BW 120-4 English Service Training

Service Training

BW 100 AD/AC Series 4BW 120 AD/AC Series 4

P/N 008 099 86 STATUS: 03/2004

Service Training

________________________________________________________________________________________BW 100/120 AD-3 1BW 100/120 AC-3

Table of contents

Foreword A 1List of additional documentation A 2General A 3Maintenance A 4

List of components B 1

Kubota diesel engine C 1View of engine C 2Pump installation on diesel engine C 3View of diesel engine, flywheel side C 4Tests and adjustments C 5Adjusting the valve clearance C 6Trouble Shooting C 8

Travel system D 1Travel pump D 3Travel pump control D 7Charge pressure relief valve D 9High pressure relief valves D 10Drum drive motor D 12Wheel drive motors on AC-machines D 16Trouble shooting travel system D 17Insufficient travel power D 28The machine moves with the travel lever in “Neutral” D 30

Vibration E 1Vibration pump E 3Vibration control valve E 4Vibration motor E 5Trouble shooting vibration E 6

Steering F 1Steering valve F 3Trouble shooting steering F 5

Electric circuit diagrams G 1Table of contents G 1Function groups G 2Reference lines, frames G 3Potential cross references G 4Relay cross references G 5List of components G 5Electric system G 6

Service Training

________________________________________________________________________________________BW 100/120 AD-4 A 1BW 100/120 AC-4

Foreword

In 2004 the tandem vibratory rollers of product range BW 100 AD/AC4 and BW 120AD/AC4 were launched in the market for the first time.They are a further development of the old BW 100/120AD/AC of generation 3, whichalready were a great sales success.The contents of this training shall enable the service engineer to perform adjustmentsand trouble shooting as well as all necessary repair work in a professional manner.The owner of the machine should recognize that the service engineer is fully familiarwith the machine. He should realize that the service engineer applies the correctmeasures to detect a possible fault on a machine and that all repair measures areperformed with skill and knowledge. Persons participating on this training course should be confident when having to workon this machine.

Documentation

For the BOMAG machines described in this training manual the followingdocumentation is additionally available:

Attention!

The currently valid part numbers for the documents can be taken from the Doclist orthe Customer Service page in the BOMAG Intranet or Extranet (BOMAG SecuredArea) in accordance with the serial number of the machine.

1. Operating and maintenance instructions2. Spare parts catalogue3. Wiring diagram*4. Hydraulic diagram*5. Repair instructions6. Service Information

* The document versions valid at the date of printing are part of this training manual.

Service Training

________________________________________________________________________________________BW 100/120 AD-4 A 2BW 100/120 AC-4

General

Machines of product range BW 100/120 AD/AC-4 are tandem vibratory rollers orcombination rollers for compaction work in road construction. They are most suitablefor the compaction of bituminous materials as well as light compaction tasks inearthwork. Compaction is achieved by the vibration of both drums or the vibration ofthe drum and the static load of the rubber tires. The power output from the watercooled Kubota diesel engine is transferred to drums or wheels (travel and vibrationsystems) and to the steering via the hydrostatic drive systems of the machine. Thistype of power transmission ensures lowest possible efficiency losses.

Both drums of the BW 100/120 AD-4 are fitted with both travel motors as well asvibration motors. The motors for the respective drive systems are always arrangedon one side of the machine. Since it is beneficial for many applications (e.g. whenlaying asphalt layers) to work with one vibrating and one static drum, the machine isequipped with a vibration shut-off valve for the rear drum.

On machines of type BW 100/120 AC-4 the wheel set is driven by two travel motors.This roller combines the high compaction power of a vibration drum with the excellentsurface sealing effect of rubber tires in one machine. This machine obviouslyachieves considerable savings in costs when compared with a pure vibratory orpneumatic tired roller.

The standard equipment of the machine includes a gravity sprinkler system. Apressure sprinkler system is optionally available on request. In connection with thescrapers the water sprinkler system avoids picking up of material by the drums.

On the AC-machines a pressure sprinkler system prevents sticking of dirt andbitumen to the rubber tires. For this purpose the tires are sprayed with emulsion.

Front and rear frames of the machine are joined by an oscillating articulated joint.The amply dimensioned oscillation angle makes sure that the drums always haveground contact over the entire width.

Both travel motors are fitted with integrated brakes working as parking brakes.Depending on the position of the brake solenoid valve these brakes are released bycharge pressure when starting the engine and applied when shutting the enginedown.

Service Training

________________________________________________________________________________________BW 100/120 AD-4 A 3BW 100/120 AC-4

Maintenance

The tandem/combination rollers of series BW 100/120 AD/AC-4 are highperformance machines for the extremely difficult use in asphalt compaction and earthwork. To be able to meet these demands the machine must always be ready to beloaded up to its limits. Apart from that, all safety installations must always be fullyfunctional when working under the partly very dangerous conditions on a constructionsite.

Thorough maintenance of the machine is therefore mandatory. This not onlyguarantees a remarkably higher functional safety, but also prolongs the lifetime of themachine and of important components.

The time required for thorough maintenance is only minor when being compared withthe malfunctions and faults that may occur if these instructions are not observed.

The maintenance intervals are given in operating hours. It is quite obvious that witheach maintenance interval all the work for shorter preceding intervals must also beperformed. During the 2000 hour interval you must also perform the maintenancework for the 500 and 1000 hour intervals.

It should also be clear, that with the 2500 hours interval only the work for the 10 and500 hour intervals must be performed.

For maintenance work you must only use the fuels and lubricants mentioned in thetable of fuels and lubricants (oils, fuels, grease etc.).

Service Training

________________________________________________________________________________________BW 100/120 AD Series 4 B1BW 100/120 AC Series 4

List of componentsBW 100/120 AD/AC-4

Engine

Manufacturer Kubota

Type D 1703 MDI

Cooling Water

Working cycles 4

Number of cylinders 3

Power DIN 6271 IFN/SAEat 2700 rpm kW 25,2

Fixed engine speed rpm 2250 Stage 1

Fixed engine speed rpm 2700Stage 2

Valve clearance I/E mm 0,20/0,20

Travel pump

Manufacturer Hydromatik

Type A10 VG 28

System Axial piston

Displacement cm³/rev. 28

High pressure limitation bar 380

Charge pressure bar 24

Speed rpm 2700

Max. flow capacity l/min 73

Service Training


BW 100/120 AD/AC-4

Travel motor (drums)

Manufacturer Poclain

Type MK 04

Number 2

System Radial piston motor


Brake yes

BW 100/120 AC-4

Travel motor (wheels)

Manufacturer Poclain

Type MSE 02

Number 2

System Radial piston motor


Brake yes

BW 100/120 AD/AC-4

Vibration pump

Manufacturer Bosch

Type HYZ 11

System Gear


Starting pressure bar 210

Operating pressure bar 100 +/-60 bar (soil dependent)

Service Training


Vibration motor

Manufacturer Bosch

Type HYZ 8

System Gear


Frequency stage 1 Hz 55

Frequency stage 2 Hz 70

Amplitude mm 0.5

Steering pump

Manufacturer Bosch

Type HYZ 8

System Gear


max. steering pressure bar 140 +/-30 bar

Steering valve

Manufacturer Danfoss

Type OSPC 80 ON

System Rotary valve

Service Training

________________________________________________________________________________________BW 100/120 AD Series 4 C 1BW 100/120 AC Series 4

Kubota diesel engine 1703 MDI

The tandem vibratory rollers of series BW 100/120 AD/AC-4 are powered by a watercooled 3-cylinder Kubota diesel engine type 1703 MDI.

The engine is an upright water-cooled four-stroke diesel engine.

Cross-section of diesel engine

Service Training

_BB

View of engine:

PPPP

_______________________________________________________________________________________W 100/120 AD Series 4 C 2W 100/120 AC Series 4

os. 1 Engine temperature switchos. 2 Connection glow plugos. 3 Oil dipstickos. 4 Injection nozzles

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33

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_BB

Pump installation on diesel engine

PPP

_______________________________________________________________________________________W 100/120 AD Series 4 C 3W 100/120 AC Series 4

os. 1 Charge pumpos. 2 Vibration pumpos. 3 Oil pressure switch 0.6 bar

11

33

22

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____________BW 100/120 ABW 100/120 A

View of diesel engine, flywheel side

Pos. 1Pos. 2Pos. 3Pos. 4

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33
____________________________________________________________________________D Series 4 C 4C Series 4

Travel pumpPressure test port A high pressure forwardPressure test port B high pressure reverseHigh pressure relief valves 380 bar

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44

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Tests and adjustments

Measuring the compression

Fig. 5:

Compression pressure: 1. Run the engine warm and shut it down. Disassemble the nozzle holders.2. Install the diesel engine compression tester to the nozzle holder opening.3. Make sure that the throttle lever is in top position (no injection) and start the

engine with the starter motor.4. Read the max. pressure. Repeat the measurement at least two times.5. If the measurement is below the permissible limit value check cylinder, piston,

valve and cylinder head.

Adjustment values:

Compression pressure Factory settings 29.4 -32.4 barPermissible limit value min. 23.5 bar

Service Training


Checking the valve clearance

IMPORTANT:

The valve clearance must only be checked and adjusted when the engine iscold.

The cylinders are counted from the flywheel end, i.e. cylinder 1 is on theflywheel side.

1. Remove the cylinder head cover.2. Align the mark „1TC“ on the flywheel and the notched part (1) on the plate so

that piston no. 1 is in compression stroke or overlaps top dead centre (TDC).3. Measure the valve clearance marked "1" with a feeler gauge.4. Correct the clearance by the setscrew if it is not within the limits of the specified

factory data.

Valve clearance (cold) Factory settings 0,20 mm

(The values apply for intake and exhaust valves)

Service Training


Please note that the TC-mark is only valid for cylinder 1. There is no mark for theother cylinder.Cylinder 1 is in compression stroke when the TC-mark is visible in the window (2)Now turn the flywheel further, until the other valves overlap top dead centre andadjust the valve clearance accordingly.

Note:

• The "TC"-mark on the flywheel applies only for cylinder no. 1. The other cylinderhas no "TC"-mark.

• When the „TC“-mark is aligned with the punched mark on the rear disc, piston no.1 is in top dead centre position. Now turn the flywheel bz 15° clockwise or anti-clockwise to check whether the pistons are in TDC-position (compressionposition).(The piston is in TDC when intake and exhaust valves do not move. When bothvalves are moving, the piston is in overlapping position.)

• Finally turn the flywheel by 360 ° to ensure that „TC“-mark and punched markmatch exactly. All valve clearances must be set to the nominal value.

• Turn the flywheel two to three times in anti-clockwise direction to check the valveclearance.

• After adjusting the valve clearance retighten the locking nut of the setscrew.

