 -1 ...................................................................... 149

6.2 Duration of Logging .................................................................................................. 149

Figure 1 - Dimensions of the SLC ........................................................................................................................ 16

Subject to technical modifications.

This symbol indicates text positions which have to be observed particularly.

1.2 List of Abbreviations

OperatingInstruction_019647_V002.doc 1 General Information

1.3 Safety Instructions

Directed use of the system:

Handling of the system:

OperatingInstruction_019647_V002.doc 1 General Information

1.4 Vehicle Data

wheel 1.1 2.4 m wheel 1.2 wheel 2.1 wheel 2.2

axle group 1 axle group 2

axle group 3 axle group 4

wheel 3.1 wheel 3.2 wheel 4.1 wheel 4.2

corner wheel distance 7.7 m

OperatingInstruction_019647_V002.doc 1 General Information

1.5 Technical Data of the Steering

The "all-wheel" steering program is defined as the standard steering program.

o For steering and spreader function: 160 bar

OperatingInstruction_019647_V002.doc 1 General Information

Simultaneous cylinders are used as actuators.

OperatingInstruction_019647_V002.doc 1 General Information

1.6 Traction Drive

The traction drive will be realised by the manufacturer.

1.7 Operational Brake

The parking brake is purely hydraulical.

100% Braking force as function of brake pedal position

OperatingInstruction_019647_V002.doc 1 General Information

1.8 Coming Home Function

The digital output DO 03 "Enable traction drive" is activated.

1.9 Function "Error (Alarm) Reset"

1.10 Dual-Steering Mode

OperatingInstruction_019647_V002.doc 1 General Information

1.11 Components of the Steering System

1.11.1 Safety Steering Computer SLC 019 647

OperatingInstruction_019647_V002.doc 1 General Information

Figure 1 - Dimensions of the SLC

OperatingInstruction_019647_V002.doc 1 General Information

1.11.1.2 Technical Data

1 x RS232C Max 115200 Bd

Power-Down-Interrupt 1x Configurable for 12 V / 24 V applications

OperatingInstruction_019647_V002.doc 1 General Information

Safety analog outputs 2x With feedback