Service Training


Troble Shooting

Fault Possible cause RemedyEngine does not start

Starter does not work

• No fuel• Air in the fuel system• Water in the fuel system

• Fuel line clogged• Fuel filter clogged• Too high viscosity of fuel or engine oil at

low temperatures• Fuel with low Ceten-number

• Fuel loss caused by loose locking but oninjection line

• Incorrect adjustment of injection• Fuel camshaft worn• Injection nozzle clogged• Malfunction of fuel lift pump• Crankshaft, camshaft, piston or bearings

seized• Loss of compression on a cylinder

• Incorrect valve seat alignment, valvespring broken, valve seized

• Insufficient valve control• Piston rings worn• Excessive valve clearance• Battery discharged

• Malfunction of starter• Malfunction of ignition switch• Wiring has come loose

Fill in fuelBleedReplace fuel and clean orreplace the fuel system

CleanReplaceUse specified fuel

Use specified fuel

Tighten nuts

AdjustReplaceCleanRepair or replaceRepair or replace

Replace cylinder headgasket, tighten cylinder headscrews, glow plug and nozzleholderRepair or replace

AdjustReplaceAdjustCharge

Repair or replaceRepair or replaceConnect

Service Training


Fault Possible cause RemedyEngine does not turnregularly

• Fuel filter clogged or soiled• Air filter clogged• Fuel loss caused by loose locking but on

injection line• Faulty function of injection pump• Incorrect injection valve opening pressure• Injection nozzle sticking or clogged• Fuel overflow line clogged• Malfunction of regulator

ReplaceClean or replaceTighten nuts

Repair or replaceAdjustRepair or replaceCleanRepair

White or blue exhaustgas

• Too high engine oil level• Piston ring worn or sticking• Incorrect injection setting• Insufficient compression• Cylinder head gasket defective

Correct the oil levelReplaceAdjustCheck compression pressureRepair

Black or dark greyexhaust fumes

• Overload• Poor fuel quality• Fuel filter clogged• Air filter clogged

Reduce the loadUse specified fuelReplaceClean or replace

Insufficient power • Incorrect injection setting• Moving engine parts possibly seized• Uneven fuel injection

• Insufficient nozzle injection• Loss of compression

AdjustRepair or replaceRepair or replace theinjection pumpRepair or replace the nozzleReplace cylinder headgasket, tighten cylinder headscrews, glow plug and nozzleholder

Excessive lubrication oilconsumption

• Oil scraper ring worn or sticking• Piston ring groove worn• Valve stem and guide worn• Crankshaft bearing and crank journal

bearing worn

ReplaceReplace pistonReplaceReplace

Fuel mixed withlubrication oil

• Injection pump plunger worn Replace pump elements orpump

Water mixed withlubrication oil

• Cylinder head gasket defective• Cracks in crankcase or cylinder head

ReplaceReplace

Lubrication oil in coolant • Cylinder head gasket defective Replace

Service Training


Fault Possible cause RemedyToo low oil pressure • Engine oil level too low

• Oil strainer clogged• Oil filter cartridge clogged• Pressure relief valve clogged with dust• Pressure relief valve spring fatigued or

broken• Excessive clearance of crankshaft bearing• Excessive clearance of Rocker arm shaft• Oil passage clogged• Different type of oil• Oil pump defective

Top upCleanReplaceCleanReplace

ReplaceReplaceCleanUse specified oil qualityRepair or replace

Excessive oil pressure • Different type of oil• Pressure relief valve defective

Use specified oil qualityReplace

Engine overheating • Engine oil level too low• Fan drive belt broken or not correctly

tightened• Coolant level too low• Radiator and cooling fins clogged by dust• Radiator internally corroded• Coolant line corroded• Radiator cap defective• Water pipe damaged• Thermostat defective• Water pump defective• Overload

Top upReplace or adjust

Top upCleanClean or replaceClean or replaceReplaceReplaceReplaceReplaceReduce the load

Rapid discharging ofbattery

• Battery fluid level too low

• Fan drive belt slipping

• Wiring has come loose• Regulator defective• Generator defective• Battery defective

Top up distilled water andrechargeAdjust the tension or replacethe beltConnectReplaceReplaceReplace

Service Training


Engine solenoid:

The machine is equipped with a solenoid which works according to the principle„ENERGIZED TO RUN“. This solenoid has the benefit that the engine will beimmediately shut down in case of a fault in the electric system. A disadvantage is thequite costly design of the solenoid with two coils.

Nominal currents of windings:

Pickup winding (PW) 51 A

Holding winding (HW) 0.7 A

Fig. 14:

Function of the engine solenoid:

The pickup winding (PW) is directly triggered via potential 30. Once the engine hasstarted and oil pressure is available the voltage to the pickup winding is interruptedand voltage is only applied to the holding winding.

Solenoid

Service Training

________________________________________________________________________________________BW 100/120 AD Series 4 D 1BW 100/120 AC Series 4

Travel system:

On the machines described in this training manual the travel system consists of a closedhydraulic circuit. It mainly consists of the travel pump with the integrated safety elements, twotravel motors, the hydraulic oil filter and the hydraulic oil cooler.

The installation of a hydraulic pump with variable displacement into a closed hydraulic circuitis a perfect solution for a hydrostatic travel system, because with this design the traveldirection can be reversed without any problems.

The travel pump is flanged to the flywheel side of the diesel engine. It is directly driven by theengine with constant speed.

The tandem gear pump driven by the auxiliary output of the diesel engine consists of asteering/charge pump and a vibration pump. The return flow from the steering valve is fedthrough the charge oil port into the travel pump.

Charge pressure from brake valve

Charge pressure from brake valve

High pressure test ports MA and MB

Charge pressure after hydraulic filter

Leak oil port to tank

Service Training


Besides its function of supplying the closed circuit with cool and filtered oil as replacement forleakage and flushing losses, the oil from the charge circuit is also used to release the travelmotor integrated brakes:

All safety and control elements needed for the operation in a closed hydraulic circuit areintegrated in the travel pump. These are:

High pressure relief valves (380 bar) with integrated boost check valves

Charge pressure relief valve (24 bar)

Servo control

The travel motors (on AD-machines) are hydraulically connected parallel to each other. OnAC-machines all three motors are arranged parallel to each other.

Service Training


Travel pump

The travel pump is a swash plate operated axial piston pump with variable displacement fromBosch Rexroth-Hydromatik, type A 10 VG 28.

Hydraulic diagram for travel pump

1 Pump drive

2 Control piston

3 4/3-way servo valve

4 Charge pressure relief valve

5 High pressure relief valves

The pump is fitted with all control and safety elements needed for operation in a closedhydraulic circuit. These are:

Charge pressure

To the travelmotors

Leak oil to tank

380 bar 24 bar

380 bar4

5

5

2

1

3

Service Training


Servo control

High pressure relief valves with integrated boost check valves

Charge pressure relief valve

The travel pump unit is directly driven by the flywheel side of the engine via an elasticcoupling. The pump speed is therefore identical with the engine speed.

Travel pump, cross-section

1 Drive shaft

2 Swashing cradle with swashing lever

3 Cylinder block

4 Working pistons

5 Control piston

6 Control unit with feedback lever

7 Slipper pad

8 Valve plate

5

2

1

3

87

4

6

Service Training


Pilot pressure is used to operate the pump out of neutral position to the desired pumpingdirection (direction of oil flow).

A manually operated 4/3-way valve directs the pilot oil flow (from the charge circuit) to thecorresponding control piston side in the servo control. The 4/3-way valve is controlled by thetravel lever and the travel cable.

In neutral position both control chambers are loaded with case pressure. When opening the4/3-way valve pilot oil (from the charge circuit) is directed to one of the control piston sidesand moves the control piston to the corresponding direction.

The swashing lever between the control piston and the swash plate transfers the controlpiston movement to the swash plate. The needle bearing mounted swash plate swivels to thechosen direction. This causes the axial movement of the pistons inside the cylinder block.The axial movement draws oil into the pump and presses it to the travel motors.

All working pistons are drilled through their entire length. Pressure fluid flows through thesebores into the areas between the slipper pads and the surface of the swash plate. This formsa hydraulically balanced field, on which the slipper pads can slide without any metal to metalcontact between swash plate and slipper pads. The feedback lever on the control pistondetects when the swash plate has reached a position that corresponds with the displacementof the travel lever. This feedback lever controls a pilot oil portioning valve which interrupts thepilot oil flow to the control chambers when the swashing angle corresponds with the positionof the travel lever. Swashing angle and displacement of the working pistons (oil flow rate)remain constant, until a new control command requires a different swashing angle.

When changing the swashing angle through the neutral position to the opposite side, the flowdirection of the oil and the sense of rotation of the travel motors will change. The sphericalvalve plate centres cylinder block, which is mounted on the splines of the drive shaft. Thisavoids the appearance of undesired transverse forces.

The complete drive consisting of

valve plate

cylinder block with working pistons and

swash plate

is held together and preloaded by Belleville springs. This immediately eliminates anyappearing wear, increases the efficiency of the pump and prolongs the lifetime considerably.

When controlling the travel pump pressure will build up in the line between pump outlet andmotor inlet. This pressure depends on the load acting on the travel motors. This pressurekeeps the boost check valve inside the high pressure relief valve for this particular side of theclosed hydraulic circuit closed. Cool and filtered oil can now only enter into the closed circuiton the opposite side (low pressure side). The high pressure relief valve limits possiblyoccurring extreme pressure peaks to the adjusted value. If one of these valves responds,hydraulic oil will flow out of the high pressure side and enter the low pressure side throughthe corresponding boost check valve.

Service Training


Control

The servo control of the pump is an integral part of the pump housing and consists mainly of:

the manually controlled 4/3-way valve (1)

the control piston (2)

the feedback lever (3)

the swashing lever with the swashing cradle (see Fig. 3).

Service Training


Travel pump control

When actuating the travel lever the 4/3-way valve moves out of neutral position to thedesired direction and guides the pilot oil flow through the pilot oil portioning valve to thecorresponding control piston side. The control piston moves to the corresponding directionand operates the swash plate via the swashing lever accordingly.

The feedback lever, which is mounted with its ball head in the pump control shaft, follows thecontrol piston and interrupts the pilot oil flow when the control piston has reached a positioncorresponding with the displacement of the travel lever. The pump can now deliver oil to thetravel motors.

The oil from the opposite control chamber flows through the 4/3-way valve as leak oil into thepump housing.

The supply bores to both control chamber sides are fitted with nozzles (swashing timenozzles). These nozzles restrict the pilot oil flow and enable a very sensitive control of thepump.

Control in neutral position

Service Training


The feedback lever controls the pilot oil portioning valve so that the swashing angle remainsunchanged, until the introduction of a new control command.

Control actuated

When the 4/3-way valve is in neutral position, the pressure values in both control chambersare identical (case pressure = max. 3 bar).

Service Training



The charge pressure relief valve belongs to the group of safety elements in a closedhydraulic circuit. This valve limits the pressure in the charge circuit to the adjusted value.


The charge circuit is needed for the compensation of leak oil and flushing quantities in theclosed hydraulic circuit. Charge oil is also required to control the pumps and to release theparking brake.

Since feeding of cool and filtered oil is only possible on the low pressure side of the closedcircuit, the pressure in the low pressure side is identical with charge pressure. If the travelpump is in neutral position, both boost check valves can open and let in oil from the chargecircuit. In this case the pressure in both sides of the closed circuit is identical with chargepressure.

Service Training


High pressure relief valves

High pressure relief valves are safety elements, which are needed in every hydraulic circuit.These valves limit the pressure in the hydraulic circuit to the value determined by theadjustment spring.

Hydraulic diagram

1 Travel pump

2 Control piston (actuated)

3 4/3-way valve (actuated)

4 High pressure relief valves, fixed adjustment (380 bar)

Service Training



1 High pressure relief valves

2 Charge pressure relief valve

The high pressure relief valves in both sides of the hydraulic circuit protect the hydraulicsystem, the diesel engine and all other machine components against overloads.

The boost check valves are integrated in the high pressure relief valves. These valves opento the low pressure side and let cool and filtered oil flow from the charge oil circuit into theclosed hydraulic circuit, in order to compensate leaks and flushing quantities.

High pressure relief valve 380 bar

1

2

1

Service Training


Drum drive motor:

Poclain travel motor type MK04

Both drums are driven by Poclain travel motors type MK04. These are radial piston motors.These drive motors consist of the outer housing, the flat distributor, the cylinder block withthe working pistons, the output shaft and the brake. The brake is designed as a Hirth-toothing.

The housing consists of

Ø bearing section (bearings for output shaft)Ø torque module (cam race)Ø oil distributor andØ Hirth brake

The function of the radial piston motor is described hereunder. The piston positionsmentioned in the description are shown in the corresponding illustration.

The movement of a piston along the cam race must be examined during various phases ofthe rotation.

Service Training


Piston position 1:

Ø The oil enters into the oil distributor under pressure, flows through the distributor andpresses against the piston. This is the start of a rotation. Due to the pressure on theback of the piston the roller will move along the cam, thereby causing a rotarymovement of the cylinder block.

Piston position 2:

Ø At this point the oil flow to the piston has reached its largest cross section. The pistoncontinues its travel along the cam race towards the valley between two cams. Theopening cross section decreases with continuing rotary movement.

Piston position 3:

Ø Once the piston has reached the deepest point the oil flow to the piston is cut off. Thepiston is no longer driven. It has reached its dead centre. Another piston must now bedriven to move the previous piston out of dead centre position.

Piston position 4:

Ø By driving other pistons the previous piston is moved out of dead centre position. Theoil behind the piston is connected with the low pressure side and the retracting pistonpresses it back to the pump.

Piston position 5:

Ø The oil supply back to the pump comes close to an end, the connecting bore betweencylinder and low pressure side closes slowly. The piston will now reach its seconddead centre position. This point is the start of a new working cycle.

Reversing the oil flow reverses also the rotation of the motor.

Service Training


Brake actuation MK04 motor (drum drive motor)

The travel system is equipped with a Hirth-type brake in the travel motors. This brake servesas parking brake to park the machine. (to secure the machine when the engine is running orto park the machine with the engine shut down) and as emergency brake.The brake control is accomplished via a 3/2 way valve which is located at the front in theengine compartment. If the solenoid valve is supplied with electric current when the engine isstarted, the valve will switch over and guide charge pressure into the brake housings. Thisreleases the brakes.If the solenoid valve is de-energized while the engine is running (e.g. when actuating theemergency stop switch), the oil pressure in the brake housings is relieved to the tank and thebrakes will close.

Hirth gearing

Service Training


During travel operation the machine is braked by the closed hydraulic circuit. When movingthe travel lever to neutral position the supply from the pump is interrupted. The machine willstop.

However, both travel motors are additionally fitted with brakes. These brakes work only asparking brakes. The brakes are automatically relieved by the charge pressure building upwhen starting the engine. Should the charge pressure drop considerably (failure or shut-down of the engine, damage in the hydraulic system), the brakes close automatically.

When shifting the travel lever to neutral position the brake closes after a short while.The brake closes also when the seat contact switch is open.

The brakes can be relieved mechanically with screws.

The mechanical releasing of the brakes works as follows:

- Unscrew the 2 plugs (191)- Press the screws (192) against the springs (193)- Tighten both screws (192) alternately and in steps until they bottom (approx. 2

revolutions) (max. 35 Nm)

To close the brake, proceed in reverse order.

Service Training


Wheel drive motors on AC-machines

The rubber tires of the BW 100/120 AC-4 are driven by two radial piston motors PoclainMSE 02 which are joined parallel to each other and also parallel to the drum drive motor.

The function of the motor is identical with the previously described Poclain motor MK04.However, the main difference is the design of the integrated brake. The MSE02 is fitted witha multi-disc brake. This consists of inner and outer discs which run permanently in an oilbath. Since the brake is normally only applied in events of emergency, it is almost wear free.If needed, the brakes can be released with the help of a brake releasing device. For thispurpose a ball valve is installed in the engine compartment. By operating this valve oil can bedirectly guided to the motors (drum as well as wheel drive motors). For this purpose thesteering wheel must be slowly turned for approx. two turns in clockwise direction. In this casethe steering wheel or Orbitrol has the effect of a pump and delivers oil to the brakes (to thedrum as well as the wheel drive motors). The brakes are thereby is released.

Service Training


Trouble shooting travel system

Machine does not drive

Checking the function of the brake valve

> Switch the ignition on

> Release the parking brake by shifting the travel lever out of neutral position

> Measure the voltage supply on the solenoid valve

Nominal value: 12 V

If the voltage supply is not correct perform trouble shooting in the electric system.

If the voltage supply is correct

the current consumption of the brake valve must be checked next:

> For this purpose the meter must be connected in line with the solenoid of thebrake valve

> Switch the ignition on

Nominal value: max. 2.7 A

If no current consumption can be detected, change the solenoid coil

Fig. 1

Brake valve

Service Training


If the solenoid coil is o.k., check the solenoid valve.

> Connect a 60 bar pressure gauge to the pressure test port

> Start the engine and move the travel lever out of neutral.

> Read the pressure gauges.

Nominal value: approx. charge pressure 24 bar

Fig. 2

Pressure test port M3

Service Training


If the charge pressure value is not reached check the brakes in the motors.

> Connect a 600 bar pressure gauge to pressure test port (M1).

> Close the brake (travel lever in neutral)

> Start the engine

> Turn the steering against an end stop and read the pressure gauge

Nominal value approx.: 170 bar

Fig 3:

If the steering pressure value is not reached replace the steering/charge pump.

Test port M1

Service Training


If the steering pressure is correct check the charge pressure relief valve of the travelpump.

> Unscrew the plug.

> Take the valve insert out.

> Check the valve visually.

Replace the valve immediately if damaged.

Fig 4:


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If the valve is o.k., check the brakes.

> Disconnect the brake hoses from front and rear travel motor, one after the other,and close them with plugs.

> Perform a pressure test on the pressure test port (near hydraulic oil filter M 3) aftereach disconnection of a brake hose

If the charge pressure value is not reached replace the corresponding motor.

Fig 5:

Disconnect the brake lineand close it with a plug(line in the back)

Service Training


If the charge pressure is correct check the high pressure of the travel pump.

Attention! The following test must not exceed 5 seconds !

> Close high pressure ports A and B.

> Connect 600 bar pressure gauges to the high pressure test ports

> Run the engine in idle speed and actuate the travel pump quickly to bothdirections.


Nominal value: approx. 400 bar

Fig 6:

Close the ports

Install 600 bar pressuregauges

Service Training


If the high pressure value is not reached replace the high pressure relief valves.

If the problem still exists after replacing the high pressure relief valves, replace orrepair the travel pump.

Fig 7:


Service Training


If the high pressure value is reached, the travel motors must be checked individually.

> Reconnect the high pressure hoses from the front travel motor to the travel pump.

> Repeat the pressure test

If the high pressure value is not reached replace the front travel motor.

If the high pressure value is reached replace the rear travel motor.

Fig 8:

Connect hoses from front travelmotor or close ports to rear travelmotor

Connect 600 barpressure gauges

Service Training


If the charge pressure is reached in the test described under Fig. 2, charge pressuremust be checked together with high pressure.

> Connect 600 bar pressure gauges to the pressure test ports MA and MB. (Travelpump)

> Run the engine with max. speed> Block the drum or disconnect the cable from the brake valve.> Actuate the travel lever for a moment and read the pressure gauge

Nominal value: charge pressure approx. 22 to 24 barhigh pressure approx. 380 bar

Fig 9:

Connect 600 barpressure gauges

Charge pressuretest port M3

Service Training


If the charge pressure is reached check the control chamber pressure.

> Connect pressure test ports to the control chambers (X1 and X2).

> Connect a 60 bar pressure gauge to the pressure test ports

> Block the drum or disconnect the cable from the brake valve.

> Actuate the travel pump to full displacement and read the pressure gauge.


If the control chamber pressure value is not reached replace or repair the travelpump.

Fig 10:

Control chamberpressure test port

Service Training


If the control chamber pressure is reached and the high pressure value is correct,release the brakes in both travel motors mechanically

> Check whether the machine is able to drive

If the machine drives replace or repair the travel motor with the defective brake.

Mechanical releasing of brake (AD-machines only) is accomplished as follows:

- Unscrew the 2 plugs (191)- Press the screws (192) against the springs (193)- Tighten both screws (192) alternately and in steps until they bottom (approx. 2

revolutions) (max. 35 Nm)

Fig 11:

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Insufficient travel power

With this fault the engine speed must be checked first.

Nominal value: Stage 1 = 2250 rpmStage 2 = 2700 rpm

If the nominal speeds are not reached perform trouble shooting on the engine.

If the speed values are correct check the travel control.

> Detach the control cable

> Shift the pump control lever forward and reverse and check whether the pumpswashes to maximum displacement.

> Check whether the travel cable is worn.

Fig 12:

Detach the control cable

Service Training


If the end stops are not reached adjust the end stops.

Adjust the end stops for the speed on the setscrews

> Check the travel cable for wear.

Fig 13:

End stop for travel speedin forward

End stop for travel speedin reverse

Service Training


The machine moves with the travel lever in “Neutral”

With this fault the neutral position of the pump must be checked first.

> Shift the travel lever to ”Neutral” position

> Disconnect the travel cable from the pump

Check, whether bores in ball socket and pump control lever are in line.

Fig 14:

Detach the control cable

Service Training


If the bores are not in line adjust the travel cable.

> Slacken the counter nut on the back stop.

> Adjust the nuts until the travel cable corresponds with the neutral setting of thepump.

> Tighten the counter nut again

Fig 15:

Service Training


If the bores are in line check the mechanical neutral position.

> Join both control chambers of the travel pump (X1 and X2)

Note: The resulting condition of equilibrium must bring the machine to standstill.

If the neutral position is reached by this measure replace or repair the servo controlon the machine.

Fig 16:

Connect ports X1 and X2 with ahose

Service Training


If the neutral position is not reached it is necessary to adjust the mechanical neutralposition.

> Connect 600 bar pressure gauges to MA and MB.

> Block the drum or disconnect the cable from the brake valve.

> Run the engine with max. speed.


> Adjust the mechanical 0-position until the pressure readings are identical on bothsides

If the neutral position is not reached, replace or repair the travel pump.

Fig 17:

Setscrew underneath the servocontrol

Service Training

___________________________________________________BW 100/120 AD Series 4 BW 100/120 AC Series 4

VibrationThe vibration drive is an open hydraulic circuit and consists mainly of the vibration pump, thecontrol valve and the vibration motors.

Circuit diagram AD-machine

Fig. 20:

210+10 bar

8 cm³

_________

8 cm³

11 cm³

110+10 bar

____________________________ E 1

Service Training

________________________________________________________________________________________BW 100/120 AD Series 4 E 2BW 100/120 AC Series 4

The vibration pump is directly driven by the timing gear side of the diesel engine.Vibration pump and steering/charge pump are joined together to a tandem pump unit.The gear pump delivers the hydraulic oil out of the hydraulic oil tank to the vibration controlvalve.

If the vibration is switched off the hydraulic oil flows directly back to the tank.

When the vibration is switched on, the control valve directs the oil flow to the in lineconnected vibration motors (BW 100/120 AD-4), or to the vibration motor on the drum (BW100/120 AC-4).

The vibration motors (gear motors) drive the vibrator shafts in the drums with constant speedvia Bowex couplings.The rotation of the exciter shafts with the attached eccentric masses generates the vibrationof the drums, which are suspended in rubber elements. From the second vibration motor theoil flows back through the control valve block to the tank (open circuit).

The standard equipment of the AD-machine includes a shut-off valve for the rear drumvibration. When operating a ball valve the oil flow is directly returned to the tank after the firstmotor (front drum) via the control valve block

Service Training


Vibration pump

The vibration pump is a directly driven gear pump.

Fig 21:

The drive gear is connected with the auxiliary drive of the diesel engine via a pinion. Drivegear and driven gear are positioned by a bearing plate in such a way, that the gears meshwith minimum clearance when rotating.

The displacement chambers are created between the tooth flanks, the inside wall of thehousing and the faces of the bearing plates.

During operation of the pump the hydraulic oil is transported in these chambers from thesuction side to the pressure side. This causes a vacuum in the suction line by which thehydraulic oil is drawn out of the tank. These tooth chambers convey the fluid to the pumpoutlet from where it is pressed to the consumer. To ensure a safe function of the pump thetooth chambers must be so tightly sealed that the hydraulic fluid can be transported from thesuction side to the pressure side without any losses.

Outer gear pumps are fitted with gap seals. In dependence on the operating pressure therewill be losses from the pressure side to the suction side. An axial pressure field presses thebearing plate on the cover side against the front face of the gears, making sure that only avery little quantity of oil will leak from the pressure side to the suction side when the pressureincreases.

The pressure field is always under the actual system pressure.

The vibration pump delivers the hydraulic oil from the tank to the vibration motors and fromthere back to the tank.

Service Training


Vibration control valve

With the vibration control valve the vibration is electrically switched on and off.

The valve consists of the solenoid operated valve piston, the pressure relief valve for thevibration circuit and the brake valve to brake the exciter shafts when switching the vibrationoff.

When switching the vibration on the direct return flow to the hydraulic oil tank is interruptedand the hydraulic oil is guided to the vibration motors.

The high pressure (starting pressure) in the vibration circuit generated by the resistance ofthe resting exciter shafts is limited to 210 bar by a pressure relief valve inside the controlvalve block.

When operating the control valve the valve spool opens also a direct connection between theoutlet of the second vibration motor and the oil tank.

When switching the vibration off this direct connection is interrupted. The hydraulic oil, whichis now displaced to the control valve by the still rotating vibration motors is applied to 110 barpressure relief valve (brake valve). This valve brakes the rotation of the exciter shafts withinthe shortest possible time.

Service Training


Vibration motor

On the machines of series BW 100/120 AD-4 and BW 100/120 AC-4 the exciter shafts insidethe drums are directly driven by vibration motors.

These vibration motors are gear motors which are directly connected with the exciter shaftsvia Bowex couplings.

The design of these vibration motors is almost identical with the design of the vibration pump.A more detailed description of the design is therefore not required.

On the BW 100/120 AD-4 the vibration motors are connected in series.

The standard equipment of the machine includes a shut-off valve for the rear drum vibration.When operating a ball valve the oil flow is directly returned via the control valve block to thetank after the first motor.

Service Training


Trouble shooting vibration

Vibration frequency too low

If the specified exciter shaft speed is not reached, the engine speed must be checked first.

Check the engine speed with a vibration reed frequency meter.

Nominal value: 2700 rpm (with throttle control in stage II)

If the nominal speed is not reached perform trouble shooting on the engine.

Various instruments or methods may be used to check the engine speed. (e.g. vibration reedfrequency meter, optical speedometer etc.)

Service Training


If the engine speed is correct, check the pressures in the vibration circuit.

> Stand both drums on an elastic base (rubber tires).

> Connect a 600 bar pressure gauge to vibration pressure test port.

> Run the engine with full speed and switch the vibration on.

Nominal value : Starting pressure approx. 210 bar (for approx. 3 - 6 seconds)Operating pressure (one vibrating drum): approx. 60 barOperating pressure (two vibrating drums): approx.: 100 bar

Fig 22:

Test port

Service Training


If the starting pressure is not reached check the control valve block.

> Disconnect the high pressure hoses from the valve block (A and B).

> Close ports A and B on the valve block.

> Switch the vibration on.

Nominal value : approx. 210 bar

Service Training


If the pressure value is not reached subject the vibration pump to a high pressure check.

> Install a 200 bar pressure relief valve with a 600 bar pressure gauge between vibrationpump and vibration valve.

> Start the engine and switch on the vibration

Nominal value : approx. 200 bar

If the pressure is reached replace the vibration valve block.

If the pressure value is not reached replace the vibration pump.

Service Training


If the pressure is reached during the pressure test described in Fig. 5, check the leak oil rateof the vibration motors. For this purpose stand the machine on rubber tires.

> Disconnect the leak oil line and hold it into a measuring vessel.

> Switch the vibration on.

Nominal value: max. 1.0 l/min

Replace the motor with too high leak oil rate.

Fig 23:

If the starting pressure is reached, but the operating pressure is too low, you must also checkthe leak oil rate of the vibration motors.

Service Training


If the operating pressure is too high, the bearings for both vibrator shafts must be checked.

> Check end float and moveability of the exciter shafts (front and rear).

Nominal values: min 0.5 mmmax. 2.00 mm

Fig 24:

Service Training


No vibration

If the vibration does not work at all you should first check the voltage supply for the vibrationcontrol valve.

> Switch the vibration on and check whether voltage is applied to the plug.

Nominal value: 12 Volt

If no voltage is applied, perform trouble shooting in the electric system.

Fig 25:

If voltage is applied check the magnetic coil of the control valve.

> Measure the current consumption with a meter. (For this purpose the meter must be connected in line with the magnet)

Nominal value : approx. 3.5 A

If the current consumption is not correct replace the magnetic coil.

If the current consumption is correct continue trouble shooting with Fig. 22.

Vibration solenoid valve

Service Training

________________________________________________________________________________________BW 100/120 AD Series 4 F 1BW 100/120 AC Series 4

SteeringThe steering system is an open hydraulic circuit and consists mainly of the steering/chargepump, the steering valve, the steering cylinder and the connecting pressure resistant hoses.

Service Training


The steering pump delivers the hydraulic oil from the tank to the steering valve and theconnected steering cylinder. When the steering is not operated the complete oil flow isguided through the fine filter to the charge ports on the travel pump and further via the coolerto the tank.When turning the steering wheel the distributor valve guides the oil flow to the piston orpiston rod side of the steering cylinder.

A measuring pump in the steering unit measures the exact oil quantity corresponding to theturning angle of the steering wheel and delivers this oil to the steering cylinder. The steeringcylinder extends or retracts and articulates the machine. The steering unit is fitted with anintegrated pressure relief valve. This valve limits the steering pressure to 140 bar. Since thehydraulic oil flowing out of the steering system is used as charge oil for the closed travelcircuit, the charge pressure value must be added. When testing the pressure a value of 160bar would therefore be measured.

Service Training


Steering valve

The steering valve block consists mainly of distributor valve, measuring pump, steeringpressure relief valve and the shock valves. When turning the steering wheel the oil flow fromthe pump is directed through the distributor valve to the measuring pump. The measuringpump, in turn, directs the oil flow through the distributor valve to the corresponding side ofthe steering cylinder. The machine is fitted with a so-called “Open Centre” steering valve, i.e.in neutral position of the valve the incoming oil flows through the tank return bore directly tothe charge ports for the closed travel circuit.

.

Fig. 3:

1 Neutral setting springs 2 Housing3 Inner spool 4 Outer spool5 Universal shaft 6 Gear ring7 Gear 8 Check valve9 Pressure relief valve

1

2

3

4

5

6

7

9

8

Service Training


The rating pump determines the exact oil quantity in dependence on the turning angle of thesteering wheel. The oil quantity directed to the steering cylinder articulates and steers themachine. The high pressure relief valve in the steering unit limits the pressure in the steeringsystem to 140 bar. Since the oil leaving the steering system is used to charge the closedtravel circuit, this charge pressure value must obviously be added when checking thesteering pressure. The steering unit is fitted with so-called shock valves in each pressureside to the steering cylinder. These valves are adjusted to an opening pressure of 200 bar.The valves compensate extreme pressure peaks which may occur, e.g. when driving overobstructions, and protect the system against overloads.Each of these shock valves has its additional anti-cavitation valve. This anti-cavitation valvesprevent the appearance of cavitation, which may be caused by the response of the shockvalves. A check valve near the inlet port of the steering unit makes sure that no hydraulic oilwill flow back to the steering pump if the machine is articulated by sudden external forces. Insuch a case the steering cylinders would act as pumps and press the oil back to the pump.

Service Training


Trouble shooting steering

Steering function faulty

Note: The steering pump works also as charge pump.

In case of a fault in the steering system the steering/charge pump must be checked first.

> Connect a 600 bar pressure gauge to steering pressure test port (M1).

> Turn the steering against an end stop.

> Read the pressure gauge.


If the steering pressure is reached check the moveability of articulated joint and steeringcylinder.

Fig. 26:

Pressure test port M1

Service Training


If the nominal value is not reached check the steering cylinder.

Disconnect the hydraulic hoses from ports L and R on the steering orbitrol and closethe orbitol with plugs. Due to the installation position the test is conducted on the orbitrolvalve and not directly on the steering cylinder.

> Run the engine and turn the steering wheel.

Nominal value: approx. 160 to 190 bar

If the nominal value is reached replace the steering cylinder.

If the nominal value is not reached check the steering/charge pump.

> Close the pump outlet with a 200 bar pressure relief valve.

> Repeat the pressure test.


If the nominal value is not reached replace the steering/charge pump.

If the nominal value is reached replace the steering valve (Orbitrol).

Fig. 6:

Pressure test port

Service Training

________________________________________________________________________________________BW 100/120 AD Series 4 G 1BW 100/120 AC Series 4

Electric circuit diagrams

Electric circuit diagrams are graphic presentations of control logical conditions in the electricsystem. They do not contain any information on the type of wiring, their purpose is solely theclarification of control logics. Circuit diagrams are of help when performing trouble shootingand enable the fault free connection during modifications or changes to the electricequipment of the machine.

Structure:1. Table of contents

2. Function groups

3. List of components

1. Table of contents

The table of contents lists all function groups and component lists of the machine.

The arrangement of all sheets in a sequence results in the total wiring diagram.

Example:

Function group ”brake”, drawing number 880,100 51 is found on sheet 4

Components list on sheet 101

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2. Function groups

Electric circuits with a function oriented interrelationship are combined on individual sheets(sheet-no.: 1, 2, ...) in function groups (brake, warning systems ...) and subdivided into 20current paths (along the bottom end of the page). This allows easy tracking of functionalinterrelationships of the electric circuits.

Arrangement of current paths

The individual current paths must be read as follows:

> from top (plus potential) to bottom (minus potential)

> from left to right (current path 1 to 20, along the bottom of the page, Fig.1)

Fig.: 1:

> from function group (sheet-no.) to function group (sheet-no.)

> via cross references for potentials and relays

Service Training


Reference lines, frames

Components and connections that apply only for special versions of machines (accessories,retrofit kits or optional designs, Fig. 3) are drawn with thin dash – dot – line and speciallymarked with bilingual text.

Fig. 3:

Service Training


Potential cross references

Example potential 15:

5:1 ---------> direction arrow (cross reference to sheet 5 current path 1)

Potentials stretching over a longer distance in the circuit diagram may be interrupted for thereason of clarity. In this case only the beginning and end of the potential is shown. Theinterrelationship of these cut-off points is represented by cross-references. Potential cross-references therefore enable tracking of signals transferred from one function group (sheet-no.) to another function group (sheet-no).

Example 1 (Fig. 4):

Potential ”15" on sheet no. 6 continues to the left on sheet-no. 4 in current path ”10" and tothe right on sheet-no 8 in current path ”1". To the right it ends at the nodal point (withoutarrow) on sheet-no. 8 in current path ”3".

Fig. 4:

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Relay cross reference in developed presentation

Switching symbols of parts of electric components (relays, switches ...) are drawn separatelyand arranged in such a way, that every current path can be easily tracked. The spatialrelationship of individual contacts is of no importance. A straight and clear presentationwithout any crossing of the individual current paths is of highest importance. Relay crossreferences can therefore be used to trace signals which have to be followed on componentswith dependent contacts.Apart from this there is a contact plan under each relay coil providing information about thecontact types of a relay and where these appear in the wiring diagram.

Example 2 (Fig. 4): On sheet no. 8 the coil of relay (K99) is located in current path ”6".The contact sketch under the relay informs that a throw-over contact with thecontact types 30, 87 and 87a is triggered. On sheet no. 8 this double-throw contact is locatedin current path ”3".

3. List of components

This list contains all components used in alphabetical order, related to their componentabbreviation (A01, A02....).

Fig. 5:

Component cross references

Example (Fig.5): In the circuit diagram the warning horn ”B 11" is located on sheet no. 8in current path 3.

Service Training


Electric system

Table of potentials

Potentials Meaning30 Battery positive31 Vehicle ground battery negative control elementsM- Battery minus15 is supplied when ignition is ON

Explanations to the electric circuit diagram:

Start the engine:

To start the diesel engine the following conditions must be fulfilled:

- Emergency stop switch not operated- Travel lever in neutral position (switch B08) B08 triggers relay K05- Voltage on ignition switch output 50a

Driving the machine:

- The machine can only be driven when the seat contact switch (S06) is closed and K22has switched. (OPTION !!!) Attention! Standard on machines with CE conformity !

Switching the vibration on (standard version)

Push button S13 switches ground potential to the module A03 Pin 13. A03 then switches thesolenoid valve Y71 accordingly. When moving the travel lever fully to forward or reversevibration is switched off in dependence on the position of angle sensor B 39 when a speed of6 km/h is exceeded. If the speed is fallen short of (< 6 km/h) the vibration switches on again.

Switching the pressure sprinkler system on:

Interval switch A01 switches + potential to module A03 on PIN 1. The module switched relayK79 (terminal 86) via Pin 4. This requires that the travel lever is moved out of 0-position.The module now switches relay K79 in dependence on the set interval. The contact of relayK79 then activates the water pump.

To check the water sprinkler system without deflecting the travel lever is possible when theinterval switch is to the highest stage.

Service Training


Description of the modules

The machine is equipped with two control/monitoring modules. These modules are fitted withcontrol lamps on the inputs/outputs, which are used to monitor the applied signals.

Module travel lever monitoring (part number 880 255 02)

The following applies when measuring the signal level:

PIN Potential with LED on Potential with LED offdigit. inputs (HIGH-active) Operating voltage +12V Voltage < 1Vdigit. input (LOW-active) Ground Input open/no grounddigit. output Operating voltage (UB - 0,7V) < 1VAnalogue input (PIN 8) Current on PIN 8 = 3,5mA to 20,5mA

(depending on angle sensor)Analogue input (PIN 7) Voltage on PIN 7 against ground = 0,6V to 7,65V

(depending on interval switch)

a b cL

ED

1

LE

D 2

LE

D 3

Service Training


Description of hardware:

The inputs are designed in such a way, that the following table is valid:

Input Performance Remark

Input PIN12 HIGH-active LED lights when applying positive voltage!

Input PIN13 LOW-active LED lights when applying ground potential!




Pin assignment digital inputs

Signal Name ModulePin

Description

Initiator for brake 12 Active-HIGH = Travel lever in braking position LED onLOW =Travel lever not in brake position LED off

Button vibration on 13 Active-LOW = Momentary contact function LED onHIGH = Normal status LED off

Switch positionvibration auto / manual

14 Active-HIGH = autom. vibr. nominal on, LED onLOW = manual vibr. nominal on LED off

Start signal 15 Active-HIGH = Vibration may not switch on LED onLOW = Vibration may switch on LED off

Bridge option America 16 Active-HIGH = Vibration shut down at >6km/h LEDonLOW = No vibration shut down at >6km/h LED off

Pin assignment analog inputs


Description

8,5 Volt Voltage output 9 Output 8,5 V for voltage supply of angle sensor. Function o.k. à LED on

Analog input 1 8 Input for signal 4-20mAConnection for travel lever angle sensor

Analog input 2 7 Input for signal 0-8,5V12-stage switch (stage 1 = off)

Pin assignment outputs


Description

Brake 3 HIGH = Brake valve picked up LED onLOW = Brake valve not picked up LED off

Water sprinkling system 4 HIGH = Sprinkling on LED onLOW = Sprinkling off LED off

Vibration 5 HIGH = Vibration on, LED onLOW = Vibration off LED off

Backup alarm 6 HIGH = Buzzer on, LED onLOW = Vibration off LED off

Service Training


Signal level:

Ver

sorg

ungs

spa

nnun

g (+

U)

1

B

Vers

orgu

ngss

pann

ung

(+U

)

2B

Bre

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3

Vib

ratio

n ei

n

5

Aus

gang

Ber

iese

lung

4

Rüc

kfah

rwar

nsum

mer

6

Inte

rval

lsch

alte

r B

erie

selu

ng

7

Win

kels

enso

r F

ahrh

ebel

8

Mas

sean

schl

uß

11

Initi

ator

Bre

mse

12

Tast

er V

ibra

tion

13

Sch

alte

r Vib

ratio

n A

uto

/ Man

uell

14

Brü

cke

Opt

ion

Am

erik

a

16

Aus

gang

8,5

Vol

t

9

Mas

sean

schl

uß

10

a bc

LED

1

LED

2LE

D 3

1)P

ower

Sup

ply

(+U

B)

2)P

ower

Sup

ply

(+U

B)

3)B

rake

4) O

utpu

t Spr

inkl

er s

yste

m

5) V

ibra

tion

ON

6) B

acku

p al

arm

7)In

terv

al s

witc

h S

prin

kler

sys

tem

8) A

ngle

Sen

sor

Tra

vel l

ever

9) O

utpu

t 8,5

Vol

t

10)G

roun

d po

tent

ial

11)G

roun

d po

tent

ial

12)

Pro

xim

ity s

witc

h B

rake

13)

But

ton

Vib

ratio

n14

) S

witc

h V

ibta

tion

Aut

o/M

anua

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15)

Sta

rtsi

gnal

16)

Brid

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ptio

n A

mer

ica

Service Training


Description of function

Switching offIf operating voltage is applied to the module (PIN1/2 UB, PIN10/11 ground), LED1 will light asa control light. LED 2 flashes as Stay-Alive-Indicator („Live Sign of Module“), but with aflashing frequency which depends on the current on input PIN 8 (analogue input 1).

Angle sensor:

The machine is equipped with an angle sensor under the driver’s seat, mounted to the switchguide plate of the travel lever. The angle sensor reports the travel lever position back to themodule. The sensor works with an output current of 4-20 mA.

When replacing the sensor, a zero adjustment will be automatically performed as followed.

AAnnggllee sseennssoorr

Service Training


Neutral position of angle sensor

The zero point of the angle sensor is automatically adjusted via the module. Once the travellever is in neutral position the brake initiator (on the travel lever) (Pin 12) is actuated. Thezero position is thereby recognized. Should the brake initiator be defective or a cable isbroken the last value is set as default for the zero point.If LED2 (on the module) flashes in intervals of one second and LED3 lights permanently, thezero point is reached.

IInniitt iiaattoorr ffoorr BBrraakkee

LLEEDD lliigghhttss wwiitthh ttrraavveell lleevveerr iinn zzeerroo ppoossiitt iioonn

Service Training


Defect on angle sensor

The current of the functional angle sensor is in the range from 4mA to 20mA. A current flowof <2mA or >22mA on Pin 8 of the module indicates a sensor fault (sensor defective, shortcircuit, or sensor not connected, etc.). LED2 and LED3 are then used as indicators. LED2flashes fast (with 80 Hz), LED3 shows permanent light.

Constant voltage monitoring

The flashing frequency of LED 2 indicates whether the output voltage of 8.5 V on Pin 9 isoutside the permissible tolerance. If this voltage is not high enough, the angle sensor will notwork correctly and the output signal of the sensor is undefined.For this reason the flashing frequency of LED2 is set to 80 Hz, if the voltage is too low. Thisalways takes place in case of a low voltage level on Pin 9. This may be caused by a too lowsupply voltage for the module (with UB < 9,5V the voltage of 8,5V can no longer bemaintained on PIN 9) or by a defect of the module.The complete module works from a minimum voltage of UB = 6,5V. However, the analogueinputs only work from a supply voltage of 9,5 Volt, since the sensor supply voltage of 8,5Vcan only be generated if this input voltage is available.

The following functions are influenced by the angle sensor:

- Automatic vibration ON/OFF- Sprinkler system water off after 30 sec. If travel lever is in 0-position- Backup protection- Checking of neutral position

Service Training


Vibration control

Manual vibrationIf no voltage is applied to PIN 14 (manual vibration on), vibration can be switched on viabutton input (vibration on) on PIN 13. Vibration is always switched on or off when a clearground potential is detected on Pin 13. If vibration is switched on, the LED on Pin 5 lights up.If the vibration button is actuated again, vibration is switched off.In case of a bridge (Active-HIGH-Signal) on PIN 16 vibration switched off at a speed higherthan 6 km/h and on again at a speed below 6 km/h.Without a bridge on PIN 16 the vibration is not switched off above 6 km/h.

Fig. 1: Manual vibration control with HIGH-Signal on PIN 16

Auto VibrationON

Manuell Vibration

Travel lever

Push buttonVibration

Vibration

Service Training


Automatic vibration control (optional)

If a positive voltage is applied to PIN 14 (automatic vibration on) the LED on PIN 14 lights upand the vibration (PIN 5) is switched on and off in dependence on the travel lever position.With a bridge (Active-HIGH-Signal) on PIN 16 the vibration (output, PIN 5) is switched offwith the travel lever in a position <1 km/h and >6 km/h.Without the bridge (LOW-Signal) on PIN 16 the vibration (output, PIN 5) is only switched offat a speed < 1 km/h.

Fig.: Automatic vibration control with Active-HIGH-Signal on PIN 16

(Active High means + 12 V)

Auto VibrationON

Travel lever

Push buttonVibration

Service Training


Water sprinkling controlThe sprinkler intervals are controlled by connection of a 12-stage switch to PIN 7. This switchswitches resistors in 500 Ω-steps from 500 Ω to 6 kΩ.

Sprinkling stages for pressurized sprinkler system

The total cycle (time for activation and deactivation phase) takes 15 seconds.The sprinkling intervals are set according to the following table:

Stage Activation time Deactivation time Cycle time1 0,0 s 15,0 s 15s2 1,0 s 14,0 s 15s3 2,0 s 13,0 s 15s4 3,0 s 12,0 s 15s5 4,0 s 11,0 s 15s6 5,0 s 10,0 s 15s7 6,0 s 9,0 s 15s8 7,0 s 8,0 s 15s9 8,0 s 7,0 s 15s10 10,0 s 5,0 s 15s11 12,5 s 2,5 s 15s12 15,0 s 0,0 s 15s

Stufe 1Stufe 2

Stufe 3Stufe 4

Stufe 5Stufe 6

Stufe 7Stufe 8

Stufe 9 Stufe 10Stufe 11

Stufe 12 Stufe 12Stufe 11

Stufe 10

12-Step switch

Travel lever

Sprinkler system

Service Training


After stopping the machine (travel lever in neutral, evaluation of analogue signal on PIN 8)sprinkling continues with the set interval for another 30 seconds (pressure sprinkling). Afterthis time sprinkling will only be resumed after moving the travel lever out of neutral. If theswitch is in stage 12 (permanent sprinkling), sprinkling will continue after the 30 seconds,without any temporal limitation! Should be used for inspection with the machine stopped tocheck nozzles, pump etc.

Gravity feed sprinkler system

If no 12-stage switch is connected, but the gravity sprinkler switch (S05 on output PIN 4)instead, the output will permanently switch a High signal. The sprinkling system is triggeredvia this switch.With the machine stopped (travel lever in neutral position, evaluation of analogue signal onPIN 8) the HIGH-signal will still be emitted at PIN4 for another 30 seconds, after this it will beset to LOW-signal, until the travel lever is moved out of neutral again.

Fig. 2: Gravity feed sprinkler system

With both sprinkling systems the sprinkling cycle time is independent from the displacementof the travel lever, i.e. from the travel speed of the machine. Only the neutral position is ofsignificance for the automatic shut down of the sprinkling system after 30 seconds.

12-Step switch

Travel lever

Output sprinklersystem

12 step switch not connected

30 seconds

Service Training


Description of the seat contact module (part-no.: 88003042)

Pin assignment:

PIN Signal Description1 IN (Active LOW) Seat contact switch2 IN (Active LOW) Seat contact switch3 IN (Active HIGH) Travel lever sensor

0-position4 IN (Active HIGH) Oil pressureBTS OUT (BTS) Engine solenoid pickup windingOUT - PWM - Not usedOUT+

PWM + Not used

30 Relay – Contact Ground87 Relay – Contact Engine solenoid holding winding87a Relay – Contact Normally closed15/54 Supply voltage 10-39 V

-Ground

RS 232

LED

1

LED

2

LED

3

LED

4

LED

5

1234

30

+ -OUT

Service Training


Description of hardware

The inputs are designed in such a way, that the following table is valid:

Input Performance Remark





Pin assignment digital inputsSignal Name Module

PinDescription

Seat contact switch 1 Active-LOW = Driver seated LED onHIGH = Driver standing LED off

Seat contact switch(is presently notevaluated)

2 Active-LOW = Driver standing LED onHIGH = Driver seated LED off

SensorTravel lever neutralposition

3 Active-HIGH = Brake released LED onLOW = Brake applied LED off

Engine – oil pressure 4 Active-HIGH = Oil pressure present LED onLOW = Oil pressure not present LED off

Pin assignment outputsSignal Name Module

PinDescription

Relay contact 15 + 87(normally open)

30 + 87 HIGH = Holding winding of engine solenoid is switched on LED onLOW = Holding winding of engine solenoid is not switched on LED off

BTS BTS HIGH = Holding winding of engine solenoid is switched on LED onLOW = Holding winding of engine solenoid is not switched on LED off

Service Training



Travel leverin brake lockand driverstanding

Travel leveris actuated

EngineemmidiatelyOFF

Driverseated

Travel leveris actuated

Druíver getsup duringtravel

Engine shutsOFF after 2seconds

Driver sits down within 2seconds and oil pressureis present

Engine starts againby centrifugalmovement

Service Training



Switch ignition on and start the engine• Stay-Alive-(Live Signs) LED flashes in one second intervals.• Engine running

Shut down the engine immediately• If the driver seat is not occupied (PIN 2 has HIGH–Signal) and the travel lever is actuated

(PIN 3 has Active–HIGH–Signal), the module will simulate a oil pressure fault. Relay (PIN30 + 87) switches immediately for half a second and LED6 lights for half a second.

• The holding winding of the engine solenoid is not energized for half a second and theengine is shut down.

Engine shut down with time delay• The driver's seat is occupied (PIN 2 has Active–LOW–Signal) and the travel lever is in

neutral position (PIN 3 has LOW–Signal).• When leaving the driver’s seat (PIN 2 has LOW–Signal) after shifting the travel lever out

of neutral (PIN 3 has Active–HIGH–Signal), the warning buzzer is activated.• After 2 seconds the relay (PIN 30 + 87) is switched on for half a second and LED6 lights

for half a second.• The holding winding of the engine solenoid is not energized for half a second and the

engine is shut down.

Restarting the engine• If the engine has shut down as described in point 3.4 it can be restarted within 2 seconds

after occupying the driver’s seat. This is only possible if the engine is still rotating and oilpressure (PIN 4 has Active–HIGH–Signal) is present.

• This is accomplished by switching on the BTS-output (PIN BTS) for 1 second. LED5lights for 1 second.

• The pickup winding of the engine solenoid is energized for half a second and the engineis restarted.

Inhaltsverzeichnis:table of contents:

BW 100 AD/AC−4, BW 120 AD/AC−4

Blatt Nr.:sheet no.:

Zeichnungsnummerdrawing − no.

Funktionsgruppe function unit

001 880 100 51 Stromlaufplan Circuit Diagram002 880 100 51 Versorgung, Motor, Starten, Not−Aus supply, engine, starting unit, emergancy shut off003 880 100 51 Vibration, Berieselung vibration, sprinkler system004 880 100 51 Bremse, Mengenteiler, Rundumkennleuchte, Kantenschneidg. brake, flow divider, rotary beacon, edge cutter005 880 100 51 Sitzkontakt switch seat contact006 880 100 51 Arbeitsbeleuchtung, Blinkbegrenzung, Arbeitsbeleuchtung working head lights, flash and position illum., working head lights007 880 100 51 Wetterschutzkabine cabin, weather protection

009 880 100 51 Zentralelektrik cross − bonding − box101 880 100 51 Bauteilliste component listing

880 100 514.2.2004

001

Kneip Stromlaufplancircuit diagram

001 001

4.2.2004Nallin

BW 100 AD/AC−4, BW 120 AD/AC−4

880 100 514.02.2004

002

Kneip4.02.2004Nallin

1 1

Versorgung, Motor, Starten, Not−Aussupply, engine, starting unit, emergancy shut off

31 31 3:1

S00

Zündstartschalter

30

15 54 58 19 17 50a

P 0 1 2 3

R02

Glühkerze

R02

R02

B2:3

B 2:18

K37

M01

Starter

B(3

0)

−

ST

(50)

X10:1

X11

:6

G02

Generator

LIG

B

X11:2X11:3

B06

Druckschalter Motoröl

P

1

2

X6:17 X6:16

P01K

rafts

toffa

nzei

geG

+

−

R03

Geber Kraftstofftank

1

2

S01

2:16

X11

:4

X11

:5

X6:6X12:1

R09

1

2

H(−)2:4 H(−) 4:3 H(−) 2:6F00

Hauptsicherung

2

30 3:1

2

emergancy shut off

indicator light, glowing

starter

shut off solenoid engineengine hour meter

ignition switch

indicator light, engine oil pressure

leve

l gau

ge

sender, level gauge

indicator light, charge control

fuse, main

indicator light, engine overheating

battery

generator

Header plug

K05

3:2

30

87a 87

F04Box A

C

3

X1:6

X1:5

X1:4X1:3

F48BOX A

H

8

−

M− 2:12 M−2:9 M− 4:3

3X8A

P01

B53

Temperaturgeber Kuehlmittel

_t3

4

F141

Sicherung Generator

X2:

3

R02

2:19

H49

Meldeleuchte Motorüberhitzung

H09

Meldeleuchte Motoröldruck

H52

Glühüberwachung

X12:2

P00

Betriebsstundenzähler

D+

−

option

S01

Not−Aus−Schalter

21

22

4:2

11

12

V45 (A5)

12

K96

86

85

V45 2:11

V452:7 V45 5:12

X6:14

X1:1

F119 2:11 F1192:9

F119BOX A

D

4

15 6:1

15 BOX A 3:1

2

2

X25

:B

X25

:A

Y13

Hubmagnet Motor

HWAW

X10:2

K225:19

30

87a 87

X2:4

X2:

2

F139BOX A

B

2

X25:C

G01 Batterie+

−

30 BOX A 3:2

K962:13

30

87a 87

F139 4:9 X2:

1

fuse, generator

V41(A1)

1

2

X1:2

H08

Meldeleuchte Ladekontrolle

R21

1 2

V43 (A3)12 V43 2:11 V432:8

optionSitzkontakt

X6:1

A15

Überwachungsmodul

X6:2X6:10

UPM15 3:1

K052:15 K053:12 K05 2:18

S01

2:16

V44(A4)

1

2

R02

2:19

UPM4 5:2

G01 7:2

K32 7:2

pressure switch, engine oil

temperature switch, collant

monitoring module

X6:20

seatswitch

2:16

880 100 512.04.2004

003


1 1

Vibration, Berieselungvibration, sprinkler system

15 BOX A2:19 15 BOX A 4:1

312:20 31 4:1

F03BOX A E

5

A03

Modul Vibration

B39

Aufnehmer Fahrhebel

1

2

3

X13:2 X13:1 X13:3

X3:6X3:1

1 (15/54)

10 (GND)

11 (GND)

9 (8,5V)

13

7 14 16

12

15

546

transducer travel lever

modile vibration

X3:2

S13

Taster Vibration

3

4

S12

3

4X8:1

K0586

85

X

18:1

X18

:3

K7986

85

3

8

X14

:2

X14:3

X14:1

302:9 30 6:1

F68BOX A

A

1

M02

Berieselungspumpe

+

−

K79

3:11

30

87a87

K78

3:16

30

87a87

M03

Emulsionspumpe

+

−

Dru

ckbe

riese

lung

Dru

ckbe

riese

lung

Druckberieselung

Sch

wer

kraf

tber

iese

lung

X5:4

H14

Warnsummer

+

−

S08

Vibrationsschalter man./autom.

13

14

option

K11786

85

Kan

tens

chne

idge

rät

X1:9

X6:9

X3:4

B08

3:2

X20:1

X7:2X20:2

X3:5

X7:1

X7:1

X7:1

A03 4:1

A15

Überwachungsmodul

X18

:2

S164

Fußschalter

3

1

K7886

85

X22:1

X22:2

AC

−T

ypen

A01

Intervallschalter

0−11

X3:3

F45 4:12

2

B08

Initiator Bremse

BL/

BU

BR

/BN

SW

/BK

30 BOX A2:14

V42 5:6

V42 (A2)

12

B08

3:2

Y71

Magnetventil Vibration

1

2

UPM152:17 UPM15 5:1 K052:20 K05 5:1

V48 (A8)

1 2

X19:3

X19:8

X8:2

X16:1 X15:1

X19:5

X16:2

X19:8

S164 4:13

S05

Berieselungsschalter

13

14

Y06

Berieselungsventil

1

2V02

Sch

wer

kraf

tber

iese

lung

X19:6

X15:2

A03:12 5:2

proximity switch, brake

interval switch

warning buzzer monitoring moduleswitch vibration

switch sprinkler system solenoid valve, vibrationemulsion pump

switch, foot

sprinkler pump

solenoid valve sprinkler

switch, vibration, man./autom.

sprin

klin

g, g

ravi

tatio

n

pres

s. w

ater

spr

ink

sys.

egde

cut

ter

optio

n

press. water sprink sys.

pres

s. w

ater

spr

ink

sys.

sprin

klin

g, g

ravi

tatio

n

AC

−ty

pen

3:174:173:202:19

880 100 514.02.2004

004


1 1

Bremse, Mengenteiler, Signalhorn, Rundumkennleuchte, Kantenschneidgerätbrake, flow divider, rotary beacon, edge cutter

15 BOX A3:17

313:20 31 5:1

H01

Meldeleuchte Bremse

X6:11

H(−)2:10 H(−) 5:5

F23BOX A

G

7

S03

Taster Signalhorn

13

14

S38

Schalter Rundumkennleuchte

13

14

option

K117

3:13

30

87a87

S34

Schalter Kantenschneidgerät

13

14

23

24

V09

12

1 0 20

switch, edge cutter

V08

21

option

X1:8

M−2:20

S01

2:16

11

12

A033:15

F45BOX A F

6

Y90

Mengenteiler

1

2

option

F453:17

K1186

85

K11

4:9

30

87a87

F1392:14

E32

Rundumkennleuchte

+

−

X1:7

B11

Signalhorn

+

−

X1:10

X5:3

X5:4

X24:A X24:B

X24:C

Y04

Bremsventil

1

2

UMP3 5:2

X19:2

X19:8

X4:1

X4:2

S1643:16

Y20

Kantenschneidgerät ab

1

2

Y21

Kantenschneidgerät auf

1

2

Y48

Magnetventil Hydr.−umsch.

1

2

indicator light brake

solenoid valve, brake

switch, rotary beacon

rotary beacon

flow dividerwarning horn solenoid valve, hydr. switch over

edge cutter, down edge cutter, up

switch warning horn

4:10

880 100 514.02.2004

005


1 1

Sitzkontaktswitch seat contact

314:20 31 6:1

BTS87 30

15/54

2

3

A68Modul Sitzkontakt

indicator light,drivers seat contact

switch, seat contact

modul seat contact

K22

86

85V452:15

UMP34:5

X23:1

S06 Sitzkontaktschalter

1

2 3

X23:2 X23:3

1

15/54

H82

Warnsummer

+

−

K13786

85

K137

5:3

30

87a87

V423:8

option

H20

Meleleuchte Sitzkontakt

X6:12

H(−)4:5

H(−) 6:2

X5:1 X5:2

X5:4

UPM153:8

K053:17

UPM42:16

4

X21:1

X21:2

X19:4

X19:8

A03:123:3

warning buzzer

5:10 2:14

880 100 514.02.2004

006


1 1

Arbeitsbeleuchtung, Blinkbegrenzung, Arbeitsbeleuchtung StVZOworking head lights, flash and position illumination,working head lights StVZO

152:19

315:19 31 7:1

E08

Blinkleuchte VL

1

2E09

Blinkleuchte HL

1

2

E10

Blinkleuchte VR

1

2E11

Blinkleuchte HR

1

2

E13

Schlußleuchte links

1

2

E12

Parkleuchte links

1

2

E14

Parkleuchte rechts

1

2E15

Schlußleuchte rechts

1

2

F09BOX B

D

4

F10BOX B

E

5

L 0 RL0R

switch, hazard light

indicator light, indicators

indicator light, hazard light

switch indicator

indicator front, LH indicator front, RH

indicator rear, LH indicator rear, RH

parking light, LH

parking light, RH

tail light, LH tail light, RH

ZA/option

E23

Scheinwerfer vorne links

1

2

E25

Scheinwerfer vorne rechts

1

2

S15

Beleuchtungsschalter STVZO

11

12

23

24

working head light front, RH

working head light front, LH

0120 1 2

switch, lighting STVZO

switch, working head lights rear

F12BOX B

B

2

F11BOX BA

1

E27

Scheinwerfer hinten links

1

2

E28

Scheinwerfer hinten rechts

1

2

S53

Schalter Arbeitsbeleuchtung

14

13 23

24

010 1

switch, working light

working head light rear, RH

working head light rear, LH

StVZO Beleuchtung

H(−)5:8 H(−) 6:8

X6:8

A15

Überwachungsmodul

F08BOX BC

3

S53

Schalter Arbeitsbel. hinten

23

24

ZA/optionArbeitsbeleuchtung

F07BOX B F

6

303:20 2

S37

Schalter Blinker

23

24

13

14

A02

Blinkgeber

49L 49R

L R

31

30

82

H06

Meldeleuchte Warnblinker

H05

Meldeleuchte Blinker

6:3 H(−)

X6:18

V13

V12

X6:19

X6:7

S14

Schalter Warnblinker

13

14 24

230 1

H06

1

2

X27:1 X27:2 X27:3

X9:1

X9:2X9:3 X1:11 X19:1X9:4

X33:1X32:1

X32:2 X33:2

X30:2 X31:2

X30:1 X31:1X28:1 X28:2 X28:3

X19:7

X28:4

X27:4

X9:6X9:5

X27:5 X28:5

monitoring module

flasher

880 100 514.02.2004

007


1 1

Wetterschutzkabinecabin, weather protection

316:20 31

M

M

M06

Scheibenwascher vorn

+

−

M07

Scheibenwascher hinten

+

−

M04

Scheibenwischer vorn

+

−

M05

Scheibenwischer hinten

+

−

S20

32

6

S21

32

6

M

M

0 1 2 0 1 2

K32 86

85

K32

7:14

30

87a87

F39 Sicherung1

2

G012:3

K322:11

option

windsceen wiper motor, front

windscreen washer motor, rear

windscreen washer motor, front

windscreen wiper motor, rear

fuse

7:9

880 100 514.02.2004

009


1 1

Zentralelektrikcross − bonding − box

057

664

03

V41

1

2

1 2 3

1

2

1

2

1

2

4

1

2

5

1

2

6

1 1

2 2

7 8

V42 V43 V44 V45 V46 V47 V48

A03

6

5

4

3

2

K37

F139

F04

F03

F45

F68

F23

Box A

F119

F48

A68

A02

K79K78K11K22

K137K117K96K05

R092 1

R212 1

option StvzoBeleuchtung

option

AC

Kantenschneidgerätoption

typenoption

Rundumkennleuchte

Zentralstecker Sammelanzeige (Ansicht von hinten)mainplug monitoring module (view from backside)

X6:1−20123456789

10111213141617181920 15

A15

1

2

Y13

X10:1−2

Hubmanget Motorshut off solenoid, engine

3149R 82

R

49L30L

86

30

858787a

86

8787a

8530

8687a85

8730

3087

85 87a 86

3087

8687a85

3087

8687a853087

8685 87a

3087

8685 87a

F08

F11

F09

F10

F07

Box B

F12

Stvzo Beleuchtung

Arbeitsscheinwerfer

15/54

optionSitzkontakt

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

X11:2−6

BTS 4 3 2 1

30 87 87a

rotary beacon

edge cutter seatswitch

Sitzkontaktseatswitch

option

working lights

StVZO lights

880 100 514. 2. 4

101

Kneip

13

Bauteilliste

component listing

Name Benennung title TYPBl. Pf.

A01 003 6 Intervallschalter interval switch A02 006 6 Blinkrelais indicator relay 4X21WATTA03 003 10 Modul Vibration modul, vibration A15 002 17 Platine Ueberwachungsmodul Printed circuit board, monitoring module MAX1,5AA15 003 7 Platine Ueberwachungsmodul Printed circuit board, monitoring module MAX1,5AA15 006 11 Platine Ueberwachungsmodul Printed circuit board, monitoring module A15 009 4 Platine Ueberwachungsmodul Printed circuit board, monitoring module A66 008 9 Elektronik Steuereinheit Electronic control unit A67 008 15 Eingabeeinheit Keyboard A68 005 13 Modul Sitzkontakt Modul seat contact B06 002 6 Druckschalter Motoroel Pressure switch, engine oil B08 003 2 Naeherungsinitiator Fahrhebel ’0’−Stell. Proximity switch, travel lever ’0’ pos. MAX 300MAB11 004 7 Signalhorn Warning horn B39 003 10 Aufnehmer Fahrhebel Transducer, travel lever 4−20 mAB53 002 5 Temperaturgeber Kuehlmittel Temperature switch, collant E08 006 5 Blinkleuchte vorne links Indicator, front, lh. 21WE09 006 6 Blinkleuchte hinten links Indicator, rear, lh. 21WE10 006 7 Blinkleuchte vorne rechts Indicator, front, rh. 21WE11 006 8 Blinkleuchte hinten rechts Indicator, rear, rh. 21WE12 006 11 Parkleuchte links Parking light, lh. 10WE13 006 10 Schlussleuchte links Tail light, lh. 10WE14 006 12 Parkleuchte rechts Parking light, rh. 10WE15 006 13 Schlussleuchte rechts Tail light, rh. 10WE23 006 14 Arbeitsscheinwerfer vorne links Working head light, front, lh. 55WE25 006 15 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. 55WE27 006 17 Arbeitsscheinwerfer hinten links Working head light, rear, lh. 55WE28 006 18 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. 55WE32 004 10 Kennleuchte Warning light 5,5A F00 002 1 Hauptsicherung Batterie Fuse, main, battery 80AF03 003 11 Sicherung Vibration Fuse, vibration 10AF04 002 10 Sicherung Instrumente Fuse, gauges 10AF07 006 3 Sicherung Warnblinker Fuse, hazard light 15AF08 006 6 Sicherung Blinker u. Arbeitsscheinw. Fuse, indicators a. work. head light 15AF09 006 11 Sicherung Park− u. Schlussl. links Fuse, parking and tail light, lh. 15AF10 006 13 Sicherung Park− u. Schlussl. rechts Fuse, parking and tail light, rh. 15AF11 006 14 Sicherung Scheinwerfer links Fuse, head light, lh. 15AF12 006 17 Sicherung Scheinwerfer rechts Fuse, head light, rh. 15AF23 004 7 Sicherung Signalhorn Fuse, warning horn 10AF39 007 9 Hauptsicherung Kabine Main fuse, cab 15AF45 004 17 Sicherung Kantenschneidgeraet Fuse, edgecutter 10AF48 002 19 Sicherung Gluehanlage Fuse, glow plug system 10AF68 003 17 Sicherung Potential 30 Fuse, potential 30 20AF119 002 16 Sicherung Motor Fuse, motor 10AF139 002 14 Sicherung Hubmagnet Motor Fuse, shut off solenoid, engine 30AF141 002 2 Sicherung Hydraulikölkühler Fuse , cooling air blower 50A G01 002 1 Batterie Battery 88 AHG02 002 2 Generator Generator 50A H01 004 4 Meldeleuchte Bremse Indicator light, brake H05 006 9 Meldeleuchte Blinker Indicator light, indicators H06 006 3 Meldeleuchte Warnblinker Indicator light, hazard light H06 006 4 Meldeleuchte Warnblinker Indicator light, hazard light H08 002 4 Meldeleuchte Ladekontrolle Indicator light, charge control H09 002 6 Meldeleuchte Oeldruck Motor Indicator light, engine oil pressure H14 003 7 Warnsummer Rueckwaertsfahrt Back−up alarm buzzer H15 002 7 Meldeleuchte Motorluftfilter Indicator light, engine air filter H20 005 7 Meldeleuchte Sitzkontaktschalter Indicator light, drivers seat contact H23 002 8 Meldeleuchte Hydraulikoelfilter Indicator light, hydr.oil filter H49 002 5 Meldeleuchte Motorueberhitzung Indicator light, engine overheating H52 002 12 Anzeige Gluehueberwachung Glow plug indicator H70 002 9 Anzeige Wasser im Diesel Indicator water in fuel H82 005 10 Warnsummer Sitzkontakt Warning buzzer, seat contact K05 003 2 Relais Startstrom Relay, starting current BOSCHWK11 004 9 Relais Klemme 30 auf 15 Relay, terminal 30 to 15 BOSCHWK22 005 19 Relais Hubmagnet Motor Relay, shut off solenoid, engine BOSCHWK32 007 14 Relais Kabine Relay, cabin BOSCHWK37 002 12 Zeitrelais Timing relay 5 SEC.K37 009 18 Zeitrelais Timing relay K78 003 16 Relais Emulsionsberieselung Relay, emulsion sprinkler sys. BOSCHWK79 003 11 Relais Berieselungspumpe Relay, sprinkler pump BOSCHWK96 002 13 Relais Motoroeldruck Relay, engine oil BOSCHWK117 003 13 Relais Kantenschneidgeraet Relay, edge cutter BOSCHWK137 005 3 Relais Sitzkontaktschalter Relay, switch, drivers seat BOSCHW M01 002 19 Starter Starter 1,4KWM02 003 19 Berieselungspumpe Sprinkler pump 6,4AM03 003 17 Emulsionsberieselungspumpe Emulsion sprinkler pump 6,4AM04 007 9 Scheibenwischermotor vorne Windscreen wiper motor, front 7,5AM05 007 11 Scheibenwischermotor hinten Windscreen wiper motor, rear 2,5AM06 007 10 Scheibenwaschermotor vorne Windscreen washer motor, front 2,5AM07 007 12 Scheibenwaschermotor hinten Windscreen washer motor, rear 7,5A P00 002 4 Betriebsstundenzaehler Operating hour meter P01 002 10 Tankanzeige Level gauge R02 002 18 Gluehkerze Glow plug 8AR02 002 18 Gluehkerze Glow plug 8AR02 002 19 Gluehkerze Glow plug 8AR03 002 10 Geber Tankanzeige Sender, level gauge R09 002 3 Vorwiderstand Dropping resistor 82 OHMR20 002 9 Widerstand Resistor R21 002 3 Widerstand Resistor 82 OHMR21 002 8 Widerstand Resistor R22 002 8 Widerstand Resistor

880 100 514. 2. 4

102

Kneip

23

Bauteilliste

component listing


S00 002 18 Startschalter Starter switch S01 002 16 Schalter NOT AUS Switch, emergency off S01 002 16 Schalter NOT AUS Switch, emergency off S03 004 7 Taster Signalhorn Push button, warning horn S05 003 10 Berieselungsschalter Switch, sprinkler system S06 005 3 Sitzkontaktschalter links Switch, seat contact, lh. S08 003 12 Vibrationsschalter man./autom. Switch, vibration, man./autom. S12 003 4 Vibrationsschalter Fahrhebel links Switch, vibration, travel lever, lh. S13 003 5 Vibrationsschalter Fahrhebel rechts Switch, vibration, travel lever, rh. S14 006 3 Warnblinkschalter Switch, hazard light S15 006 13 Beleuchtungsschalter StVZO Switch, lighting StVZO S20 007 9 Schalter Scheibenwischer vorne Switch, windscreen wiper, front S21 007 11 Schalter Scheibenwischer hinten Switch, windscreen wiper, rear S34 004 17 Schalter Kantenschneidgeraet Switch, edge cutter S37 006 6 Schalter Blinker Switch, indicator S38 004 9 Schalter Kennleuchte Switch, warning light S53 006 17 Schalter Arbeitsbeleuchtung Switch, working lights S53 006 19 Schalter Arbeitsbeleuchtung Switch, working lights S164 003 16 Fusschalter Switch, foot MAX 2A V02 003 18 Diode Diode STECKERV08 004 17 Diode Diode FE5BV09 004 19 Diode Diode FE5BV12 006 9 Diode Diode V13 006 8 Diode Diode V41 002 3 Diode (A1) Diode (A1) MR756V42 003 8 Diode (A2) Diode (A2) MR756V43 002 4 Diode (A3) Diode (A3) MR756V44 002 16 Diode (A4) Diode (A4) MR756V45 002 6 Diode (A5) Diode (A5) MR756V48 003 16 Diode (A8) Diode (A8) MR756 X1:1 002 3 FAHRERSTAND Operators platform X1:2 002 2 FAHRERSTAND Operators platform X1:3 002 5 FAHRERSTAND Operators platform X1:4 002 6 FAHRERSTAND Operators platform X1:5 002 10 FAHRERSTAND Operators platform X1:6 002 16 FAHRERSTAND Operators platform X1:7 004 7 FAHRERSTAND Operators platform X1:8 004 2 FAHRERSTAND Operators platform X1:9 003 14 FAHRERSTAND Operators platform X1:10 004 13 FAHRERSTAND Operators platform X1:11 006 14 FAHRERSTAND Operators platform X2:1 002 20 FAHRERSTAND Operators platform X2:2 002 20 FAHRERSTAND Operators platform X2:3 002 19 FAHRERSTAND Operators platform X2:4 002 15 FAHRERSTAND Operators platform X3:1 003 9 FAHRERSTAND Operators platform X3:2 003 10 FAHRERSTAND Operators platform X3:3 003 2 FAHRERSTAND Operators platform X3:4 003 2 FAHRERSTAND Operators platform X3:5 003 5 FAHRERSTAND Operators platform X3:6 003 10 FAHRERSTAND Operators platform X4:1 004 10 RUNDUMKENNLEUCHTE Rotary beacon X4:2 004 10 RUNDUMKENNLEUCHTE Rotary beacon X5:1 005 3 FAHRERSTAND Operators platform X5:2 005 3 FAHRERSTAND Operators platform X5:3 004 17 FAHRERSTAND Operators platform X5:4 003 5 FAHRERSTAND Operators platform X5:4 004 17 FAHRERSTAND Operators platform X5:4 005 3 FAHRERSTAND Operators platform X6:1 002 17 ARMATURENPULT Instrument board X6:1−20 009 6 X6:2 002 10 ARMATURENPULT Instrument board X6:3 002 8 ARMATURENPULT Instrument board X6:4 002 8 ARMATURENPULT Instrument board X6:6 002 12 ARMATURENPULT Instrument board X6:7 006 3 ARMATURENPULT Instrument board X6:8 006 11 ARMATURENPULT Instrument board X6:9 003 7 ARMATURENPULT Instrument board X6:10 002 9 ARMATURENPULT Instrument board X6:11 004 4 ARMATURENPULT Instrument board X6:12 005 7 ARMATURENPULT Instrument board X6:13 002 8 ARMATURENPULT Instrument board X6:14 002 3 ARMATURENPULT Instrument board X6:15 002 7 ARMATURENPULT Instrument board X6:16 002 6 ARMATURENPULT Instrument board X6:17 002 5 ARMATURENPULT Instrument board X6:18 006 8 ARMATURENPULT Instrument board X6:19 006 6 ARMATURENPULT Instrument board X6:20 002 10 ARMATURENPULT Instrument board X7:1 003 5 FAHRHEBEL Travel lever X7:1 003 5 FAHRHEBEL Travel lever X7:1 003 5 FAHRHEBEL Travel lever X7:2 003 5 FAHRHEBEL Travel lever X8:1 003 7 FAHRERSTAND Operators platform X8:2 003 7 FAHRERSTAND Operators platform X9:1 006 5 FAHRERSTAND Operators platform X9:2 006 7 FAHRERSTAND Operators platform X9:3 006 11 FAHRERSTAND Operators platform X9:4 006 13 FAHRERSTAND Operators platform X9:5 006 5 E1/E2 Blende vorn E1/E2 srceen front X9:6 006 6 E1/E2 Blende hinten E1/E2 srceen rear X10:1 002 16 HUBMAGNET Shut off solenoid X10:1−2 009 2 X10:2 002 15 HUBMAGNET Shut off solenoid X11:2 002 13 FAHRERSTAND Operators platform X11:2−6 009 18 FAHRERSTAND Operators platform

880 100 514. 2. 4

103

Kneip

33

Bauteilliste

component listing


X11:3 002 12 FAHRERSTAND Operators platform X11:4 002 13 FAHRERSTAND Operators platform X11:5 002 13 FAHRERSTAND Operators platform X11:6 002 12 FAHRERSTAND Operators platform X12:1 002 3 GENERATOR Generator X12:2 002 2 GENERATOR Generator X13:1 003 10 SITZKONSOLE Seating unit X13:2 003 9 SITZKONSOLE Seating unit X13:3 003 10 SITZKONSOLE Seating unit X14:1 003 2 SITZKONSOLE Seating unit X14:2 003 2 SITZKONSOLE Seating unit X14:3 003 2 SITZKONSOLE Seating unit X15:1 003 19 BERIESELUNGSPUMPE Sprinkler pump X15:2 003 18 BERIESELUNGSPUMPE Sprinkler pump X16:1 003 17 EMULSIONSPUMPE Emulsion sprinkler pump X16:2 003 17 EMULSIONSPUMPE Emulsion sprinkler pump X18:1 003 5 ARMATURENPULT Instrument board X18:2 003 5 ARMATURENPULT Instrument board X18:3 003 6 ARMATURENPULT Instrument board X19:1 006 17 FAHRERSTAND Operators platform X19:2 004 10 FAHRERSTAND Operators platform X19:3 003 7 FAHRERSTAND Operators platform X19:4 005 10 FAHRERSTAND Operators platform X19:5 003 17 FAHRERSTAND Operators platform X19:6 003 19 FAHRERSTAND Operators platform X19:7 006 17 FAHRERSTAND Operators platform X19:8 003 7 FAHRERSTAND Operators platform X19:8 003 17 FAHRERSTAND Operators platform X19:8 004 10 FAHRERSTAND Operators platform X19:8 005 10 FAHRERSTAND Operators platform X20:1 003 4 FAHRHEBEL Travel lever X20:2 003 4 FAHRHEBEL Travel lever X21:1 005 10 FAHRERSTAND Operators platform X21:2 005 10 FAHRERSTAND Operators platform X22:1 003 16 FUßSCHALTER Foot−switch X22:2 003 16 FUßSCHALTER Foot−switch X23:1 005 3 Fahrersitz Driver‘s seat X23:2 005 3 Fahrersitz Driver‘s seat X23:3 005 3 Fahrersitz Driver‘s seat X24:A 004 17 FAHRERSTAND Operators platform X24:B 004 19 FAHRERSTAND Operators platform X24:C 004 17 FAHRERSTAND Operators platform X25:A 002 1 FAHRERSTAND Operators platform X25:B 002 1 FAHRERSTAND Operators platform X25:C 002 1 FAHRERSTAND Operators platform X27:1 006 5 FAHRERSTAND Operators platform X27:2 006 7 FAHRERSTAND Operators platform X27:3 006 11 FAHRERSTAND Operators platform X27:4 006 12 FAHRERSTAND Operators platform X27:5 006 5 FAHRERSTAND Operators platform X28:1 006 6 FAHRERSTAND Operators platform X28:2 006 8 FAHRERSTAND Operators platform X28:3 006 10 FAHRERSTAND Operators platform X28:4 006 13 FAHRERSTAND Operators platform X28:5 006 6 FAHRERSTAND Operators platform X30:1 006 14 E1/E2 Blende vorn E1/E2 srceen front X30:2 006 14 E1/E2 Blende vorn E1/E2 srceen front X31:1 006 15 E1/E2 Blende vorn E1/E2 srceen front X31:2 006 15 E1/E2 Blende vorn E1/E2 srceen front X32:1 006 17 E1/E2 Blende vorn E1/E2 srceen front X32:2 006 17 E1/E2 Blende vorn E1/E2 srceen front X33:2 006 18 E1/E2 Blende hinten E1/E2 srceen rear X33:1 006 18 E1/E2 Blende hinten E1/E2 srceen rear X35:1 008 5 KEYBOARD Keyboard X35:2 008 5 KEYBOARD Keyboard X35:3 008 5 KEYBOARD Keyboard X35:4 008 5 KEYBOARD Keyboard X35:5 008 5 KEYBOARD Keyboard X35:7 008 5 KEYBOARD Keyboard X35:8 008 12 KEYBOARD Keyboard X35:9 008 5 KEYBOARD Keyboard X35:10 008 5 KEYBOARD Keyboard X35:11 008 5 KEYBOARD Keyboard X35:12 008 5 KEYBOARD Keyboard Y04 004 2 Magnetventil Bremse Solenoid valve, brake 2,7AY06 003 18 Magnetventil Berieselung Solenoid valve, sprinkler system 1,15AY13 002 16 Hubmagnet Motor Shut off solenoid, engine 51/0,7AY13 009 3 Hubmagnet Motor Shut off solenoid, engine Y20 004 17 Magnetventil Kantenschneidgeraet Solenoid valve, edge cutter 2,5AMPY21 004 19 Magnetventil Kantenschneidgeraet Solenoid valve, edge cutter 2,5AMPY48 004 18 Magnetventil Hydr.Umschaltung Solenoid valve, hydr. switch over 3,5AMPY71 003 14 Magnetventil Vibration Solenoid valve, vibration 3,5AY90 004 13 Magnetventil Mengenteiler Solenoid valve, flow divider 2,7A

Anzeige- und Bedienelemente

BOMAG24 BW 100/120 AD/AC-4

Bild 6

kneip

A15 / X6

kneip

S15

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S53

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S38

kneip

S14

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S08

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S01

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S03

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S37

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S05

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A01 X18

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BOX A BOX B

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S00

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kneip

kneip

S164

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S13

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kneip

kneip

kneip

S34

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kneip

S06 X23

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B39 / X13

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B08

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H14 X8

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H82 X21

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X1, X2, X3, X5, X9, X19, X22, X25

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X11

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X7 X14

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E28 / X33 E11 X4, X28

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P00

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P01

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H06

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H49

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H09

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H15

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H08

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H23

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H20

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H01

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H05

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H73

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H52 H70

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E27 / X32 E09

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M02 X15

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G01

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F00

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F141

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G02

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B06

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kneip

G02

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M01

kneip

M01

kneip

Y13

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B53

kneip

B53

kneip

R02

kneip

B06

kneip

B06

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Y71

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Y13

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R02

kneip

Y71

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Y20 Y21 Y48

kneip

Y20 Y21 Y48

kneip

Y90

kneip

Y90

kneip

Y90

kneip

B53

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B53

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X23

kneip

X23

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B39 X13

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B39

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X7 X14

kneip

X7

BW 120-4 English Service Training

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Transcript of BW 120-4 English Service Training